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WTF??? Pilot jet change causes major issue..

  • Thread starter Thread starter TheCafeKid
  • Start date Start date
Being new to multi carb tuning i found out the hard way that you have to start with Mikuni jets in the stock configuration.

Do plug chops to determine which circuit has the problem

Then logicly go up or down on those jet sizes in small increments

Do more plug chops to confirm the results of your changes

If you don't know what type of jets you are supposed to have or what brand they are then you are shooting in the dark and guessing costs more money than starting from a solid place.

I had tons of trouble just getting my bike to start and idle but the above method is what i used to get my bike running well, all the while picking the brains of experienced members on this site.

Not everyone is going to be correct all the time with their advice but i respected their help because it clearly showed what would work and what would not work and why.

I had to let go of my stubborn way of thinking and truly listen to everyone and methodicly rule out what was and was not working and offer this feedack on these forums in order to get my bike running.

I know all this has been covered in detail on other posts but it bears repeating to end the frustration and costs of tuning and hopefully reminds us all that we are here to seek and recieve help respectfully.

You can lead a horse to water but you can't make him drink it! ( i know i'm guilty of this )

Good luck
 
WOW,

to spend time tuning a set of suz 34/36 cv carbs beyond smooth transitions is a waste of time...there is no magical HP to be found in them.
they are chokers that make no horsepower and will rob 10+ horsepower from stock engines to a bunch more over built up engines over a set of properly sized radial slides...
facts are facts and one evening at the track i swapped the 36rs carbs from my 1150 to my brothers 1150 with 36cv jet kitted carbs...
GUESS WHAT???????????
from an 11.01 best to a 10.71 w/ an increase of 3-4 MPH.
install a jet kit in gs suzuki cv carbs and save hours of trouble and time and be happy..
smooth transitions is what your looking for in non air box gs suzuki cv's...
20 plus years here also but i would never waste my time tuning a set of cv's looking for the "perfect" jetting for that givin day(i have spent hours and hours looking for extra power from suz gs cv's years ago).
these are not pro stock bikes where 1 horsepower will make it worth while to tune and tune and tune some more.
i haven't commented on this site in a while.......some people wants to argue and question good/proven information...BLAH!!!
anybody that knows me....i'll just leave it at that.
josh,
im glad your bike is running well beyond your Expectations..
let me know if i can be of any further assistance.
 
blowerbike said:
WOW,

to spend time tuning a set of suz 34/36 cv carbs beyond smooth transitions is a waste of time...there is no magical HP to be found in them.
they are chokers that make no horsepower and will rob 10+ horsepower from stock engines to a bunch more over built up engines over a set of properly sized radial slides...
facts are facts and one evening at the track i swapped the 36rs carbs from my 1150 to my brothers 1150 with 36cv jet kitted carbs...
GUESS WHAT???????????
from an 11.01 best to a 10.71 w/ an increase of 3-4 MPH.
install a jet kit in gs suzuki cv carbs and save hours of trouble and time and be happy..
smooth transitions is what your looking for in non air box gs suzuki cv's...
20 plus years here also but i would never waste my time tuning a set of cv's looking for the "perfect" jetting for that givin day(i have spent hours and hours looking for extra power from suz gs cv's years ago).
these are not pro stock bikes where 1 horsepower will make it worth while to tune and tune and tune some more.
i haven't commented on this site in a while.......some people wants to argue and question good/proven information...BLAH!!!
anybody that knows me....i'll just leave it at that.
josh,
im glad your bike is running well beyond your Expectations..
let me know if i can be of any further assistance.
Click to expand...

I agree with the above. My judgement comes from over 35 years experience at building, tuning and racing performance auto engines. Sure, air cooled motorcycle engines are slightly different, but the basic tuning principles still apply.

The keys are promoting ideal air/fuel ratio and velocity, combined with an accurately controled burn off rate. Then there's a tuned exhaust for your chosen event, gear and diff ratios, tyre selection and ............
and..............and...............and..................

IMO, for road bikes, always use the KIS principle.
 
49er said:
I agree with the above. My judgement comes from over 35 years experience at building, tuning and racing performance auto engines. Sure, air cooled motorcycle engines are slightly different, but the basic tuning principles still apply.

The keys are promoting ideal air/fuel ratio and velocity, combined with an accurately controled burn off rate. Then there's a tuned exhaust for your chosen event, gear and diff ratios, tyre selection and ............
and..............and...............and..................

IMO, for road bikes, always use the KIS principle.
Click to expand...
Try KISS
Keep it simple stupid.
:D
 
Well, I have to give most of my thanks to Bill and Terry there, cause without the two of them id still be turning screws and moving clips, and cussing and everything else.


She got a proving on her set up just today actually. With the BC rally pretty much a complete bust for me (story on that to come later) and Brett and a couple of others, and a wash out for just about everyone else, Dogma, RageZro and myself searched out an alternate route home other than the four lane boredom...what we found was probably THE single best road IVE ever ridden this side of West Va... INDIANA 250...AWESOME. Up hill Down hill, tight 10mph with a 10% grade turns, banked, 90mph sweepers....absolutely FANTASTIC. I dont think my ES saw anything more than 3rd gear, and any speed less than 40mph thru that entire road. I was wickin it down that sucker. I slowed up at one point for Jim and Dale, just to make sure i saw some lights still back there...had to wait a while, they had to be a good 1/4 mile back. But once i saw the headlights, i blasted off again.....

THE RESULT...shes a hair rich. Gonna back off the needle one slot and off the adjustment screw a .25 turn. Not at the same time, see if one has more effect than the other, She was gurgling a bit down low when she got good and warm and wasnt QUITE as smooth. BUT, I am in love with that machine all over again. I havent gone that fast on that tight of a road in a little while, and she just STUCK when I set her up. Throttle was good in the upper revs, never getting below 5-6K at any point in time and it was just a flinch on the wrist and we were from 50mph to 80-90mph in short order. I loved it... and if anyone ever gets out this way, look me up, i will GLADLY ride the two hours out to that road to show it to you...
 
Sounds great Josh, So where did you end up?

Pods

137.5's

2.0-2.5clips ?

Jim
 
Dynojet 138
Stock Pilot (so far)
Three and one quarter turns on the screw
needles forth clip from the bottom...
 
rapidray said:
So, I see setting the mixture screws helped! Ray.
Click to expand...
Yeah, so did the Dynojet kit that i didnt have before, and the not TOO LARGE main jet....basicly Ray i had to completely redo the set up. But sure, the mix screws helped...:rolleyes:
 
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