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the 130 main is a joke, the #50 idle jets will make the engine rpm "float" around 1500, with no matter how far you turn the idle mixture adjustment screw inwards.that said, I do not like your manifolds. They are too long and too much bend inside the frame,I'd get them way shorter, somewhat straighter, and have the sidecovers altered instead.I 've built several bikes ( and inlet manifolds ) by myself so far, this is not the way I would do it.get bigger jets, you know you want to.we run 58/60 pilot jets and mains from 142 to 150, at sea level. :BEER:I'm not thrilled about them, either.. but.. if they are shorter they'll seriously foul the starter. Side covers aren't a problem.
I reckon that guestimating the jetting for carbs on an engine that has never run carbs and is not like any other guzzi is a bit premature. fire it up and see what it needs. You are in uncharted territory here Chuck, unless you can download "Jetting carbs for an FI Aero Engine for dummies" I think you have to get it running to make much progress on carbs... Just sayin, and you know my expansive background in this sort of thing.... ;D
Don't recall where I got the idea but I have believed for a long time that long inlet manifolds were a good thing? No matter the aesthetics. My forgetery is much better than it used to be :DI guess you folks will give me the low down but:1) plenty time for air/fuel mix2) cooler carbs3) more consistent air flow, maybe?Does anyone here use the vacuum gauge hole to link the inlet manifolds? For balance, even fuelling, after normal balance process ofc
I was going to post on this, but I see Rocker beat me to it. All engines are different, of course, but in general, longer runners increase bottom end torque. Airplane engines use extremely long runners, for instance. Remember the Mopar cross ram? That said, I'll go with what I have right now. As far as tuning.. I'm sure it will run well enough with what is in the cabs to *start* tuning.Back from today's Driving Miss Daisy.. Woo Hoo! I get to spend all afternoon in the shop. ;D
this is a standard 750cc two cylinder 4 stroke engine after all.
I don't mean to be a dick here, but I am what I am ;), when is this here project going to be subject to ignition?After so many pages, don't get me wrong, I enjoy them, but I get confused over distance plus time, when can a mere watcher like me expect Judgment Day on this?All the best,bad Chad
The jetting is for a 949 cc two cylinder 4 stroke engine after all.
Nice to see an old school depth gage used - next you'll be telling me I'm not the only one who knows how to use vernier instruments.
Old school is that old Sharp calculator! :bow
the 130 main is a joke, the #50 idle jets will make the engine rpm "float" around 1500, with no matter how far you turn the idle mixture adjustment screw inwards.that said, I do not like your manifolds. They are too long and too much bend inside the frame,I'd get them way shorter, somewhat straighter, and have the sidecovers altered instead.I 've built several bikes ( and inlet manifolds ) by myself so far, this is not the way I would do it.get bigger jets, you know you want to.we run 58/60 pilot jets and mains from 142 to 150, at sea level. :BEER:
2-2-11 . Changed to: K18 needle with clip on 3rd notch, idle jet 50, main jet 142, needle jet 268AB. If mileage suffers, Charles from LC says he’s running the same setup with 52 idle, stock 130 main, 6mm cutaway.