mikstr

Alright, thanks for my Trans-Atlantic friend Markus (a.k.a. Tweety), I be giving #48 pilots a try. While my bike runs flawlessly as it is, I have been known, on occasion, to experiment with new settings, all in the name of perfecting my beloved VTR. MY question, then, is the following:

- how much would one have to reduce the fuel screw setting to get an equivalent fuel flow with a larger #48 pilot (compared to stock 45). IN other words, if I am currently set at 2 5/8 turns out, what fuel screw setting would give me similar fueling with the 48 pilots in place?

thanks all

cliby

I love riddles? is this a riddle? beware the dwarf is my answer.

honestly I wouldn't change it. I didn't notice a lot of correlation between changing my pilots and a/f screw settings. I think the a/f is almost completely the idle circuit and the pilots are much more of the low end/needle impact. So I would say to slot your A/F screws, don't change them and get a motion pro right angle jobbie tool and then once you have it back on see if you can optimize anything at that point. I think you're more likely to find changes to just small on/off throttle transitions at the lower third of the throttle range. At least that has been my experience. And of course, never change more than one thing at a time - or you are sure to screw yourself up. I make that mistake over and over and over again. slotting the A/F screws and having that tool at least takes the worry out of it because you can adjust while idling which is ideal

8541Hawk

While Bill is correct, I have mine set at 2 turns out on the front and 2 1\8 turn out on the rear. They could be opened another 1\8 turn each but I don't have the tool and don't feel like pulling the carbs right now.

mikstr

Hi gents,

my experiemntal streak was awakened by this posting by Tweety:
"tune it with a slightly rich idle, a wee bit lower on power at the top end and you get a punch in the middle of the powerband that makes you ask yourself what you where doing before... The bottom then becomes clean and grunty, the middle has a much wider area where you get loads of torque and the top end rolls of further down than an IL4 but with a less sharp roll of...

The middle of the powerband that felt "fine" before is now several steps beyond "fine"..."

May try it (going to 48s). Worse case I go back to how it is now (as it's working fine; but one never knows what is left on the table unless you experiment a little)

cliby

I certainly won't argue with tweety about tuning but not sure how much you can shift the powerband with merely carb changes aside from trying to get the ideal. In general the only thing that appears to matter much at WFO and high end is the main jets so not sure what relationship there is to the other things. I would just tune for the strongest midrange and the smoothest low end and transitions you can get. Agree you never know till you make a change on either side of perfect - thus make one change at a time.

shayne

I have tried 48's but ultimately had to go back to 45's to get it to run right down low. This coincided with the change of my intake set-up. I was running 50's, but after change back to a K&N filter it was too rich and no amount of screw adjustment would get it right on the 50's or 48's.

Lots of factors involved in this of course, such as different exhausts etc, so 48's might be the go for you.

As for the mixture screw position, I dunno if there is a straight answer to be found. I would start at about 1.75 turns out and experiment from there.

BeerHunter