hi guys, new here, the only forums i've found so far with info on my old bike. I just got her and put her back together, the only thing i have had to replace so far was the rectifier. I haven't been able to find much in the way of aftermarket parts for her, but the one thing i did find, was a vance and hines ssr2 4 into one exhaust, i was wondering if anyone has had experience with this, and know what all else needs to be done besides the exhaust, i.e. like the jetting etc. any help would be greatly appreciated.

Thanks in advance

 

I have that pipe on my bike. Any time you put a full exhaust on a bike you should jet it. This bike for sure will not run well at low RPM with this pipe on it w/o jetting...at least not near to as well as it will when you jet it. Go to www.factorypro.com and order up a jet kit. Well worth the money.

 

No hurricane expert but I do have a V&H 4 into 1 on my 87. I bought this bike as a pig in a poke and found main jets marked as 107.5. Factory book says 120's After some web search the V&H and their jet kit seem to get as many thumbs down as up. My bike has a bad flat spot at about 7K which I can limp past then she'll run fine to red line. I am going to try raising the taper jets with washers to see if I can lose what I think is a lean spot. One of the complaints on the dynojet kit is that the springs are too light allowing a too fast throttle opening. So anyways if your bike is running good now, think twice about the can of worms a 4 into 1 might open for you. HTH

 

I missed this thread when it came up..however I've got V&H SS2 on mine and had a lot of trouble getting it running right. I fitted a K&N drop in air filter and a Dynojet kit. I ended up with the smaller of the two main jet sizes in there (kit comes with two sets) and after much dicking around, the needles on their leanest setting. The springs were so light that if I opened the throttle too fast there was nothing for a split second. In the end I put the factory springs back in and now it runs great.
I'm not sure if it's exactly the same pipe on mine. It was way too loud, and sounded like a chainsaw, so I fitted a slightly smaller baffle tube so I could get more packing in. Fixed the sound and got back some bottom end I lost first up. All in all I'm glad I did it as I've got great mid range and top end power, no loss of bottom end, and a better sound. But I'd definately try a different jet kit to the one I used since it was a waste to ditch the springs which were useless to me.

 

Dave do you recall know what size the jets were marked from the Dynojet kit? I am sure wondering how this bike can be running with 107.5 jets if 120's were stock, that seems like a huge change to me. It appears I have stock needles (one groove) and have no way of knowing which springs are in it. TIA for any help getting this sorted out. It also has the K&N (freshly oiled) Did Dyno also send along a drill to drill the hole in the slides? Seems like that was a common dyno change also? What about the slow jet, any idea what rpm range that is supposed to deal with? Did dyno send a different slow jet? I forgot to check the slow jet size in mine when I had the carbs out.

 

Gary. Sorry mate, I can't recall what size the main jets are. However I think it is a stage one kit so we should be able to google it and find out what the kit comes with. The other thing is that I'm at about 800m above sea level so you may not jet the same as mine. I didn't change the pilot jets (they weren't supplied) and no drilling was needed. I've since been told that the Dynojet kit is a waste of $$ and that you can shim up your standard needles to adjust the mixture in the mid throttle range. As to the springs, if the needles are standard I'd say the springs would be too.

When I get home tonight I'll dig around in the shed and see if I can find the box with the other jets in it and try to give you some more info.

Is the pipe already on your bike?

 

Dave good advice. Yes the pipe was on the bike when I got it. I was thinking an extra washer on the taper jets also. That took care of a similar problem on an old piped Suzuki I had. Not to mention that can be done carbs on! I am wondering if the jets marked 107.5 are Kehins or some other system which I hear happens also. I did not put a number drill in them to see what ID they are (close to). Thanks for the help I was rather surprised there is so little info on these, for many bikes of this era there are page after page of tuning discussions with both good and bad info on them!

 

PS since it gets back on track and runs to redline the mains must be somewhat close anyway. I see the Canadian and probably Aussy spec bikes have a #38 slow jet while the US bikes have a #35. Normal! Used to be the Honda book would give the carb theory of operation explaining what does what. but they didn't do it for these.

 

Garry. I couldn't find my box of stuff (it's 2 1/2 years ago that I fitted my jet kit), but I've looked it up. It looks to me as though my kit came with 110 and 114 main jets and I ended up with the 110s in my bike. I tried several combinations of mains / needle heights and spring weights (standard or dynojet ones)...It really gave me the ***** by the end of it .

I hope this helps a bit mate. When you get the combo of bits, you'll know straight away so you might have to just spend a bit of time dicking around with it. Anyway, try a set of 110s and give it a burl.

 

I think I'd not worry about "performance" on a bike that weighs 600 pounds+ and makes 60hp. Get whatever pipe looks cool to you, and enjoy it!