Hello I have done a lot of research and found some info about cleaning and syncing carbs but not much about what jetting to put in carbs when they are running to lean.

The motor was tuned for Arizona; I'm now running it on Oregon. It is much cooler and damper here. As a result the carb jetting is not close.

It runs good in 1-2nd but 3rd and above it flattens out and starts “popping” under hard acceleration. It has factory 130 main jets in it now, and I'm thinking it needs to go up alot in jetting. But how large 160-170?, and how much is too much jetting? Also do I need to change the needle to a larger needle when changing the jetting a lot? I have never had to replace the needle in any carbs before, I know it is easy but replacing the main jets takes some time to get to so I’d like to change them as little as possible.

 

Well I ended up putting in 155 main jets and 42 idle jets. I have the two brothers full pipe and K@N. This combo seems OK. I think the main's are fine but I'm a little fat on idle. I may step it back to 38-40's on the idle jets. My air fuel is set to 2 turns out. I will first play with that a little more. I plan on turning them to 2 1/2 then 3. If that doen't fix the problem then I'll change the idle jets.

What do others jet their bikes to?

 

I'd love to offer some input, but i'm following this thread cause I am curious, too. I have never done squat with carbs, so I got nothing.

I'm just changing my POS D&D and 4-1 out for a complete back-to-stock replacement. Getting the new stock can sometime this week.

I'm hoping that the jets haven't been changed too much, when the after-market was put on (I bought the bike used, with the D&D already on). I'll know when I fire it up this weekend.

I'm hoping to avoid messing with the jetting but am starting the research just in case. ;-) So let me know how this is working out, thanks, Ern

 

Hello MadHattr059, I can tell you if you do need to put the stock jets back in the bike, the stock specs were 40's for idle jets and 130's for main jets with 2 1/2 turns out on the air fuel screws (For 1993-1996 bikes anyway, though I believe they are the same though 1999). I hope you don't need to mess with them either, but if you do at least you will know what factory was

 

Cool beans, thanks!
Ern

 

I would look into those stock figures. when you order them from Honda they are 115 for the outer and 118 for the inner cylinders. the stock pilots ar listed as 40 's. I am located on the east coast and when i took my stock mains out they were 115/118 also listed in the factory pro instructions are as such 115/118. I added a D&D full header and race exhaust and air filter with a Factory Pro Ignition Advance of +4 I have had to change from 115/118 to the current config of 130/132 just to wake it back up. I am planning to install #42 pilot jets and move up to 132/135 mains very shortly. i can't imagine running 155 mains but again maybe because of location IDK.

 

Woot! Got the can and headers installed today. Very quiet, idle is really smooth.

The stumble I was getting in the 4-5,000 RPM band is GONE!

I'm guessing, the lame-*** gorilla that owned my bike before, never changed the jets when he put on the POS D&D can with the 4-1 headers. Now that it's all back to stock, it pulls HARD all the way through the band.

Wow, so this is what the bike is really like. ;-)
Ern

 

Well i can tell you i installed the so called POS D&D header and race can( as you discribe ) and a race air filter. I had the same issue bike ran really lean. I started with a Factory Pro jet kit and when i exhausted the jets supplied i order 3 more sets. 130, 132 and 135 I ended up a 130/132 bieng the best so far. I have the #42 and the 135's to try but I'm 250LBs and am having an issue keeping the wheel on the ground with this setup. When the temps are a steady 70-80f out i will be installing the 135's