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techtalk:evo:carb02 [2020/08/30 03:01] ixl2relax [The Idle Drop Method (IDM)] |
techtalk:evo:carb02 [2020/09/16 05:12] ixl2relax [CV CARBURETOR DESIGN] |
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| From 1989-later, the carburetor installed on Sportsters was made by Keihin. It has a 40mm maximum venturi, but the design of the constant-velocity carb utilizes a vacuum-operated slide to vary the venturi opening to help maintain a good air velocity throughout the carbs operating range. | From 1989-later, the carburetor installed on Sportsters was made by Keihin. It has a 40mm maximum venturi, but the design of the constant-velocity carb utilizes a vacuum-operated slide to vary the venturi opening to help maintain a good air velocity throughout the carbs operating range. | ||
| - | The CV40 uses a gravity-fed fuel supply through a float controlled inlet valve to fill a fuel supply bowl, from which the internal jets obtain fuel. It also has an enrichment system (mislabeled choke) that provides a pathway for fuel to bypass the carb and be supplied directly into the manifold for better starting. | + | The CV40 uses a gravity-fed fuel supply through a float controlled inlet valve to fill a fuel supply bowl, from which the internal jets obtain fuel. It also has an enrichment system, mislabeled a choke. This provides a pathway for fuel to bypass most of the carb operation and be supplied directly into the manifold, at the rear of the carb, for better starting. |
| There are a number of parts that operate in combination to control the mixing of fuel & air into a combustible fuel mixture. The vacuum slide, needle, main jet, slow jet, idle mixture screw, idle ports, tranfer ports and accelerator pump, all assist in this mixing operation over the range of operating conditions. | There are a number of parts that operate in combination to control the mixing of fuel & air into a combustible fuel mixture. The vacuum slide, needle, main jet, slow jet, idle mixture screw, idle ports, tranfer ports and accelerator pump, all assist in this mixing operation over the range of operating conditions. | ||
| - | The constant-velocity system provides a partial means of compensating for operation at different altitudes. In a fixed system, as altitude increases, the fuel mixture becomes richer due to the thinner air. But the CV system partially compensates for this fact because the vacuum-slide oparation is also affected by the thiner air, thereby supplying less fuel into the mix. | + | The constant-velocity system provides a partial means of compensating for operation at different altitudes. In a fixed system, as altitude increases, the fuel mixture becomes richer due to the thinner air. But the CV system partially compensates for this fact because the vacuum-slide oparation is also affected by the thinner air, thereby supplying less fuel into the mix. |
| The CV40 (1989-later) has an accelerator pump, controlled by a rod attached to the throttle cable cam, to provide additional fuel when the throttle is quickly opened for acceleration. It squirts raw fuel into the venturi throat to enhance the fuel mixture along with the quickly added air. | The CV40 (1989-later) has an accelerator pump, controlled by a rod attached to the throttle cable cam, to provide additional fuel when the throttle is quickly opened for acceleration. It squirts raw fuel into the venturi throat to enhance the fuel mixture along with the quickly added air. | ||
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| | When blipping the throttle, two things happen:\\ \\ 1. You are shooting some fuel in with the accelerator pump.\\ 2. When you blip the throttle, you are actually opening the throttle plate, and that larger opening causes a very [quick/temporary] minor drop in velocity through the carb and reduces the signal (vacuum, pull) across the fuel jets, so you flow less fuel for an instant. The accelerator pump is supposed to compensate for that somewhat. The problem is, with a very short stroke of the accelerator pump rod, like a blip does, not much if any fuel is actually shot, so the pump is not doing its job, in some cases. | | | When blipping the throttle, two things happen:\\ \\ 1. You are shooting some fuel in with the accelerator pump.\\ 2. When you blip the throttle, you are actually opening the throttle plate, and that larger opening causes a very [quick/temporary] minor drop in velocity through the carb and reduces the signal (vacuum, pull) across the fuel jets, so you flow less fuel for an instant. The accelerator pump is supposed to compensate for that somewhat. The problem is, with a very short stroke of the accelerator pump rod, like a blip does, not much if any fuel is actually shot, so the pump is not doing its job, in some cases. | | ||
| - | The second thing to say is that **YOU MUST** get a great tune from everything else before addressing the farts, because fixing other issues may eliminate or minimize the farts anyway. So, get your **timing** set correctly, get your **fuel flow** maximized and make certain you have no **air intake leaks.** Get your **throttle plate** set right (between idle & transfer ports), choose the right idle jet and use the Idle Drop Method to get the **Idle Mixture Screw** (IMS) set correctly. Make sure the bike is thoroughly warmed up before tuning. Each of these areas will need specific settings to match your engine build, whether stock, stage one, 1200/1250/1275 conversion, cams, etc. __BE SURE YOU READ ALL OF THE CARB TUNING INFORMATION IN THIS SECTION.__ | + | The second thing to say is that **YOU MUST** get a great tune from everything else before addressing the farts, because fixing other issues may eliminate or minimize the farts anyway. So, get your **timing** set correctly, get your **fuel flow** maximized and make certain you have no **air intake leaks.** Get your **throttle plate** set right (as much as possible between idle & transfer ports), choose the right idle jet and use the Idle Drop Method to get the **Idle Mixture Screw** (IMS) set correctly. Make sure the bike is thoroughly warmed up before tuning. Each of these areas will need specific settings to match your engine build, whether stock, stage one, 1200/1250/1275 conversion, cams, etc. __BE SURE YOU READ ALL OF THE CARB TUNING INFORMATION IN THIS SECTION.__ |
| The third thing to say is that it should be obvious that to correct a lean condition we need to add fuel to the mix (unless an air leak is the cause of the lean condition). But we need to add fuel carefully to address this quick, temporary, lean condition without drowning the entire carb operating range in extra fuel. A typical response is to increase the idle jet, but if you increase the idle jet larger than a size 45 or 46 you are flooding too much fuel into the transfer ports and the overall mix. | The third thing to say is that it should be obvious that to correct a lean condition we need to add fuel to the mix (unless an air leak is the cause of the lean condition). But we need to add fuel carefully to address this quick, temporary, lean condition without drowning the entire carb operating range in extra fuel. A typical response is to increase the idle jet, but if you increase the idle jet larger than a size 45 or 46 you are flooding too much fuel into the transfer ports and the overall mix. | ||
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| Reversion is created in the engine combustion cycle by the relationship between the cams and the exhaust system. Specifically, between the harmonic waves created in the exhaust pipes and the overlap of the exhaust valve about to close while the intake valve is already opening. This overlap period, where both valves are open at the same time, is usually extended in high lift cams, causing the exhaust system to have a great affect on the cylinder fill operation. The exhaust functioning can have a positive or negative affect. | Reversion is created in the engine combustion cycle by the relationship between the cams and the exhaust system. Specifically, between the harmonic waves created in the exhaust pipes and the overlap of the exhaust valve about to close while the intake valve is already opening. This overlap period, where both valves are open at the same time, is usually extended in high lift cams, causing the exhaust system to have a great affect on the cylinder fill operation. The exhaust functioning can have a positive or negative affect. | ||
| - | If/when reversion is occuring, the intake charge ends up passing through the carb three times: pulled in, pushed out, and pulled back in again. Each time it is picking up fuel making the mixture richer. ((Based on info from Aaron Wilson from the XLForum (aswracing) - http://xlforum.net/vbportal/forums/showthread.php?t=1028905 - Post#12)) | + | If/when reversion is occuring, the intake charge ends up passing through the carb three times: pulled in, pushed out, and pulled back in again. Each time it is picking up fuel making the mixture richer. ((Based on info from Aaron Wilson from the XLForum (aswracing) - http://xlforum.net/vbportal/forums/showthread.php?t=1028905 - Post#15)) |
| You can read more in the REF Section on [[techtalk:evo:carb04#exhaust_pipes_cams_-_power_or_reversion|Exhaust Pipes & Cams - Power or Reversion.]] | You can read more in the REF Section on [[techtalk:evo:carb04#exhaust_pipes_cams_-_power_or_reversion|Exhaust Pipes & Cams - Power or Reversion.]] | ||
