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techtalk:ref:carb01 [2018/04/17 22:58]
ixl2relax
techtalk:ref:carb01 [2019/10/01 19:41] (current)
hippysmack [Sub Documents]
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 [[:​techtalk:​menu|{{ ​ :​techtalk:​gototechnicalmenu.jpg|}}]] [[:​techtalk:​menu|{{ ​ :​techtalk:​gototechnicalmenu.jpg|}}]]
 ====== REF: Carburetor, Intake Manifold & Exhaust ====== ====== REF: Carburetor, Intake Manifold & Exhaust ======
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 ====== FACTORY CARBURETORS Installed on Sportsters 1957 - 2006 ====== ====== FACTORY CARBURETORS Installed on Sportsters 1957 - 2006 ======
 +\\
  
 +===== Carbs Used on Iron Head Sportsters from 1957-1985 by Serial / Model Number =====
  
-===== Carbs Used on Iron Head Sportsters from 1957-1985 by Serial / Model Number ===== +^Carburetor Serial# \\ or Carb Model#^Year Model Sportster^
-  +
-   +
-^Carburetor Serial # \\ or Carb Model # ^Year Model Sportster^+
 |**Linkert DC** \\ **(27155-57) was the first Sportster carburetor then replaced with (27155-57A) both introduced for 1957-1959 Sportsters** ((1952-1959 HD Spare Parts Catalog pg 16))|| |**Linkert DC** \\ **(27155-57) was the first Sportster carburetor then replaced with (27155-57A) both introduced for 1957-1959 Sportsters** ((1952-1959 HD Spare Parts Catalog pg 16))||
 |DC-1|1957-1958 Sportster Early Style ((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html))| |DC-1|1957-1958 Sportster Early Style ((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html))|
 |DC-1L|1959-1960 Sportster ((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html)) |  |DC-1L|1959-1960 Sportster ((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html)) | 
-|DC-1M|1959-1960 Sportster ((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html))| ​+|DC-1M|1959-1960 ​Military XLA Sportster ((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html))| ​
 |DC-2|1959-65 Servicar (smaller venturi, opposite float bowl)((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html))| ​ |DC-2|1959-65 Servicar (smaller venturi, opposite float bowl)((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html))| ​
 |DC-6|1961 Sportster XLH and XLCH ((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html))| |DC-6|1961 Sportster XLH and XLCH ((http://​www.classic-motorcycle-build.com/​linkert-dc-carb.html))|
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 |27469-83C \\ B83K ((1979-1985 HD XL Parts Catalog pg 27))|1983-1985 XL, XLS, XLX| |27469-83C \\ B83K ((1979-1985 HD XL Parts Catalog pg 27))|1983-1985 XL, XLS, XLX|
 |27148-77 \\ B75A ((1977 HD XLCR Parts Catalog pg 57))|1977-1978 XLCR 1000| |27148-77 \\ B75A ((1977 HD XLCR Parts Catalog pg 57))|1977-1978 XLCR 1000|
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       * All CV models come equipped with accelerator pump unless noted.       * All CV models come equipped with accelerator pump unless noted.
       * The Serial Number on CV carbs is labeled on the adjacent side to the accelerator pump linkage       * The Serial Number on CV carbs is labeled on the adjacent side to the accelerator pump linkage
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 |  **Keihin non-CV 1986 - 1987** ​ |||| |  **Keihin non-CV 1986 - 1987** ​ ||||
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 |27749-01A| ​       |        |(02-03) - HDI, Aust, Eng, Japan 1200S| |27749-01A| ​       |        |(02-03) - HDI, Aust, Eng, Japan 1200S|
 |27749-04| ​       |        |(04-06) - HDI 1200C,​1200R| |27749-04| ​       |        |(04-06) - HDI 1200C,​1200R|
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 ====== PERFORMANCE OPTIONS ====== ====== PERFORMANCE OPTIONS ======
 +\\
 ===== Keihin BD (Screaming Eagle 40mm Kit) ===== ===== Keihin BD (Screaming Eagle 40mm Kit) =====
 +===== Sub Documents =====
  
-  * Used in the Screaming Eagle Package line from HD as an Evolution XLH HI-FLO ​Carburetor ​& Air Cleaner. +  * Lectron ​Carburetor ​Kit (27154-78), 74-E78, ​ 
-  * Adjustable Accelerator Pump stroke +  * [[techtalk:​ref:​carb01w|Basic Keihin BD (Screaming EagleInformation]]
-  * Incorporated a special intake manifold to carb spacer that had to be drilled and tapped ​(1/4 x 28in the side for included Voes connection adapter ​   +
-  * Required a 1987 replacement style intake manifold for 1988 and up models +
-  * Required possible grinding of the right rear corner of the front cylinder head, due to interference with the carburetor throttle pulley and cable guides, for proper clearance  ​((http://​xlforum.net/​forums/​showthread.php?​t=132922)+
  
-^Carb #​27001-88^^^^^^ +====== Aftermarket Carburetors ====== 
-^Slow Jet Part No.  ^Size (mm)  ^Intermediate Air  /  Fuel Part No.  ^Size  ^Main Jet ^Size  | +\\
-|27383-88 |42 |27113-87 |Blank* |27106-85 |1.30 | +
-|27302-84 |50 |27109-87 |55     ​|27107-85 |1.35 | +
-|27329-83 |52 |27172-89 |60*    |27149-85 |1.40 |  +
-|27284-85 |55 |27110-87 |80     ​|27151-85 |1.45 | +
-|27310-85 |58 |27111-87 |1.00   ​|27150-85 |1.50 |  +
-|27318-85 |60 |27112-87 |1.20   ​|27108-87 |1.60*| ​   +
-|27283-85 |62 |27173-89 |1.70   ​|27119-88 |1.65 | +
-|27896-79 |65 |         ​| ​      ​|27134-89 |1.70 |   +
-|27894-78 |68*|     +
-|27895-87 |70 |        +
-|27897-78 |72 |  +
- ​((http://​xlforum.net/​forums/​showthread.php?​t=132922)) ​   ​+
  
- *in carburetor ​                                                                +====== Mikuni Aftermarket Carbs and Upgrades ======
  
 +===== Sub Documents =====
 +**HSR Series**: \\
  
-==== Accelerator Pump ====+  * [[techtalk:​ref:​carb01a|Basic Mikuni HSR Information]] 
 +  * [[techtalk:​ref:​carb01b|Rebuilding a Mikuni HSR42]] 
 +  * [[techtalk:​ref:​carb01c|Mikuni HSR Function and Tuning]] 
 +  * [[techtalk:​ref:​carb01d|Choke Relocation on a Mikuni HSR]]
  
 +**VM Series**: \\
  
-  * **Accelerator pump rod length**A number of Screaming Eagle carb kits (91731-85A), packaged during March of 1988 (3/88 date code), contained carburetors with accelerator pump rods that were too short. The incorrect pump rods were only 2.35" long, end to end, and completely disabled the accelerator pump and caused the engine to stumble upon fast acceleration. The correct length pump rod (27374-88) is 2.55". ((HD Service Bulletin #M-961 dated April 8, 1988)) +  * [[techtalk:​ref:​carb01g|Basic Mikuni VM Information]] 
-  * Dealers were to check their parts stock and replace any pump rods that measured short and also check the pump rod length on any motorcycles that exhibited ​stumble upon acceleration. ​+  ​[[techtalk:​ref:​carb01h|Rebuilding a Mikuni VM-38]] 
 +  ​[[techtalk:ref:​carb01i|Mikuni VM-38-9 Function and Tuning]] 
 +  * [[techtalk:​ref:​carb01j|Mounting ​Mikuni VM-38]]
  
 +**HS-40**: \\
  
 +  * [[techtalk:​ref:​carb01n|Basic Mikuni HS-40 Information]]
  
 +**Solex**: \\
 +  * [[techtalk:​ref:​carb01e|Mikuni Solex Pics]]
  
 ---- ----
- 
  
  
 \\ \\
  
 +Other than exact replacement OEM carburetors,​ all Mikuni aftermarket carburetors and tuning components are sold "As Is" for off road / racing use only. ((http://​www.mikunipower.com/​VM01.htm)) \\
 +They are not intended or approved for use on vehicles operated on public roads or in locations where applicable engine tampering and anti-pollution laws apply. \\
  
-===== Mikuni ​HSR 42/45/48 Carburetor ===== +There are plenty of Mikuni ​and Keihin carburetors in the market that are not authentic. ((http://www.sudco.com/​genuine_vs_fake_carburetors.html)) \\ 
-Mikuni Carb site [[http://​www.mikuni.com/fs-carburetor.html]] ​+They'​re not safe to use and will cause many problems to your bike. \\ 
 +If you're not sure if it's a genuine carburetor, the Sudco International ​site has a web page with pics of genuine and fake carbs. \\ 
 +Follow ​[[http://​www.sudco.com/genuine_vs_fake_carburetors.html|this link]] or you can call them directly to verify a seller. ((Sudco International Corp. 2410 S. Sequoia Drive Compton, CA 90220 Tel.(310) 637-8330 • Fax (310) 637-8331)) \\
  
-|Model|Rebuild Kit - \\ Mikuni ​Part #|Std. Main Jet Size|Std. Jet Needle size|Optional Jet Needles|Std. Accel Pump Nozzle|Std. Accel Pump Nozzle|Optional Lean Accel Pump Nozzle| +==== Mikuni ​Manuals and Other Helpful Links ====
-|42 \\ 45 \\ 48|KHS-016 \\ KHS-016 \\ KHS-031|160 \\ 175 \\ 190|97 \\ 97 \\ 97|95, 96, 98 \\ all models \\ (95 rich - 98 lean)|70 \\ all __Carb__ Models|60 \\ for __Sportster__ Models|50|  +
-(from the Mikuni HSR 42-45-48 exploded view diagram [[http://​www.mikuni.com/​pdf/​tm42xview121801.pdf]])+
  
 +  * [[http://​www.mikunipower.com/​HSR01.htm|Mikuni website (HSR page)]]
 +  * [[http://​www.mikuni.com/​fs-carburetor.html|HSR Installation Guide]]
 +  * [[http://​www.mikuni.com/​fs-performance_guide.html|Performance Guide]] includes:
 +    * Air Cleaner Basics, Exhaust System Basics, Cam Basics and Ignition Basics
  
 +  * [[http://​www.mikunipower.com/​Manuals/​HSR_SportsterBuellInstallation.pdf|Sportster / Buell Installation Instructions PDF]]
 +  * [[http://​www.mikunipower.com/​Manuals/​HSR42-48_Manual.pdf|HSR42/​45/​48 Tuning Manual PDF]]
 +  * [[http://​www.mikuni.com/​pdf/​how_to_choke_cable.pdf|HSR Choke Cable Installation Tips]]
  
-  * When tuning, it's best to go by the Mikuni manual.Take your time, follow the Mikuni tuning guide carefully (including the throttle position tape) and you will get her close. If she is not as smooth at cruise, you may need to drop the needle back down and then switch it out for a different needle maybe. All needles are the same length and have the same taper, just different diameter of the straight portion. 96 is one richer than a 97. They only make a 95, 96, 97 and 98 needle. 165 main is probably close. But do the wide open throttle test in the manual to verify. ((Shu from the XLFORUM ​http://xlforum.net/forums/showthread.php?t=14060&page=3)) +  * [[http://www.mikunipower.com/Manuals/HS40_Manual.pdf|HS40 Tuning Manual ​Parts List PDF]] 
-  * HSR 42/ 45/ 48 Tuning Manual ​[[http://xlforum.net/misc/hsr_tuningmanual_021003.pdf]] +  * [[http://www.mikunipower.com/Manuals/HS40_Manual.pdf|HS40 Tuning ​Manual PDF]]
-  * Also you can click on the discussion tab above or click here [[talk:​techtalk:​ref:​carb01#​mikuni_hsr|Tuning ​the Mikuni HSR]] for more information from the XLFORUM on tuning the Mikuni.+
  
 +  * [[http://​www.mikunipower.com/​VM01.htm|Mikuni website (VM page)]]
 +  * [[http://​www.mikunipower.com/​Manuals/​VM_Manual.pdf|VM "Round Slide" Tuning Manual]]
 +  * [[http://​www.mikunipower.com/​Manuals/​VM26_Rebuild_Kit.pdf| Rebuild Kit VM26-606 PDF]]
  
-==== Breather Options ====+  * [[http://​www.mikunipower.com/​Manuals/​HSR_PATInstallation.pdf| ​ PAT Upgrade Kit Installation Instructions PDF]]
  
-|{{techtalk:​ref:​carb:​breather_options_for_mikuni_by_c53.jpg?​direct&​300|}}|{{techtalk:​ref:​carb:​breather_options_1_for_mikuni_by_jordan1200.jpg?​direct&​300|}}|{{techtalk:​ref:​carb:​breather_options_2_for_mikuni_by_jordan1200.jpg?​direct&​300|}}| +  * [[https://www.jetsrus.com/a_jets_by_carburetor_type/jets_mikuni_HSR_series.htm|Genuine Mikuni jets for HSR series carbs]]
-|((photo by c53 of the XLFORUM http://xlforum.net/forums/showthread.php?​t=14060&​page=16))|The horseshoe pipe system over the top of the carb allows ​for easy access to the mixture screw.((photos by jordan1200 of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=14060&​page=16))||+
  
 +Video: \\
  
-====== Aftermarket ​Carburetors ​======+  * [[https://​www.youtube.com/​watch?​v=xm-UVTPjRbo|IronMick'​s VM-38 Startup Video]] 
 + 
 +====== S&​S ​Aftermarket ​Carbs and Upgrades ====== 
 +===== Sub Documents ===== 
 +  * [[techtalk:​ref:​carb01p|Testing an S&S Intake Manifold Spacer]] 
 +  * [[techtalk:​ref:​carb01q|Installing a ThunderJet® on a Super E]] 
 + 
 + 
 +---- 
 + 
 +===== S&S Super B Series ===== 
 +{{:​techtalk:​ref:​carb:​sands_super_b_by_robicycle.jpg?​direct&​300|}} ((photo by Robicycle of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=1786621&​page=4)) {{:​techtalk:​ref:​carb:​sands_super_b_by_shgrier.jpg?​direct&​300|}}((photo by Robicycle of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2074303)) \\ 
 + 
 +**Throttle shaft leak repair**. \\ 
 +Counter-bore each side a few thousandths less than the O-ring thickness so it sits a little proud. ((Tim The Grim of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2074290)) ​ \\ 
 +These are 1/4" x 3/8" O-rings from a HF&T kit. \\ Then use a couple 1/4" ID SS washers with a good synthetic grease like Super-Lube. \\ 
 +The return spring is on one side and you position the throttle lever on the other side. \\ 
 +So the washers just pinch the O-rings but still allow proper throttle movement. It should solve a shaft leak problem and can be easily maintained. \\ 
 +This was done on a milling machine with a mold ejection pin that fit perfectly. \\  
 +To keep center, the pin was put in the spindle collet with an indicator as a confirmation of position after having moved the Z axis. \\ 
 +{{:​techtalk:​ref:​carb:​throttle_shaft_mod_on_sands_1_by_tim_the_grim.jpg?​direct&​200|}} ((photo by Tim The Grim of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2074290)) {{:​techtalk:​ref:​carb:​throttle_shaft_mod_on_sands_2_by_tim_the_grim.jpg?​direct&​300|}} ((photo by Tim The Grim of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2074290)) {{:​techtalk:​ref:​carb:​throttle_shaft_mod_on_sands_3_by_tim_the_grim.jpg?​direct&​300|}} ((photo by Tim The Grim of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2074290)) \\ 
 + 
 +===== S&S Super E Series ===== 
 +==== Accelerator Pump ==== 
 +There are 4 screws to take out to remove the float bowl. \\ 
 +Three obvious ones and the fourth one is one of the accelerator pump screws as in below. \\ 
 + 
 +**Removing the accelerator pump**. \\ 
 +The spring inside holds the diaphragm up until the rod pushes it down like a bellows. \\ 
 +{{:​techtalk:​ref:​carb:​sands_super_e_carb_by_samppa.jpg?​direct&​250|}} ((photo by samppa of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​threadid=297424)) {{:​techtalk:​ref:​carb:​sands_accelerator_pump_by_horse.jpg?​direct&​300|}} ((photo by Horse of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=1162895)) \\ 
 + 
 +==== Kmotor Super E (copy?) ==== 
 +This is some of the wording of the advertisement on Ebay. ((https://​www.ebay.com/​itm/​153007477314?​ul_noapp=true)) \\ 
 +<​blockquote>​This carb is billed as "New 11-0420 Carburetor Super E Shorty Carburetor Big Twin or Sportster Carb". \\ 
 +US $64.97/ea. "1 year warranty. This is a brand new, high quality direct fit __OE style replacement part__"​. \\ 
 +The Super E are butterfly type carbs with fully adjustable idle mixture screws and changeable intermediate and main jets. \\ 
 +The idle mixture screw is positioned and angled for easy accessibility. Even with 5 gallon gas tanks, adjustments are not a problem. \\ 
 +The Super E has a 1-7/8in. (47.6mm) throat at the butterfly and is identified by an E cast into the throttle linkage side of the carb body. \\ 
 +All Super series carburetors use a special enrichment device instead of a choke for starting. This leaves the bore of the carburetor unobstructed for greater air flow. \\ 
 +The Super E enrichment device is activated by a variable position lever attached to the air cleaner backplate. \\ 
 +By simply adjusting the lever, starting and warm-ups are made easy and foolproof. </​blockquote>​ \\ 
 + 
 +It's actually made by "​Kmotor"​ out of China if you read the fine print on the bottom of the add. \\ 
 +But the wording in the add makes it sound like the S&S Super E. There is no data suggesting that this isn't a good carburetor. \\ 
 +It may actually be a cheaper alternative. \\ 
 +However, it is something to take into account if your intention is indeed to buy an S&S model. \\ 
 +Here is the carburetor:​ 
 +|  **Kmotor Super E** next to a Keihin butterfly ((photo by mickey t of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2073560&​highlight=keihin)) ​ |  No S&S markings ((photo by mickey t of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2073560&​highlight=keihin)) ​ | 
 +|{{:​techtalk:​ref:​carb:​fake_super_e_pic_1_by_mickey_t.jpg?​direct&​250|}}| {{:​techtalk:​ref:​carb:​fake_super_e_pic_2_by_mickey_t.jpg?​direct&​250|}}|  
 +===== S&S G, F and L Series ===== 
 +==== Sub Documents ==== 
 +  * [[techtalk:​ref:​carb01v|S&​S G, F and L Series General Information and Pics]] 
 + 
 + 
 +====== 1970s Era- Lake Injector ====== 
 +====Sub Documents ​===== 
 +* [[techtalk:​ref:​carb01z|How to adjust the Lake Injector for all throttle positions]] 
 + 
 +----
  
-===== 1970s Era- Lake Injector ===== 
   * Originally made for airplanes, the Lake injector was a popular fuel delivery system in the 70s era. It was designed for the ultimate in performance with a minimum of tuning effort. Don't confuse the word "​injector"​ with fuel injection, as these series of carburetors are not a fuel injector or a fuel injector body((http://​www.greatplainsas.com/​posacarb.pdf)). The body design, plus the velocity stack in unison with the throttle slide, forms a venture which enables the injector to achieve a good fuel/ air  mixture. ((http://​elcorramotors.blogspot.com/​2012/​06/​lake-posa-fuel-injectors.html))   * Originally made for airplanes, the Lake injector was a popular fuel delivery system in the 70s era. It was designed for the ultimate in performance with a minimum of tuning effort. Don't confuse the word "​injector"​ with fuel injection, as these series of carburetors are not a fuel injector or a fuel injector body((http://​www.greatplainsas.com/​posacarb.pdf)). The body design, plus the velocity stack in unison with the throttle slide, forms a venture which enables the injector to achieve a good fuel/ air  mixture. ((http://​elcorramotors.blogspot.com/​2012/​06/​lake-posa-fuel-injectors.html))
     * The manufacturer claimed a 15% - 25% or more increase in horsepower, unequalled acceleration,​ immediate starts and instant tuning.     * The manufacturer claimed a 15% - 25% or more increase in horsepower, unequalled acceleration,​ immediate starts and instant tuning.
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   * POSA, Lake Injector, Revflow and Aero Carb are all float-less, diaphragm-less carburetors.   * POSA, Lake Injector, Revflow and Aero Carb are all float-less, diaphragm-less carburetors.
   *  These carbs do not operate well on more than .5 lbs of fuel pressure yes that is less than half a pound of fuel pressure. These carbs do not vent any fuel vapor that may form in the body to the venturi as there is not float bowl well or diaphragm vent.((http://​www.greatplainsas.com/​posacarb.pdf)) ​   *  These carbs do not operate well on more than .5 lbs of fuel pressure yes that is less than half a pound of fuel pressure. These carbs do not vent any fuel vapor that may form in the body to the venturi as there is not float bowl well or diaphragm vent.((http://​www.greatplainsas.com/​posacarb.pdf)) ​
- 
-=== How to adjust the carb for all throttle positions === 
- 
-    * Tools needed: Screwdriver,​ #16 nail sharpened, small jar, syringe or breaker graduated in cc's or ounces, gloves, small wood throttle blocks (you'​ll make these), fire extinguisher rated for fuel.  
-    * Instruments needed:​((http://​www.greatplainsas.com/​posacarb.pdf)) 
-    * Manifold pressure gauge, EGT gauge or air/fuel ratio gauge. 
-    *  So you have followed the manufacturer'​s directions to adjust your POSA style carburetor but find that you still have rich or lean spots across the range of throttle and you're frustrated. The following procedures to set the carb correctly takes about 4 hours of measuring and tuning.((http://​www.greatplainsas.com/​posacarb.pdf)) 
-      - The fuel in the tank should be half full (a full tank of fuel will make the carb run richer and an almost empty tank will run leaner). Remember that you are operating on .022 pound of pressure per inch of vertical fuel column. For simplicity say our tank is only 6" tall. If we have used a half a tank of fuel we now have used 3" of fuel and have a 9" drop to the carb. So, 9 x .022 = .198 lbs of fuel pressure. Less than a quarter of a pound. 
-      - You need to pick 6 throttle positions and be able to repeat the positions. Use idle, 1500, 2000, 2500, 3000, and wide open throttle. With the carb set as best as you can get it, make a stop block that you can put in the throttle so you can accurately repeat each position. The rpm will change when you adjust the carb down the road. We simply need to be able to repeat the position. You can use a piece of wood that has a hole drilled through it that is the throttle shafts diameter. Split the piece of wood in the center of the hole. The length of the wood will vary for each throttle setting. 
-      - At each throttle setting, use the needle to adjust the carb so the engine runs that absolute best at each station, regardless as to how it runs anywhere else. Make note of the manifold pressure and egt/or air fuel ratio when the carb is set for each station. Once you have a single station set perfectly with the needle, turn the fuel on and let fuel flow out of the carb in to the bowl for 1 minute. Measure the amount and record it next to the egt/air fuel ratio and manifold pressure reading. 
-      - Repeat step 3 for all 6 stations, recording manifold pressure and rpm along with egt/air fuel ratio. Measure fuel flow for each individual station and record the measurement. Note: this process will consume about 1 gallon of fuel. You need to keep the fuel in the tank as close to a constant fuel level as possible. 
-      - Now that you have made a chart that show the fuel flow out of the carb at each station where you set the carb so that the engine ran it's best, you need to set the needle so the carb runs the best at idle. This will be the permanent setting for the needle. Idle position to about 1500 rpm is the most important throttle range. 
-      - Now go back to each throttle position using your blocks of wood and re-measure the fuel out of the carb. In most cases it will be less than you originally measured it. So to bring the fuel flow up the same level you make a vertical mark along the flat of the needle where the needle goes into the fuel orifice. Just use a black fine line marker to do this. 
-      - Remove the needle. Now use the sharp nail and make a scratch mark along the horizontal axis of the needle 1/8" on both sides of the vertical mark. When satisfied with the depth, reinstall the needle and measure the fuel flow. You want it to be equal to what it was in steps #3 and 4. 
-      - This is the trial and error time consuming part of the job. Be cautioned that a little scratch for starters is better than a deep one. It does not take a very deep mark to allow a lot more fuel to flow. 
-      - When you are done with each station you will have a series of scratched that are not connected. You may find that in some areas of the needle you won't have to do much and in  others you will have to have a deep scratches and you may need to connect the scratches with another scratch. 
-      - The top and bottom ends are critical. For the top end or wide open throttle, this is where the egt comes in handy. At wide open throttle, the engine should run about 50 to 100 degrees rich of peak. When you throttle back to 75% power the egt should rise. 
-      - When set correctly, you should be able to see a steady rise in the egt from idle to just before full power. At full power, the egt should dip slightly. 
-      - Note: in the event that the needle is rich at the bottom end instead of lean over the range, you will have to go to the next smallest needle and start the procedure again. It is very difficult to make a needle leaner without adding material to the needle. 
-      - On POSA style carbs (Revflow, AeroCarb) equipped with mixture control, set the mixture control so that is just shy of being full rich when doing the above needle work. In the event that you need to make the carburetor slightly richer, you can do so without having to go through the entire measure, scratch, measure, scratch scenario all over again. As you burn off fuel, the fuel pressure is less so you may need to go "over rich" to compensate for less pressure at the needle. 
-        * The air/fuel ratio meter should read as follows: 
-        * Cold start to warm idle 800 rpm 
-        * Idle 800-1000 rpm 
-        * Mid range 1000-2500 rpm 
-        * Cruise 2700-3300 rpm 
-        * Wide open throttle((http://​www.greatplainsas.com/​posacarb.pdf)) 
- 
-  * This type of fuel delivery is still being used in aircraft. However, it has now evolved into more of a fuel injector that you are probably used to in principle. Although it is similar in looks, it has a slightly negative pressurized TBI with constant feed aviation fuel. So, unless your setup for jet fuel, these won't work on Sportys. 
- 
-  * This is from Ellison Fluid Systems: 
-    * The EPA has required the oil companies to add oxygenates to auto fuel in many parts of the country to reduce pollution in the winter months. In most areas this additive is alcohol which will damage aircraft fuel systems. In addition to possible chemical incompatibility,​ the high vapor pressure of auto fuel can be a problem when used in aircraft, as it is much more likely to boil than aviation fuel.  Unlike aviation fuel, the formula of auto fuel is altered as the seasons change, so winter grade fuel is even more likely to form vapor. 
-    * Many of our customers have stated that they believe there is no chemical difference between aviation fuel and auto fuel.  A dramatic difference can be demonstrated by pouring a sample of each into Styrofoam coffee cups.  The aviation fuel will remain contained in the cup, but auto fuel will dissolve the cup and flow right through the bottom, as it will destroy rubber parts in the TBIs.  ((http://​ellison-fluid-systems.com/​man-section1.shtml#​4)) 
- 
- 
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 ===== Bendix Stromberg Carburetor Identification ===== ===== Bendix Stromberg Carburetor Identification =====
Line 309: Line 282:
  
 ===== Dellorto ===== ===== Dellorto =====
 +{{:​techtalk:​ref:​carb:​dellorto_phm_38mm_pic_1_by_yellowstone_kelley.jpg?​direct&​300|}} ((photo by Yellowstone Kelley of the XLFORUM)) \\
 +
 +{{:​techtalk:​ref:​carb:​dellorto_phm_38mm_pic_2_by_yellowstone_kelley.jpg?​direct&​200|}} ((photo by Yellowstone Kelley of the XLFORUM)) {{:​techtalk:​ref:​carb:​dellorto_phm_38mm_pic_3_by_yellowstone_kelley.jpg?​direct&​200|}} ((photo by Yellowstone Kelley of the XLFORUM)) {{:​techtalk:​ref:​carb:​dellorto_phm_38mm_pic_4_by_yellowstone_kelley.jpg?​direct&​200|}} ((photo by Yellowstone Kelley of the XLFORUM)) \\
 +
 +
 [[http://​www.markiidellorto.com/​index.php|Buy Dellorto carbs and parts]] [[http://​www.markiidellorto.com/​index.php|Buy Dellorto carbs and parts]]
 +
 +===== Weber =====
 +The Weber is a very tunable carb for different motors with a nearly infinite set of jets, emulsion tubes, chokes, etc. ((ericfreeman of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=1206675)) \\
 +The angled manifold that swings the carb towards the front of the bike, giving you leg room to tuck in behind the manifold / carb. \\
 +
 +{{:​techtalk:​ref:​carb:​weber_carb_pic_4_by_chief.jpg?​direct&​250|}} ((photo by chief of the XLFORUM ​ http://​xlforum.net/​forums/​showpost.php?​p=3488892&​postcount=7)) ​
 +
 +{{:​techtalk:​ref:​carb:​weber_dcoe_40_pic_2_by_ericfreeman.jpg?​direct&​300|}} ((photo by ericfreeman of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=1206675)) ​
 +{{:​techtalk:​ref:​carb:​weber_dcoe_40_pic_1_by_ericfreeman.jpg?​direct&​300|}} ((photo by ericfreeman of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=1206675)) \\
 +
 +
 +{{:​techtalk:​ref:​carb:​weber_carb_pic_1_by_chief.jpg?​direct&​300|}} ((photo by chief of the XLFORUM ​ http://​xlforum.net/​forums/​showpost.php?​p=3488892&​postcount=7)) ​
 +{{:​techtalk:​ref:​carb:​weber_carb_pic_2_by_chief.jpg?​direct&​300|}} ((photo by chief of the XLFORUM ​ http://​xlforum.net/​forums/​showpost.php?​p=3488892&​postcount=7)) ​
 +{{:​techtalk:​ref:​carb:​weber_carb_pic_3_by_chief.jpg?​direct&​300|}} ((photo by chief of the XLFORUM ​ http://​xlforum.net/​forums/​showpost.php?​p=3488892&​postcount=7)) \\
  
 \\ \\