tech tips - CBX Owners Association
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1. I found the fast idle cam on the number four cylinder was deliberately bent to an extreme to hold the throttle plate open further and get more revs while the choke was on This prevented syncing number four with the other five cylinders I bent it back within factory specs and got the carbs within 10 mm Hg Next adjust the pilot screws There s no doubt the CBX low speed circuits are lean below 2 000 rpms This was necessary to comply with new EPA laws So as a result most articles and Dynojet instructions tell you to open up the pilot screw two to three turns Doing so will add more fuel at idle and add more fuel throughout the entire rpm range That s right the pilot screw doesn t quit adding fuel when the vacuum piston raises the needle Another interesting fact when you re cruising at low speeds with the revs below 3 000 rpms the vacuum piston is likely closed and you re running on the pilot screws What does this mean If you open up the pilot screws without checking your mixture you can screw up performance throughout the entire range I have a Dynojet stage 1 kit in my 82 I opened up the pilot screws per the instructions My bike wouldn t run right at all I called the Dynojet people They told me regardless of what the instructions specify the idle mixture must be right for the bike What does this mean You must set the pilot screws properly using either the factory recommended method described in the service ma2. So small grit or fuzz can very easily plug them Mike Nixon has written some excellent how to tech articles on cleaning our carbs The Kitty Box and the Spring Thaw They are available from ICOA in the Tech Tips Carburetor publication I recommend you follow these procedures until you re sure that your carbs are completely clean and working correctly Now lets talk a little about carb tuning philosophy One of the benefits of having 6 carbs on our bikes no I m not crazy there are benefits is the ability to tune each cylinder separately Some of my friends disagree with this premise and believe the engine would be unbalanced if the carbs are adjusted differently but think about it No two cylinders are the same and no two carbs are the same If the carbs are adjusted the same one cylinder could be a little rich while another a little lean You want to adjust your carbs so that each cylinder is happy Your engine won t be unbalanced unless you have problems with compression cam timing or ignition timing As long as compression cam timing ignition 8838 SUMMER 99 CBXPRESS 8 12 99 11 36 AM Page 24 PART II CARBURATION tech tips by John Selizer care and feeding of the mature cbx timing and some other things are within factory specs your engine will run fine Following the direction of my last article CBXPress Spring 1999 vol 18 number 2 make sure your ignition timing is within specification valve
3. Then you can check the tinring for each pulsar found the pulsar for 2 and 5 cylinders wes retarded 3 also checked my advance mechanism It worked fine One ninor problemsadi ved Good we re on ardll Next let s check the valve lash which could havea big affect on compression The senice manual gives excellent FEELER GAUGE directions hada very busy suntrenr It s been 7 000 miles since my last dearance check This isn t good if you left sone tight valves at your last check You can get away with this if you had plenty of dearance at the start but I wouldn t push it if you like to run your valves tight like to run mine around 0 008 inches Clearance Why Because the seller the Clearance the quicker the vel ves open Okay we re splitting hairs here but every little bit helps found that needed to replace 2 shims Not bad Most hadn t changed at all What s my secret Synthetic oil No compression problems caused by valve clearance FRONT LOCK NUT FRONT LOCK BOLT REAR LOCK NUT Next looked at the camchains and tensioners This turned out to be a good part of ny prodem You may not be able to fdlowthe adjustrrent procedure in the senice manual Why Because the A chain tensioner has a tendency to freeze up so following the book doesn t do anything had been following the noisy never figured out what wes happening Afdlow Xer friend Art McGougan tald ne
4. 4137 0 451250 145 0 The nileage on his X is very Similar to nine also heard fromeothers via the Intenet and care to the conduson that my compression is quite low for the niles One other responding Xer Roger Steiner had Similar readings to mine but his bike had 70 000 rriles also found out from Roger who had dynoded his higher mileage x that it still has 79 rear whee horsepower After leaming this decided that didn t need and ringand Valve job yet But I still needed to do something to inqprove performance Okay lets get to work Ignition first This doesn t have anythingto do with the compression but can have a serious affect on power Following the Honda CBX Shop Manuel section on Ignition Timing Check Static in Chapter 3 Inspection and Adjustment for the 79 80 manual Maintenance in the 81 82 manual is easy Align the mark on the end of the crankshaft with the case joint Good I mright on found 10 initial static advance But this only accounts for cinders and 6 what about 2 and 5 and 3 and 4 You see there are 3 pulsar units all of which cen be adjusted seperatd y Fortunately there s a very good I COA technical artideon this procedure Ignition TirringAdjustrrent The Right Way by Mike Nixon It explains everything you need to do You ll need an inductive tining light feder Cage a pasitive piston stop or dial indicator and you have to neke a degree wWhed
5. know if have anything else to gain but I mdefinitely going to change my camchains before consider refreshing rings and velves My local builder friend told n he usually rebuilds top ends when the conpression is below 100 psi This doesn t m n the bike won t run good but it vill be down on power I ll probably weit until 3 oar rrore cinders are below 100 psi before tear the engine down unless the power falls Off drastically Okay enough for the inside stuff What about the carbe I magoaingto save the detailed explanation for the next issue of the CBXPress But must tell you if you install a Dyndet kit or afterrrerket exhaust systemor bath you should must dial the carbs in on an exhaust s analyzer EGA This wes also part of my power problem The Dynojet instructions said to open the pilots up 2 tums Not on ny carbs this setting resulted in cearbor fouled plugs My pilots are open about 3 8 of a turn whichis equal to 3 0 to 3 5 CO That s the CO setting Dyndjet recontrends believe someone modified my carbs before bought the bike don t know what they did but can t fallowthe Dynde amp kit instructions for the pilot screws or needle settings Nowwith all the above work completed I mback in the saddle again for another season of anne riding J ohn Sditzer 1 COA 74255 hanso venal drestovanvwyvv CBxclub com HBHEHEHEEHEHEEEE E FEDH a Td Honda Kawasaki E K m DISCOUNT ON 5 PARTS FOR IC
6. lash is correct and cam chain tensioners are adjusted properly A fresh set of plugs would be a good idea also but depending on the method of adjustment you use you might need several sets There are a few more things we need to be sure of before we begin tuning The air and fuel jets must be absolutely clean 1 Secondary Main 1 Main 2 Primary Main 2 Idle dle CBX Carb 2 Jet A C CBX Carb 3 Jet Z Late model carbs do not have secondary main air jets as shown Squirt carb cleaner through the passageways in both directions and follow with compressed air Do not stick wire or anything else in these jets They are so small that a single scratch can cause you trouble Check the accelerator pump and make sure it discharges properly Do not increase the pump stoke thinking you ll get more power you won t Make absolutely sure the float settings are correct and most importantly all the same Now lets get down to business First synchronize your carbs following the directions in the service manual This is very important if their not in sync you ll never get things right The book specifies a maximum difference in vacuum readings of 40 mm Hg or less You must get closer than this Mine are adjusted within 10 mm Hg The first time I 24 synchronized my carbs I couldn t get them closer than 40 mm Hg The only things that can cause this is bent blocked or stuck throttle linkage So the carbs had to come off
7. 8706 SPRING 99 CBXPRESS 3 5 4 99 10 41 AM on and frequently ride a mosty stock 1982 CBX bought it 3 years ago froma motorcycle dealer in Washington State It only showed 14 000 niles and wes in very good condition It now has 26 000 fun filled miles and intend to continue riding at a pace of about 5 000 niles per year ve discovered that the X is armeintenance intensive motorcgyde Not to the sane extent as the did British motorcycles ride an hour work an hour But in corrparison to the newer J apanese and European motorcycles alot of work is required if you intend to ride Page 24 tee nhs by J ohn Sdtzer care and feeding sare alittle cranky you know theyreall a little hard to start Power seemed okay througn the gears But why wouldn t it After thinking for awhile rerrenbered because of the mechanical advantage of the gearing torque multiplication you don t create nexinum stress in the lower gears So you wouldn t of the mature cbx began by checking the compression What found wes bad and started thinking about a ring and velve job My first measurement cold about 50 F wes 4A 98 2 87 4B 97 4 O2 1597 amp 6 105 These readings are very low They should be 170 or 14 psi Thesenicerrenual says the test should be with the engine worry free To io Le eo ee ee werrred up 0 t
8. OA MEMBERS Ship Anywhere Doug Hunerkoch E Service Manager 1034 Broadway Paducah KY 42001 502 442 1655 In the past most tuners thought the more fuel you put through an engine the more power it would make An old friend of mine who used to own a motorcycle shop but is now retired told me put as much fuel through as you can a little bit of carbon on the plugs won t hurt Well this simply isn t true Wasn t true then and isn t the right way to tune a motorcycle now Black plugs or overly black exhaust pipes usually indicate CO readings of 5 to 8 This equates to a mixture of 12 63 1 to 11 53 1 respectively Needless to say our bikes will run poorly at 5 CO and probably won t run at 8 Most of you probably remember the optimum air fuel ratio is 15 1 but our bikes won t run very well at that setting either because it is too lean Modern equipment will though and some bikes can be set at 1 5 to 2 0 CO 13 93 1 to 13 76 1 The best setting for our CBX s is 3 0 to 3 5 CO 13 37 1 to 13 19 1 What I m going to talk about in this article is how to tune your carburetors to achieve the best performance from your X First the carburetors must be clean and functioning properly If you have any doubt take them off and clean them until you re sure all the passageways are clean For example the orifices in the slow jets in our carbs when new are between 0 0135 inches and 0 0145 inches in diameter
9. about the camchain tensioner problemafter listening to my X Sure enough he wes right With the camcover still off and the adjustment nut loasened accessed the A chain tensioner and pushed down fromthe top It moved about half an inch The B chain wesn t as bad It s seller and doesn t wear as quickly but it wes Off too forced it and locked the adjustment nut suggest you read I COA Technical artide Tine For A Cheai n by Mike Nixon I m goingto replace my camchains during my next meintenance gde winter of 1999 l II let you know howit goes Wall now my cold 50 F compression readings are 4 112 5 2 105 B 105 4 105 5 100 amp 6 10B Still not as good as they should be but better Once learned how critical the camchain adjustrrent wes to compression checked further A local nrotorcycle race builder tuner todd rre that 2 or 3 cemtiningretardation could cause a lass of 20 to 40 pounds compression In my cese it wes claser to 20 pounds I ve since read a rdated artide Chain of Fools Part Two in Motorcyle Consurrer News MCN It explains about the relationship of camchain tension to engine Characteristics When we talk in tems of wear on our drive chains we think of 1 o0r 15 stretch or dongstion This much wear ona cam chain isn t uncontron and results ina camtinring change of 13 or more degrees 2 That s a serious problemthat can big have effects on compression don t
10. an Highway to Mexico s dirt roads Eastern shores to SoCal beaches mountain corner carving to nitrous injected drag racing after personally logging over 200 000 miles on CBXs it s easy to see how much love my CBX This love for and experience with this special bike combined with my long career in the performance industry allows me to help you make the best choice on products for your own CBX project The catalog is free and you can also order online through our secure server And of course if you have any questions feel free to call fax email or write any time look forward to discussing your CBX needs WWW Chy performanceintl com with you Bob Franzke VISA Free Call CBX Performance ICOA Member 0911 AMERICAN EXPRESS Free Catalog Free Shipping Prices that can t be beat CBX Performance A Division of Performance International 696 West 18th Street e Costa Mesa California 92627 TOLL FREE 800 522 1672 e Fax 949 642 3923 Email performanceintl virtualrep com www chbx performanceintl com positions depending on bike temperature the outside air temperature and how quickly I open the throttle I spoke with Dynojet about this condition They said this indicates a very well tuned bike and for best performance I should tolerate it Once the bike is fully warmed up it runs fine During the summer when air temperatures are warmer I don t notice any stumbling at all Think abou
11. d range Start with the needle clip settings in the position recommended by Dynojet or the factory When using the EGA to adjust midrange set the throttle at 3 000 rpm and check the CO Shoot for the same settings 3 0 to 3 5 CO Adjust the Dynojet needles by moving the clip position on the needle Finer tuning can be accomplished by moving the washers Use washers to adjust the stock needles which don t have clip positions Don t be concerned about different needle settings between cylinders Mine range from two clip positions plus two washers to 5 clip positions continued on page 26 Members only e mail directory at WWW BXclub com_ EEE EEE Eee E Fl nI R a E cd Honda Kawasaki E K m DISCOUNT ON 5 PARTS FOR u ICOA MEMBERS Ship Anywhere a Doug Hunerkoch Service Manager 1034 Broadway Paducah KY 42001 502 442 1655 VENTURI PRESSURE A WB oo Large drop in pressure Small drop in pressure plus one washer Yes this is a wide range but all of my plugs look good and are running clean Some more advice when tuning midrange if the engine pulls better when cold but soft when fully warmed up it is too rich in the midrange and the needle s should be lowered If the engine pulls better when fully warmed up but still not great between 5 000 to 8 000 try richening up the fuel mixture A hesitation when grabbing a handful of throttle at mid rpm can be caused by either a rich or lean conditi
12. lean or dark or black too rich Make your pilot screw adjustments in one quarter to one half turn increments and use new plugs each time This is a very important step The idle mixture must be correct You definitely don t want VB60A your mixture in the carbon foul range Float level Setting mark 15 5 mm 0 61 in Main jet Pri 65 2nd 98 That just makes the bike harder to Idle speed 900 100 rpm start and fuel fouls plugs Throttle grip free play 2 6 mm 0 08 0 24 in Here s some other advice that Fast idle Date of Issue March 1978 HONDA MOTOR CO LTD around 3 0 and no higher than 3 5 CO On my X all of the pilot settings are below one turn Four of the settings are below one half turn No wonder I was carbon fouling spark plugs You re probably wondering how to read each cylinder separately since our exhausts are three into one Our club here in Washington took an old set of aftermarket pipes apart so that we could access each cylinder separately Works well You might think that using different pipes will produce different readings well you re right but it s close enough for street riding You can still use the EGA with the stock exhausts but it is harder because you must adjust three carbs at the same time Reading the spark plugs works well also but SPECIFICATIONS 1980 1981 CBX 2 000 500 rpm after break in I find helpful when tu
13. ning carbs a rich setting gets worse as the engine heats up If the throttle is lightly blipped at idle and the rpm drops below the set idle speed then rises back up to it the pilots are set too rich Try leaning them a little bit A lean problem gets better as the engine heats up If the throttle is blipped at idle and the rpm hangs up before dropping to the set idle speed making sure there are no intake leaks and the idle speed is set to 1 000 rpm or less the pilot screws are probably set too lean Try richening the mixture a little bit On to another carb problem off idle stumble between 1 000 and 1 500 rpm I ve already said how important it is to make sure the fuel jets air jets and passageways are absolutely clean This is where restricted passageways will cause a super headache The CBX carbs have a transition circuit upstream of the throttle plate butterfly valve If you look real close you ll see three tiny holes upstream of the pilot jet hole This is a transitional fuel supply that prevents stumble i Venturi dia 28 mm 1 1 in Setting mark VB64A Float level 15 5 mm 0 61 in Main jet 105 Idle speed 900 100 rpm Throttle grip free play 2 6 mm 0 08 0 24 in Fast idle 2 000 500 rpm after break in Pilot screw See page 4 28 when the throttle plate begins to Date of Issue May 1981 HONDA MOTOR CO LTD requires several sets of plugs D
14. nual I ve never seen a tachometer accurate to 50 rpm using an exhaust gas analyzer EGA this is the preferred method or by reading the spark plugs older method but still works Okay now that everything else is right let s adjust the pilot idle mixtures The easiest way is to use an EGA If you don t have access to one then consider buying the Gunson CO tester You ll find information on the http Avww cosmic salamander com aep website By the way this company also sells colortune spark plugs for idle mixture adjustment There are drawbacks with the EGA tester but it is worth the price Honda doesn t specify CO settings for the CBX but I ve read several articles including the instructions that came with the Gunson tester and sent e mails to Dynojet 3 CO is our magic number Begin with the pilot screws set at one and one quarter turns Set the pilots at SPECIFICATIONS 1979 CBX Venturi dia 28 mm 1 1 in operating temperature Don t let it overheat and don t let the carbs get hot If the fuel gets hot in the float bowls it throws everything off Now pull the plugs and read them Check the color of the plug body the grounding electrode and insulator If the mixture is correct the body will be slightly black but not sooty The grounding electrode will be whitish tan or whitish gray and the insulator will be the same a light tan to gray color The insulator must not be bright white too
15. oaded It wouldn t take full throttle My X has always been very responsive That s part of the fun right Turn the throttle and anay it goss fest Not any rrore turn the throttle and nothing no response for the last Sturn This wes a new experience Sol started talking with others Gas mileage vnes still the sare It wes still running n all Minders Idle wes okay Still started the necessarily notice a power loss as nuch in the lower gears as you would in high gear no torque multiplication 5th gear in the Xis actually an overdrive So 5th gear will actually cause nore stress than Ist Okay now Figured had last power but why Where do start looking actually did several different things to restore power But today we ll focus on the valves camtining ignition tiningand a biton cerburetion All are fairly easy and mot of the information corres fromthe Tech Tip artides aveilable from COA can now pull redline in all 5 g rs as longas mnet buckinga headwind And it will pull the front wheel off sdligntly shifting fram 1st to 2nd when shifted at redline Not bad for a 650 pound 18 year ddnotorqde 24 didn t corre up indicating problers with the velves did not doa lek down test which would also hdp pinpoint the cause of leakage checked further to find Whet other CBX owners had found when checking their bikes Art McGougan had the following rreesurerrents fromhis 82 X Cold 44 1425 42 1275 8 140 0
16. of forward Then he smiled switched his long legs around sat on the gastank and drove the little Puch backwards arms behind him off into the evening traffic We were all impressed Since 1969 there never have been any Harleys at the top of the performance heap but that doesn t keep our friends of the Harley religion from spending thousands of bucks to make their twenty grand motorcycles go faster How do you justify spending twenty large on a bike that will get dusted in a straight line by the average box stock Japanese 600 and don t even think about what happens when the road turns It s sort of like the old joke about the Baptists and Heaven you just pretend there s no one else out there In a way our CBXs are a lot like the Sportster The CBX had its day at the top of the continued on page 28
17. on Generally if the hesitation is drastic resulting in a major loss of power it is too lean if it is only slight then it may be rich However this logic doesn t apply for a stumble at one eighth throttle coming off idle See above Setting the midrange needle positions by reading plugs is difficult and usually results in burnt fingers but you can do it Here s how with your bike fully warmed up cruise on a long road consistently at 3 500 or 4 000 rpm for 15 minutes Then hit the kill switch pull in the clutch and close the throttle all at the same time Pull over to a safe spot roadside and remove and read the plugs You re shooting for the same conditions that I described above Remember you should use clean plugs every time Some other things of interest while I was tuning my carbs had them off a dozen times I learned the X will take a lot of fuel in the midrange I raised all the needles way up which caused a terrible misfire problem from 2 000 to 3 000 rpm but above 4 000 rpm it flew The X can use a lot of fuel in midrange but the late model carbs can t deliver That s why the 79 carbs had a primary and secondary main fuel supply With these settings you might find your bike a little more cold natured than before Mine will misfire in the midrange throttle VACUUM CHAMBER ATMOSPHERIC PRESSURE AIR FLOW Cac 8838 SUMMER 99 CBXPRESS 8 12 99 11 36 AM Page 26 Because We Love it Alc
18. on the salt in shorts and tennies Day in day out the XLCH was king the only place it mattered at the stoplight Lots of displacement at least back then when the biggest Honda displaced a whopping 21 cubic inches fiywheels that would drive a hammermill and a square shouldered Dunlop K70 would put a Sportster in the 14 s without much effort and Chevy couldn t build a stock Corvette that would keep up Even then the genius of Harley was to steal its best engineering and design ideas from its customers The performance bikes of the 40 s and 50 s were the choppers and bob jobs back when the idea of chopping and bobbing was to lose weight and increase acceleration The awkward chopper giraffes with their extended front ends and ape hanger bars came later and can only be understood in terms of religious iconography With the Sportster Harley boiled down the best of the lightweight big motor performace bikes of the era including their own KR flathead fiat trackers and produced the greatest stock performance vehicle of the era It took the Japanese factories about 20 years to rediscover the same less mass is more performance formula certainly the CBX was no example and they ve been rediscovering it about every 5 years since If you can t see the straight line from the XLCH to the latest Yamaha Rl you re not paying attention The Sportster era ended in 1969 although a good many of the Harley guys haven t yet noticed H
19. onda as we all now know changed motorcycling forever with the mighty CB750 But back then those of us into performance found the 750 four to be too tall too heavy too smooth too automotive The performance bike for the die hard romantic was the Kawasaki H 1 500 triple two stroke The magazine guys told us it was faster than the Black Shadow And 27 unlike the Vincent you could actually buy one at the local Kasasaki store converted from a gas station for 995 Stop for a minute and think about the firing sequence of the two stroke triple compared to the four stroke six These bikes are musical cousins I had the second H I I know of in Kansas back in 1969 Fred Jones who managed the Kawasaki store in Lawrence fitted the first one with a set of knobbies and dominated the local quarter mile flat track races He would cut a trench to the first corner then blind the competition with roost Fred also won local trials events with a Daimler Puch 50cc moped If you don t know we re talking about an overweight bicycle with a Weedeater motor The guy could ride Once when Gary Bailey brought his traveling motocross school to town Fred offered Gary the Puch for a test drive What Bailey didn t know was that Fred had put the Puch in gear and rolled it backwards to start the soft little two stroke which ran just as poorly backward as it did forward Bailey shifted the little bike to first grunted a little when it went back instead
20. ried that personalize my X I ve R REPLACE too and found 4 115 akelaKekerohast amp ADU 21085 8 112 120 KEN filter and Dynojet WHICHEVER 5 1125 amp 120 Engne stage 1 jet kit I ve done a EREOUENEY eee EE terrperature wes probably other things as wall but SJES 8 about 120 F garage x baad cpanel Sac OIL VEAR R R RI R R R Page2 2 ternpereture about 55 F Tech Tips ENGINE OIL FILTER YEAR R R R R R R Page 2 2 This is alittle bette but Inthisatiderm g j ee o e e eee eS fer tromthe rops 14 g ngtotak alittle AIR CLEANER NOTE 2 c c cj c c Paes 2 psi the book calls for E FUEL LINES 1 I I Page 3 me ape z _ SPARK PLUGS R I R l s 3 Performed the test a Shameracigiin feren ne Ege ee een Suara Jae 7 CAM CHAIN TENSION a a lA lA A A Paesi ail tothe finders This is ee a aeae ae mass Seem temieste the directions in the CARBURETOR CHOKE 1 i 1 1 1 F detemine the cause of factory service manual CARBURETOR SYNCHRONIZE l l I l 1 I Page 3 7 leakage The compression for camchain adjustrrent asl did youre probably nat doing enougn Last year went to the W st Coast National Rallyin Morrow Bay the Northwest Regional Rallyin Revd stoke B C Canada and the W shington State Dam Rally at Grand Coulee WA They were all great fun but by the end of the suntrer ny X wes getting tired and wes definitely down on power I first noticed it while pullinglong hills fully l
21. riter break out in hives but we survived it even with the weird rotary shifter that Bridgestones had back then Work your way up to top gear shift up one more time and you were back in first The idea was to make it easy to find first gear at a stop sign but you really wanted to keep track of which gear you were in when you were out there playing among the cars From the tiddler Bridgestone my motorcycling life has generally been defined by Japanese performance bikes I never had a Harley never rode one but like most every other motorcyclist I had opinions about them bikes and riders both What is hard for those of us who ride real motorcycles to remember now is that back at the beginning of the motorcycle explosion of the 60 s the Harley Sportster was the king hell performance machine on the American road Performance of course meant nothing else but acceleration in a straight line and was best quantified in quarter mile times A Triumph Bonneville with a sharp tune and an equally sharp rider would be right there and the occasional BSA Lightning would keep up until it broke a piston which usually didn t take long The more well read of the motorcycle enthusiasts which was a fairly rare letter from the ozarks by Steve Davis Contributing Editor thing back then may have heard about the Vincent Black Shadow but no one had ever actually seen one outside of the picture of Rollie Free doing 150
22. t it I already said a cold bike needs more fuel than a warm bike that s why they have a choke so this condition makes sense Okay You re done almost You need to synchronize the carbs once more Bet you find 26 they re out again I did Whew That s a lot of stuff to go over but if you ve done it all properly you ll notice a big difference in how your X runs I did on mine I was also hoping for an improvement in gas mileage but didn t see any I m running a K amp N filter in an open airbox cover removed with a Dynojet stage one kit and Kerker six into two exhaust I still get about 35 mpg John Seltzer ICOA 4255 I had a new experience the other day For the first time in a motorcycling career that has spanned 34 pretty interesting years thus far and we plan to keep counting I actually rode a Harley Like most of the greybeards in the ICOA I came of motorcycling age in the early 60 s My first ever ride came when my college friend Paul and I went down to the corner gas station and rented a couple of Bridgestone 50 s from a fleet they had parked out front As memory serves we showed them our driver s licenses paid five bucks apiece and they let us go play for an hour in traffic No protective gear no lessons I m not even sure they told us which side was the clutch and which the brake You could after all tell by looking It was the kind of thing that would make an insurance underw
23. ynojet suggested this method if you don t have an EGA Put in a new set of properly gapped plugs Let the bike idle for 15 minutes at open These ports must be clean The low speed air jets and low speed fuel jets feed these ports If someone has monkeyed with these jets you ll never get it to run right You should measure the fuel jets yes I know these jets aren t changeable on 25 79 80 and 81 carbs with pin gages or numbered drill bits Very carefully make sure they are all the same size On my X I found two different size jets even though they were all numbered the same I replaced them all Replacing these jets in conjunction with setting the pilots correctly solved my stumble problems Next we need to adjust the midrange I m assuming that you haven t changed the stock mains or if you have installed a Dynojet jet kit that you ve installed the recommended size mains You must have the mains sized properly before adjusting the needles A rule of thumb to follow if the bike pulls harder at high rpms 7 000 to redline when cold and less hard when fully warmed up the main jet is too large If the bike doesn t pull well at high rpm when cold or misfires and gets only slightly better when fully warmed up the main jet is too small Yes I know what you re thinking it s very hard to apply these principals on a six cylinder bike four good cylinders could be masking two bad cylinders Now back to the mi
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