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Dennis Kirk provides instructions to help our customers better understand how to install the
products we sell. The instructions are exact copies of what the manufacturer includes with the
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manufacturer produces. We do our best to make the text legible and the pictures viewable.
However, the end result depends largely on the quality of instructions the manufacturer

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rather than provide nothing at all.

To the best of our knowledge the instructions and application information contained in the
instructions is accurate. However, Dennis Kirk assumes no liability related to any errors that
may be contained in the copy of the manufacturer’s instructions we provide. Buyers are solely
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If you have any questions please contact us at or

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HSR Carburetor
Easy Kits

Installation Instructions

Twin Cam/Evo Kit: # 42-18

w/o cover

Evo Big Twin Kit: # 42-7

Evo 1990 - 1999

Revise d 03/12/0 3

Easy Kit Installation Instructions

The HSR series carburetors are precise yet durable instruments; however, like any other piece of fi ne equipment, they
req uire correct installation and reasonab le ca re to assure optimu m performance and lon g life. Extra ti me spent during
install ation will payoff in both short an d long term performance and reliability.
This Miku ni HSR carburetor kit is designed to be a bolt-on application, and as such, is set-up and jetted properly for
most applications. However, since many Harley-Davidson motors are often highly modified , alternate tun ing settings may
be required.The Mikuni HSR Tuning Manual helps make jetting alterations and adjustments an easy matter.
NOTE: Carburetor Kits not designated as C.A.R.B. exempt, are not legal for motor vehicles operated on public highways
in the state of California, or in any other states and countries where similar laws apply
Notes, autions and Warnings '
Statements in this manual preceded by these words are 1. Throttle Cables
very important:
Gives helpful information that can make a j ob easier Control cables must not pull tight when handlebars are turned to the
left and right fork stops. Also, be sure control cables and wires are
=~N~) clear of the fork stops at the steering head so that they will not be
pinched when forks are turned against stops.
Indicates a possibility of damage to the vehicle if instructions are
not follo wed.
A. Th e HSR carburetor uses the stock throttle cables.
: : : : : :1NG=----~) However, new cable routing is required to prevent cable
bi nding . To re-route the cables you must elevate the
Indicates a possibility of personal injury or vehicle damage if
instructions are not followed. rear of the ta nk. Cut the stock cable tie from the frame,
located above the front cyl inder. Some models may use
sheet metal clips; if so, remove th e cables from the clip.
Re-ro ute the cables under the frame (Figu re 1).
Read these instructions carefully before you begin installa­
tion of your HSR kit. All procedures in this manual should
be followed, paying particular attention to the following
1. Mikuni HSR series carburetors require the use of a
push/pull throttle assembly to assure closing of the throttle valve.
2. The throttle cables should be routed freely (without sharp bends)
Cut stock cable tie
between the throttle twist grip and the carburetor and
must not be pinched.
3. Gasoline is extremely flammable and is explosive under certain
conditions. 00 not install your Mikuni near open flame. Frame
4. Never look directly into the bore of the carburetor while the engine
is running as injury may result from possible backfire.
Stock cable routing
A moderate level of mechanical skill is required to install this
carburetor kit. After reading these instruction s, if you have any
doubts, we recommend that you have a professional install it for
you. If you install the kit yourself, we recommend that you also
use the applicable shop manual for your motorcycle.
Re-route stock
throttle cables
1. Disconnect the negative (-) battery terminal.
2. Turn the fuel petcock to the "OFF" position. ~ ""'-', ,- /~- ..
3. Elevate the rear of th e fuel tank for better access. It is
not necessary to remove the tank to install this kit. \ ,. b)
4. Remove the complete air cleaner assembly Figure 1
5. Di~. connect the choke cable from its bracket.
6. Disconnect the vacuum and fuel hoses from the carb o
7. Back eff cable adjusters and remove the throttle cables
from the carburetor.
8. Remove the carburetor from the motorcycle.
9. Remove enrichener (choke) cable from the ca rburetor.
B. Connect the throttle cables to the ca rburetor bell cra nk 4. Screamin ' Eagle Backplate
by first install ing the closing cab le, th en the open ing A . Insert the enclosed large O-ring into the Mikuni
cable (Figure 2) . adapter. Assem bl e to the Screami n' Eagle backplate.
Use th read lock on each of the stock bolts.
0) B. The remainder of the Mikuni/Screa min' Eagle insta l
lation fol lows the Harley instructi ons. We recommend
that you follow those directions to co mplete the air
cleaner insta llation (Figure 4) .
Mikunl HS42

"Closo" cable,
install first

• ~) 1­

./ "vacuum fitting
for V.O.E.S. or
Fuel Pelcock

Figure 2
2. Carburetor Installation
A. Insert the carbureto r into the stock Harley-Davidson
manifold. The carburetor will fit very snugly. Use grease
as a lubricant. Be sure that the choke routing doesn't
Figure 4
become kinked.
B. Slip the fuel hose onto the carburetor's fuel nipple and
secure with the enclosed hose clamp. 5. Throttle Cable Adjustment
C. Some Twin Cam installations may require removal of a ( CAUTION )
small amount of fin material from the cylinders to clear
It is important to adj ust the cable as described below to ensure
the float bowl. that the close cable operates correctly and can close the carbure­
tor fully.
( NOTE: ) A. Rotate the throttle grip to the fu ll open position and
1. If you are not using the VO. E. S. or vacuum petcock, be sure check to see that the throttle valve (sl ide) opens com­
to cap the vacuum fitting on the carburetor. pletely by looking into the carburetor bore . If the throttle
2. Before installing the carburetor, check the condition of the
carburetor seal; if damaged, it should be replaced to prevent valve doesn't open fully, unscrew the adjuster on the
air leaks. We recommend that you start with a new seal. opening cable until it does . This adjustm ent should be
made carefully to get the maximum performance from
3. Stock Backplate (1340 Evo Only)
the carburetor. After the adjustment is made, tighten
A. Assemble the Mikuni adapter (see Fig. 4). Attach the
the adjuster jam nut.
adapter to the stock backplate using the provided
B. After adjusti ng the opening cable, turn the hand lebars
screws. The stock screws are too long.
to the right and adjust the throttle free-play with the
B. Use a small amount of thread lock on each of the
closing cable to approximately 1/8" (Figure 5).
screws (Figure 3).
C. Fully seat the carburetor into the manifold and center
it between the cylinders. Bolt the backplate to the
heads .

Mikuni Adapter & ().ring

Figure 5

Figure 3

6. Cable Lu be
Remove upper throttle housing and inject cable lube in
each cable (Figu re 6).


Harley's choke knob has the word "CHO KE" in white . The
Mikuni knob has a small brass bump in its center.

Figure 6

7. Hose Routing
Route the carburetor overflow hose behind the rea r push
rod tubes an d between the cran kcase and transmission Do
not connect to any other hose .

( NOTE: )
1. If you are not using the VO.E. S. , seal the vacuum Fitting on H-O
the carburetor.
2. The Ven t Fitting located above the Fuel Fitting must not be The Mikun i spring is lon ger and stiffe r tha n Harley's.
sealed! Sealing it results in erratic air/fuel mixture ratios, poor
per.formance and possible engine damage.
3. You may have some remaining hoses. Since this is a per.for­ Mikuni
mance application only, any remaining hoses and relate d
hardware can be removed, as they are not required.
8. Choke Cable Installation
HSR series carbu retors use either of two choke ca bl es:
the stock Harley-Davidson cab le (1990 and later) or the
Mikuni ca ble. The Mi ku ni ca ble is furnished for install ati on s
that do not have a Harley Choke ca ble.
Follow these steps to install th e cho ke ca bl e: H-0 (knurled)
1. Remove th e stock Harl ey ch oke cable assembly.
2. Remove the spri ng and plunger from the stock cabl e. The Mikun i nut has a smaller hol e where the cable fits an c'
3. Remove the Mikun i "Starter Nut" from the HSR. must not be used with the Harley choke cable.
4. Remove th e Mikuni spring an d plunger fro m the HSR. The Harley nut is larger and is serrated arou nd it s ed ge.
5. Install the Mikuni spring and plunger on the Harley cable .
6. Install the Harley cho ke cable with the fi tted Mi ku ni Mikuni (large diameter)
spring an d plu nger into th e HSR carbu retor.
DO NOT use the Mi kuni Starter Nut; disca rd it.
DO NOT use the Harley spring or plunger; discard them.

Note: If yo u do not have insta llation instructions, yo u may

down load them from the ..www.m ikun m.. website in th e
"man ua ls" secti on.
If the Mikuni Starter Nut is fitted to the Harley ca bl e, the
ch oke plunger is held off its seat and the choke is op en all
the time. If the Harley spring an d plunger are used, the
plunger does not seal and the choke is open all the ti me.
H-O (small diameter)
The resu lt, in both cases , is very poor fuel mileage (30 mpg
or less) . The Mi kuni "Starter Plunger" and th e Harley pl unger are
Another possible cause of poor mileage, roug h idle and different and must not be interchanged. Whi le they are very
fouled spark plugs is incorrect cable rou ti ng. The stock similar and both slide into the HSR carbu retor, the Harley .
Harley choke cab le is very stiff and may not be fully seated plunger does not work in the HSR The Harley plunger
does not sea l and causes a severe rich condition.
in the metal elbow at the carburetor end .

/ I

-.-he Mikuni choke cab le has an adjuster; the Harley cable

does not. The Miku ni threaded section is steel; Harley's is Mikuni's cable adjuster is covered by a rubber boot.
plastic. The Mi kuni cable has a hold-open detent; Harley's There must be some free play in the cab le. Any amou nt
has C' friction adjuster. The Mikuni knob has a small brass will do but there must be some to ensure that the choke
center while Harley's has the word "CHOKE" in white. plu nger is fully bottomed .

9. Starting
H-O Cable Joint A. Re-co nnect the battery at th is time and re-assemble
the remainder of the motorcycle.

\ B. Turn the fuel petcock on and start the motorcycle as

you normally would.
C. After the engine is warmed up adjust the idle to the
recommended idle speed of 1,000 to 1,1 00 rpm.
'95 to present models are equipped with a vacuum petcock. It may
be necessary to cra nk the engine over several Umes before fu el
flows to the ca r iJuretor.

The Harley cable end may not comp letely bottom in the 10. Tuning
socket formed in the metal el bow. If th e ca ble is not bot See the enclosed "HSR Tuning Manual" fo r fi ne-tuni ng
tomed , th e starte r plunger does not seal. Poor mileage and instru ction s. Th is manual can also be printed from our
a rich idle results. website at: www.mikun
The fix is to re-route the cable so that it can bottom. A
si mple 'wiggle' may be enough to get the cable seated .
Parts List for 42-7 and 42-18
Part# Description Qty HSR Kit
TM42-6 Carburetor 1 7, 18

HS42/001 Adapter 1 7, 18

HS42/002 Screw, Adapter 3 7

HS42/003 a-ring (Large) 1 7, 18

HS42/006 Cover, Cleaner 1 7

Z70/073 Cable Lube 1 7, 18

N100.604-165 Main Jet 1 7, 18

VM28/486-20 Pilot Jet 1 18

TM42/11-50 Pump Nozzle 1 18

N124.063 a-Ring 1 18

Z70/045 Hose Clamp 1 7, 18

Z70/146 Cable Tie 3 7, 18

There must be some free play in the choke cable to

ensure that the choke plunger is bottoming (seali ng). Any
amou nt of free play is okay, but there must be some. Twin Cam Optional Tuning
H-D: Check free play by slightly looseni ng the friction nut. Suggestion: Certain Twin Cam 88/95 ci configuratio ns
Then, slid e the I;nob in an d out to check free play. may improve mileage by using our #20 pilot jet, #50 alp
Mikuni: If there is no free play, use the adjuster under the nozzle and #2 needle cl ip position. These parts are now
rubber boot near the carburetor. included . Refe r to the HSR Tuning Manual (pg . 8-9) for
detailed instructions .


tL PART NQ. DESCRIPTION 50. N133.206 Spring, Pilot Air

1. C5=0410-B Screw, Top Cover 51 . VM12/205 Washer, Pilot Air
2. CW2=0414-B Screw, Top Cover 52 . N133.037 O-Ring, Pilot Air
3. 776-39005 Top Cover, (42/45) 53 . TM40/27 Fuel Joint
3a. HS42/081 Top Cover, (HSR 48) 54. KVl10 O-Ring, Fuel Joint
4. TM42104 Gasket, Top Cover 55. B30/398 Packing, Idle Adjuster
5. 85321126 E-Ring, Jet Needle 56 . VM22/138 Washer, Idle Adjuster
6. 826-03002 Washer, Jet Needle 57 . 730-09018 Spring, Idle Adjuster
7. J8-8DDYO 1-97 Jet Needle (42) 58. 925-15001 Ring,ldle Adjuster
7a. J8-8CFY02-97 Jet Needle (45/48) 59. TM42/32 Idle Adjuster (Long)
8. TM42/03 Lever, T.V (42145) 59a.990-605-065 Idle Adjuster (Short)
8a . TM42/08-1A Lever, T.V (48) 60. BS30/97-00 Air Jet (Blank)
9. B401/56 E-Ring, Link Lever 61. 784-430000-Y-6 Needle Jet (723)
10. B401/ 10 Packing, Link Lever 62. TM42/11 -70 Nozzle, Acce!. Pump
11. 834-23041 Pin , Link Lever 63. N124.063 O-Ring, AlP
12. TM42/08-3.0 Throttle Valve (Slide) 64. VM28/486-25 Pilot Jet
13. 739-13002 Screw, Needle Retainer 65. TM42/ 12 Extender, Main Jet (42145)
14. TM42/16 Clip, Needle Retainer 65a . TM42/12-1A Extender, Main Jet (48)
15. TM42/13 Sealing Ring, T.V (42145) 66. N100.604-160 Main Jet
15a. TM48/02 Sealing Ring , T.V (48) 67. 616-33003 O-Ring N.V.
16. TM42/10 Seal, Throttle Valve 68. VM13/216 Screw, NV Retainer
17. 925-98006 Pulley, Cable Bracket 69. 786-27001-4.2 Needle Valve Ass'y (42/45)
18. 53974 E-Ring , Cable Bracket 69a. 786-27002-1A Needle Valve Ass'y (48)
19. TM42/51 Bracket Ass'y, Cable 70. 859-32027 Float Ass'y
19a. TM42/53 Bracket Ass'y, Sportster 71 . BV26/22 Pin , Float
20. B3=0520-B Bolt, Bracket 72. C2=0410 Screw, Float Pin
21. VM28/204 Spacer, Bracket 73. 616-94028 Packing, Float Bowl
22. TM42/38 Plate, Lock Tab 74. TM42/05 Float, Chamber Body
23 . C2=0514-B Screw 75. N122.028 Hose, Overflow
24 . 640- 12001 Starter Nut, Choke 76. VM28/254 O-Ring, Drain Plug
25. VM14/241 Spring, Starter Plunger 77 . TM32/41 Drain plug (42145)
26. N189. 192 Starter Plunger 77a . TM32/41-1D Drain Plug (48)
2T. =fM42f86 Body, Be~1 illg &: Spigot (42M5) 78. C2=0412-8 Screw, Fit Bowl , short
2T~ . =fM48f82 Body, Be~ril'lg &: Spigot (48) 79. TM36/44-1A Rod, AlP
28. 616-94029 Seal , Spigot Body 80. TM36/64 Boot, AlP Rod
29. 925-19011 Ring (Steel) 81 . TM36/60 Plunger, AlP
30. TM42/43 Lever, AlP 82. VM 14SC 13/89 Spring, AlP
31. N138.019 Pin, Throttle Lever 83. N198.063 Rubber Cap, Purge Port
32. TM42/48 Lever, Throttle Alternate Part§
33. M12F/46-BB Spring , AlP Jet Needles:
34. MC-0316-B Screw, AlP HSR42 HSR45/48
35. TM42/47 Spring, AlP J8-8DDY01-95 J8-8CFY02-95 Richer
86. =fM42SS1i81 8 Mbdl'lg Body (42f45) J8-8DDY01 -96 J8-8CFY02-96 Richer
8SB . TM48SS1i01 Mi~il'lg Bed:? (48) J8-8DDYO 1-97 J8-8CFY02-97 Std
37. B36/95 Packing, Shaft (Plastic) J8-8DDY01-98 J8-8CFY02-98 Leaner
38. TM42/36 Adjusting Screw, AlP Accelerator Pump Nozzles:
39. B30/205 O-Ring, AlP Screw TM42 /11-70 Std
40. TM40/89 Bolt TM42 /11-60 Leaner
40a. TM42/17 Plate, Lock Tab for Shaft TM42/11 -50 Leaner
41 . BN38/43 Pin, Return Lever Needle Valve Assemblies:
42 . TM42/46 Lever, Return 786-27002-1A-4.5 Std (HSR48)
43. B30/1069 Adjusting Screw, Throttle 786-27001-4 .2 Std (HSR42/45)
44. N3=04 Nut, Throttle Stop 786-27001 -3.5 Smaller
45. TM42/19 Spring , Throttle Return NOTE:
786-27001 -2.3 Pressure only 1. l:iMed thfel::l~ h part
46. 700- 15012 Shaft, Throttle numbers are not
47. TM42/15 Plate, Fuel Joint Retainer available.
Rebuild Kit: 2. Parts in bold are
48. C2=04 10-B Screw, Fuel Joint HSR42/45: KHS-016 included in rebuild
49. 604-2601 4 Screw, Pilot Air kits.
HSR48: KHS-031




43 ____


- - 31

57 -----­
58 - ­ 59a
- 65
59 -' -. -'--­
, 66
~ 80

69 68 ~ 81

70 I 82

72 -



2 3
C -NOTE:" ) The choke is designed to work

Tuning the HSR42/45/48

For a quick and accurate analysis,
when fin e-tuning your HSR, we recom­
correctly with the throttle closed .
Opening the th rottle greatly reduces

mend using "witness" marks on the
throttle grip and throttle housing. Use
the action of the choke.

( NOTE: )
masking tape on the grip and an indica­
Make sure that th e stock
Your Mikuni HSR comes from Eagle parts as a "reality check. " tor mark on the throttle housing. Mark the
Harley-Dayidson choke cable is fully
the factory with the tuning parts we When re-tuning is required , it tape in Y. throttle increments from idle
seated in the metal elbow at the
found to work with the great majority usually invol ves small alterations to full throttle . You can then accurately
carburetor end of the cable assembly
of engi ne performance modifications. to the idle and/or main system. The identify the throttle opening and adjust
(see Installation Instructions). Harley 's
the proper tuning components.
However, the large number of following pages supply enough cable is stiff and can fail to fully seat in
differing after market exhaust and air information to make such alterations the elbow. This condition results in poor
cleaner systems makes it virtually relatively simple . mileage and a poor idle .
impossible to accommodate all Please note th at there is no point The Mikuni choke cable is more flexible
possible combinations with one
carburetor set-up.
Your HSR will almost certainly
run correctly on your engine with
in attempting to tune any carburetor
unless the engine is sound and in a
good state of tune. If you have any
doubts about th e general cond ition of
J and less likely to jam . Still, it is best to
check to be sure the cable is installed


the installed parts. But, if it doesn't, your engine, have it checked by your
you may alter its tuning to suit your dealer or an experienced mechanic
HSR TUNING SYSTEMS: (Idle - 1/8 throttle )
The HSR ca rburetor is divided into The HSR idle system has two
engine's needs by following this before attempting to fine-tune your
guide. Mikuni. four interdependent systems: tuna ble components: the Pilot Air
Some exhaust system designs 1. Choke system Screw and the Pilot Jet. The air
strongly interfere with carburetor AIR LEAKS: 2. Idle syste m screw's pu rpose is to fine-tune the
tuning. For instance, it is very difficult We have found that Harley-pattern 3. Main system mixture at idle. The pilot jet control s
to get smooth and responsive engines tend to develop minor air 4. Accele rator pump system the total am ount of fuel passing
carburetion through the entire rpm leaks between th e manifold and Each of these syste ms has throu gh the idle system. The pilot
ra nge with open straight pipes and heads . These leaks affect air/fuel its major effects in a different jet can be exch anged for a ri che r or
other unbaffled exhausts . In addition, mixtures at low throttle settings and throttle range . While there may be lean er one if needed (see the note
very small volume, small diameter can be troublesome at id le . For best some overlap , each system can on the fol lowi ng page).
mufflers are often 'seen' by the performance , it is im portant that you generall y be treated as though it is The pilot ai r screw is set at two
engine as straight pipes and present test for and eliminate any such leaks . completely responsible fo r air/fuel turns open from the facto ry. This is
similar tuning difficulties. The test is simple: With the engine mixtures withi n its range of th rottle the position we have fou nd to be
Very long duration cam s often settings. Three of the systems have co rrect most of the time . If the screw
warm and idl ing , spray WO-40 or
repla ceable components that allow position has been altered, gently
cause re latively poor running simi la r paint-safe liq uid around the
be low 3,000 rpm, depending upon junctio ns of the manifold , carb and fine-tun ing should the need ari se . bottom it and re-open it two full turn s.
the individual cam 's intake valve heads . If the engine changes from Next, run the engine until it
closing point. Such cams cause its steady idle , if it surges or misses , CHOKE SYSTEM: reaches operati ng tempe rature.
The cho ke system's purpose is to With the engine idling normall y,
reverse airflow out the mouth of the then there is an air leak that should
carburetor (often ca lled "reversion " or be corrected. Be 'Sure to keep the provide the rich air/fuel mixture an turn the pilot ai r screw in slowly until
engine needs to start and run reliably the idle becomes irregular or rough
"stand-off') that can be mistaken for spray away fror.l the air cleaner to
when cold. There are no replaceable sounding. Then, turn the screw out
a carburetor tuning problem . avoid a faise indication .
tunin g parts in the HSR choke until the engi ne runs smoothly.
If you have any doubts about
a particular exhaust system, mechan ism . Re-set the idle speed.
air cleaner or ignition , you may
substitute the Harley Screamin '
4 5
Fine-tune the id le mixture by Needle Clip Position RICH CONDITION:
slightly and gently 'blipping ' the 1 Leaner
While a black, sooty spark plug is GOTE: )
throttle wh ile listening to the engine's See the "How To " section at the back
~- 3

~4 1 a sure sign of richness, othe rs are

of this manual for jet needle adjustment
response. The best setting gives 5 Richer
more subtle. If your engine responds
- f­ and remo val procedures.
the cleanest and most immediate crisply at low th rottle openings when
Straight Portion
respo nse. cold, chances are the needle is one Idle 1/4 Full
If the eng ine beco mes too hot
j Throttle Posilion: size smal ler (richer) than it needs to
during the adj ustment procedure , the
resu lting id le mixture will prob
ably be on the lean side of correct. I

be. This assumes, of course , that the
idle mixture is correctly tuned.
Poor fuel mileage is another sign of
~ ~ o

Tapered Portion
If yo u have a large fan , use it while 11--314 an over-rich condition. Fuel mileage
adjusting the mixture. If you do not
have one, you may need to ta ke time
out for a short ride to cool the eng ine
back to normal temperature.

Jet Needle
is usually measured at cruising
speeds (65 mph on a fl at, windless
road) where the jet needle is the
main mixtu re control.
Figure: T2 Poor milege at these speeds can
C NOTE~ JET NEEDLE (off-idle - 1/4 throttle) be corrected by fitting a leaner jet
1. Ifthe best idle is achie ved with the air (see Fig. T2) needle. RaiSing or lowering the jet
screw less than one turn out, the pilot j et The stra ight diameter portion of needle has no effect on fuel mileage
is too small and should be exchanged for
a larger one. the jet need le co ntrols the mixtu re below about 70 mph. Cutaway view of the relationship betwee n the jet
needle and needle jet at vario us throttle openings.
2. If you cannot get a clean response from just above idle to approxi mately
when blipping the throttle, the pilot jet is 1/4 throttle. If the mixture is too ri ch JET NEEDLE (1 /4 - 314 THROTTLE) Figure: T3
too large and should be exchanged for a or too lean in this throttle ra nge, the The tapered portion of the jet MAIN JET SELECTION: 3/4 - full
smaller one. need le wil l need to be exchan ged for throttle
needle rises out of the needle jet at
one with a larger or smaller diameter. about 1/4 throttle . From that point
MAIN SYSTEM HSR jet needles are available in until the main jet ta kes over near 3/4 DYNAMOMETER METHOD:
four sizes. Only th e diameter of the Dyna mometer testing is a quick
( NOTE: ) th rottle , the jet needle ta per is the
straight part of the four jet needles and safe way to determine the cor­
ma in control of mixture strength.
Cam design effects differ. The richest is the "-95" and rect main jet size . The main jet that
When testing, consider the rpm "-98" is leanest. delivers the most power is the best
effects of any accessory cam you If acceleration seems soft or flat
one . If two jets produce the same
may have installed. Long duration LEAN CONDITION:
and the engine is slow to respond
powe r, use the smaller jet.
cams with late closing intake timing If the needle is too lean , pa rt One possible issue with dyno test­
when the throttle is quickly opened
tend to perform poorly below throttle acceleration will be fl at ing is temperature. Most dynamom­
from the 1/2 throttle position , the
some critical minimum rpm. If you (remember the possible effects of eters do not have enough cooling
mixture is too lean. Raise the needle
attempt to test below this rpm, the cams & exhausts). There may also capacity to allow endless engine
on e notch and repeat the test.
engine may seem soft, flat and be some detonation duri ng part runs without overheating . An over­
unresponsive. No carburetor can throttle acceleration in the 2500 heated engine leads to an incorrect
compensate fo r the engine being - 3000 rp m range , (alth ough this main jet selection. However, skilled
If acceleration is crisp but the
"off the cam. " may have other causes such as an operators can get the main jet sized
engine hesitates or staggers as the
All jet needle and main jet testing ignition that advances too quickly). properly with only few runs and tem­
throttle is quickly closed from 3/4 to
should be dor;e with the engine A lean needle al so results in an 1/2 throttle , the mixture is too rich . perature should not be a co mmon
near the middle of its rpm range, abnormall y slow warm-up. If any of Lower the needle one notch and problem.
but high enough to be "on the these conditions exist, instal l a one repeat the test. The need le will be
cam. " All testing should be done size riche r needle and compa re the correct when acceleration is crisp at
with the engine at normal operating performance mid-rpm yet the engine does not load
temperature. up during throttle shut down.
6 7
The test consists of making full­
throttle runs between two points
Screw #1 (see Figure T4), on the
throttle lever, adjusts the starting
There are few moving parts in the
The follo wing tuning methods require or markers on the track. The jet point of the pump stroke. To start HSR series ca rbu retors and they
riding the motorcycle on the open road that gives the highest speed at the th e pump soon er (smaller throttle . do not require frequent servicing.
and the use of full throttle . This can be second ma rker is the best main open ing) , back the screw out. To However, here are a few suggesti ons
dangerous and, if you choose to use jet. The gear selcti on and speed start it later, turn the screw in. that, if followed, will assure good
either to these techniques, be aware of must always be the same at the Screw #2 adjusts the pu mp's en d performance season after season .
)'our surroundings and personal safety. first marker when fu ll throttle is point. Best perform ance is generally 1. If the motorcycle is to be stored for
applied. The distance between the achieved when the pump stroke more th an a couple of weeks, dra in
Roll-off Method: markers must be enough that small ends between 2/3 and 3/4 throttle . the float bowl.
Thi s method is a good way to get differences in performance ca n be 2 . Periodically remove and clean the
the mai n jet either correct or within detected . C NOTE: ) fl oat bowl drain plug (once each
one size of co rrect. It is based on the The accelerator pump nozzle size season should be adequate).
fact that that as the th rottle is closed , Screw #2 (#50, #60 or # 70) determines the rate at 3. If a jet or passage does become
the air/fuel mixture riche ns momen­ which fuel is delivered to the throat of the plugged , use only carburetor
tarily. This normal enrichening can carburetor. A larger nozzle delivers fuel cleaner and compressed air. Drill
be used as a diagnosti c tool. at a higher rate (richer) over a shorter
bits will alter the size and tuning. A
The test is started with the engine time than a smaller one.
sma ll wire such as a single strand
running at an rp m hig h enou gh to from a bicycle cable, or motorcycle
ensu re that it is "on the cam ." SETTINGS & ADJUSTMENTS
throttle cable can be used to clean
Open the throttle fully and let the The standard nozzle size is #70 .
pilot or main jets as it does not
engine pull for several seconds. If the engin e seems to run too rich
remove material from the jet and
Then, quickly close the throttle to when the throttle is fi rst opened , the
alter its size.
about the 7/Sths position . nozzle may be too large and the fuel
4. Occasionally inspect and lubricate
If the engine seems to gain power, delivery rate too high. In this case, fit
the throttle cables . Modern cables
the main jet is too small (lean). Fit a a smaller nozzle.
are very re liable and generally do
larger jet. The #1 screw is normally adjusted
not need much atte ntion. However,
If the eng ine hesitates as the to esta bl ish a gap of about 2m m
they do requi re lubrication and
throttle is rolled off, the main jet is (O .OSO inches) between the white
Figure T4 can be damaged if not carefully
too large. Fit a smaller one. plastic lever and pum p rod end . If
ACCELERATOR PUMP routed . A light oil such as WD40
When the main jet is correct, the there is a hesitation just off idle,
The accelerator pu mp has two applied into the gap between the
en gi ne wi ll continue to run smoothly reduce the gap.
adjustments and one replaceable inner cable and its sheath does
and evenly as the th rottle is cl osed . The #2 screw is normally adjusted
tuning part. It injects a mete red a good job of keeping the cables
Note that a mai n jet that is far too to stop the pump action at about
amount of fuel at a controlled rate free moving and protected ag ainst
rich or lean may cause the engine to 3/4 th rottle. This setting sh ould
into th e engine when the throttle binding and wear.
misfi re at full throttle . meet most requirements including
is opened from or near its cl osed 5. Clean and lubricate the junction of
acceleration from low rpm. If you
position . the acce lerator pu mp push rod an d
Roll-on Method: downshift before accel erating and/o r
The size of the accelerator pump ca rb body at th e begin ning of each
This is the method used by tuners have a lighter bike then you might
nozzle determines the fuel flow riding season. Althoug h unlikely, it is
at race tracks and is generally the cons ider sh ortening the pump stroke.
rate . Th e two screws adjust wh en possible that dirt can cause binding
most accurate way to set the main and improper operation of the
jet size as it reflects the needs of the
the pump action starts and whe n is CNOTE: )
stops. Screw #1 in Figure T 4 adjusts accelerator pump .
For best results, the accelerator pump
engine under actual rid ing condi­ the sta rti ng position and screw #2 nozzle should be pointed directly at the
tions. It is also th e most dangerous the stop position. The total amount jet needle. The nozzle is held in place
and we do not recommend it for that of fuel injected is determined by the by the friction of an O-ring and ca n be
reason. positions of the two screws . turned easily with a of long-nose plier.
8 9
(Simple Green , 409 , etc.) with JET NEEDLE E-RING 3. Remove float bowl.
Float Pin the depth set to 1/4 of a pleat. 1. Place the open end of the E-ring 4. Use your finger to push the nozzle
Remove immediately and let sit for against a hard surface . out of the throat of the carburetor
approximately 10 min utes. 2. Cover the E-ri ng area with your (see exploded view).
3. Rinse the element with low­ hand and press the needle down 5. Push in new nozzle/O-ring
pressure water. Flush from the to snap the E-ring off the needle. assembly. Aim the nozzle toward
inside of the filter so the dirt is Be sure that you apply pressure the jet need le. Note that the nozzle
washed out of the filter and not into near the E-ring to avoid bending the orifice is located at 90-degrees to
it. needle . the screwdriver slot.
IMPORTANT' Do not use gasoline or 4. Place the E-ring in the desired 6. Re-install the float bowl.
cleaning solvent to wash the filter, groove. 7. Turn the fuel petcock on and work
as this will damage the material. 5. Place the E-ring, open-end up , the throttle several times to prime
4. When the filter is dry, sparingly against the hard surface. the accelerator pump .
apply K&N filter oil with one pass 6. Again cover the E-ring area with 8. Use long-nose pliers to adjust
I .. • I Float Level per pleat. Wait 10 minutes and re-oil your hand and press down on the the fuel stream to the middle of the
18mm(+- 2mm) any white spots. needle to snap the clip into place. carburetor throat.
Figure T5: Float Level IMPORTANT' Air dry only; do not use
compressed air. ( NOTE: ) C NOTE~~
FLOAT LEVEL ADJUSTMENT The procedures described below It is important that you use a tight­
1. Hold the carburetor so that the HOW TO REMOYE & REPLACE: require that some gasoline be spilled. fitting screwdriver. Mikuni float bowl and
float pin is horizontal, as shown There are obvious dangers when doing top cover screws are slightly soft. This
in Fig . T5 above, and the float is ( WARNING) this. is a deliberate choice: We would rather
Please do not disassemble the strip screw heads than the threads of an
hanging away from the needle.
throttle le ver linkage. It is not normally MAIN JET expensive aluminum casting. For this
2. Now, tilt the carb until the float tab same reason, we recommend against
touches the spring -l oaded pin in the necessary to remove the throttle shaft 1. Turn the fuel petcock off.
bolt to change pOSition of the jet needle. 2. Place a container under the installing hardened Allen screws.
needle. Do not depress the pin .
However, if you do remove the bolt, be carburetor to catch the fuel in the
3. The distance from the carb 's
bottom surface to the 'top' of the
certain that you: carburetor and fuel line. NOTES:
1. Apply blue Loctite to the threads. 3. Use an 11 /16" or 17mm wrench to
float should be 18mm, plus or minus 2. Torque the bolt to 18 in.!lb.
two. remove the drain plug .
3. Bend the tab washer against a flat on
4. Bend the actuator tab to adjust 4. Remove the jet.
the bolt head.
float level. 5. Rep lace jet. Ti ghten gently.
6. Rep lace and tighten drain plug.
1. Unscrew the Idle Adjuster to
K&N air fi lters (Mikuni , Screamin' 1. Turn the fuel petcock off.
bottom the throttle valve (slide).
Eagle and many oth ers) do not need 2. Remove the drain plug and drain
2. Remove the top cover.
frequent clean ing. A cleaning interval the float bowl.
3. Loosen the Allen screw on the
of once a year or 5,000 miles is often 3. Remove the float bowl.
slide (2 .5mm wrench).
enough . However, if you ride in very 4. Remove the pilot jet (see exploded
4. Swing the needle retainer aside
dusty conditions, clean the filter view for location) .
and remove the jet need le. Save the
whenever it is dirty. 5. Install new jet. Start the jet by
plastic washer under the E-ring.
1. Tap the element to dislodge hand. Do not over-tighten .
To reassemble: Reverse Steps 1
embedded dirt; then gently brush 6. Reassemble.
th rough 4. Be sure to replace the
with a soft bristle brush. ACCELERATOR PUMP NOZZLE
plastic washer and snug the Al len
2. Roll the filter element in a large 1. Turn the fue l petcock off .
screw. Be certain that the needle
shallow pan of K&N air filte r cleaner 2. Remove the drain plug and drain
retainer is on top of the E-Ring .
the float bowl.
10 11
CHOKE CABLE INSTALLATION Another po ssible cause of poor Mikuni
The HSR series carburetors use mileage, rough idle and fouled spark (smooth)

either of two choke ca bles: th e stock pl ugs is incorrect ca bl e routi ng . The

Harley-David son cable (1990 and stock Harley ch oke cab le is ve ry stiff
later) or the Mikuni cable . Miku ni and may not be fully seated in the
designed the HSR to accept the metal elbow at the carburetor en d.
Harley cable to save you mon ey and
because the stock cable works well.
The Mikun i cable is furnished for
On occasion , on e of these errors
may have been made by someon e
else at another location. The unfor­
those installations that do not start tun ate mechanic wh o inherits the H-0 (knurled)
with an installed stock CV carburetor. task of correcting the rich cond ition ,
The majority of HSR42/45 installa­ poor idle and poor fuel mileage may The Miku ni nut has a smaller hole The Mikun i choke cable has an
tio ns use the Harley cable. Install a­ have no clue as to the mismatch of where the ca ble fits and must not be adjuster; the Harley cable does not.
tio n is simple when the instructions parts. For this reason , we include the used with the Harley cho ke cable. The Mikun i threaded section is steel
are followed, step by step. Those following photos and text to help yo u The Harley nut is larger and is while Harley's is plastic. The Mi­
steps are: discover if your installation is correct. knurled on its outer diameter. kuni cable has a hold-open detent;
1. Remove the stock Harley choke Harley's ca bl e has a friction adjuster.
cable assembly. The Mikun i knob has a smal l brass
2. Remove the spring and pl unger center while Harley's has th e word
from the stock ca ble. "CHOKE" in wh ite .
3. Remove th e Mikuni "Starter Nut"
from the HSR.
H-O Cable Joint
4. Remove the Mikuni spring an d Mikuni (large diameter)
plunger from the HSR.
5. Install the Mikun i spring and
pl unger on the Harley choke cable.
6. Install the Harley choke cable with
the fi tted Miku ni spring an d pl unger
into the HSR carburetor.

DO NOT use th e Mikuni Starter Harley's choke knob has the word
Nut; discard it. "C HOKE" in wh ite. The Mikuni knob
DO NOT use th e Harl ey spring or
pl unger; discard them.
has a smal l brass bump in its center. t

H-O (small diameter)

Note: If you do not have installation The Harley cable end may not
instructions, you may down load them ~ The Miku ni "Starter Plunger" and completely bottom in the socket
from the ..www. mikun .. website th e Harley plunger are different and formed in the metal elbow. If th e
in th e "ma nual s" sectio n. must not be interchanged . While cable is not bottomed , the starte r
If the Mikuni Starter Nut is fitted to they are very similar and both sl ide plu nger does not seal. Poor mileage
the Harley cable , th e cho ke plunger into the HSR carburetor, the Harley and a rich idle results .
is held off its seat and the choke is plunger does not work in the HSR. The fix is to re-route the cable so
open all the time . If the Harley sprin g Th e Harley plunger does not seal that it can bottom. A simple 'wigg le'
and plunger are used, the pl unger / and causes a severe rich cond ition . may be enough to get the cable
does not sea l and the choke is com pletely seated .
open all the time. The res ult, in both The Miku ni spring is longer and
cases , is very poor fuel mileage (30 stiffer than the Harley part.
mp9 or less).
12 13
TROUBLE SHOOTING (Irregular idle; too rich or too lean.) MANCE: (Deton ation, fl at accelera­
Possible causes: tion , misfiring .)
OVERFLOW: 1. Choke cable routing: (see uPOO R Possible causes:
(Fuel runs from the tube on bottom of FUEL ECONOMY" section) 1. One-way tank ve nts may fail to
float bowl or from the vent fitting on allow enough air into th e tan k to
2. Air leaks: A Harley-pattern engine
side of carbureto r. ) may have air leaks around the replace fuel flow at high th rottle
Possible causes: intake manifold seals. Such leaks openings. The result is a partial
1. Foreign matter around fuel needle result in an irregular or unreliable vacuum and fuel starvation.
valve & seat including paint flakes , idle that does not respond properly 2. A clogged fuel filter or petcock
rust or bits of fuel hose. to air screw adjustment. screen ca n result in fuel starvation.
2. Factory one-way tank vents can 2. The pilot air screw is not adjusted 3. A too large or too small main jet
cause pressure build-up. correctly resulting in a too rich or can lead to poor power output.
There must be some free play in
3. Deteriorated gasoline may cause too lean idle mixture setting . 4. A partially clogged main jet may
the choke cable to ensure that the
the fuel needle valve to stick 3. A pilot jet that is too large or too allow enough fuel flow for part
choke plunger is bottoming (sealing).
Any amount of free play is okay, but small can cause the engine to load­ throttle operation an d yet starve the
POOR FUEL ECONOMY: up or lean-out until it stalls. engine at f ull throttle .
there must be some.
(Miku ni HSR carbs normally deliver 4. A loose pilot jet will adversely 5. Air filters can become dirty enough
H-D: Check free play by slightly
fuel econ omy very close to that of a affect idle performance (too rich). to restrict air flow and power output.
loosen ing the friction nut. Then, slide
stock Harley.) This is more likely to be a problem
the knob in and out to check free
Possible causes: POOR PART-THROTILE PERFOR­ with the stock filter tha n aftermarket
1. The choke cable must be fully MANCE: (1/8-1/4) filters .
Mikuni: If there is no free play, use
bottomed in the metal elbow (at car­ (An overly rich or lean condition at
the adjuster under the rubber boot
buretor end). There must be some normal cruise speeds. Detonation at BACKFIRE OUT CARBURETOR :
near the carbu retor.
perceptible free-play in the choke part-throttle) (Usually when the engine is cold)
knob . Possible causes : Possible causes:
2. Cu rrent stock Harley ta nk vents do 1. Choke cable routing: (see "POOR 1. When an en gine is cold , this
not allow gasses to leave the tank FUEL ECONOMY" section) can be considered normal. A cold
and pressure may develop from 2. A too rich or too lean jet needle for engine does not vaporize fue l com­
Mikuni Adjuster
engine heat. Open the vent to allow engine tuning set-up or for operat­ pletely which can result in an overly­

two-way air flow. ing altitude. Highly tuned engines lean mixture and backfiring through
3. An incorrect jet needle or pilot often require leaner jet needles as the carburetor.
jet for a particular tuni ng set-up or do engines operating at altitude. 2. Cams with early (compared to
altitude can red uce fuel mileage. 3. Factory one-way tank ve nts can stock) intake valve opening angles
The speed range in which mileage cause pressure in the tank. enco urage backfiring at low rpm .
is usually recorded is controlled by 4. Harley-pattern engines may have 3. Some very open or incorrectly
the jet needle and pilot jet. air leaks around the intake mani­ designed exhaust systems encour­
4. Loose pilot or main jets adversely fold seals . An air leak can lead to a age backfiring. Stock length and
affect fuel mileage . lean runn ing condition and possible diameter header pipes together with
Miku ni's cable adjuster is cov­ detonation at part throttle . slip-ons, like those from Harley­
ered by a rubber boot. There must 5. A loose main jet can resu lt in an Davidson, typically do not have this
be some free play in the cable. overly rich mixture. problem.
Any amount will do but there must 4. If the accelerator pump adjustment
be some to ensure that the choke is set to start too late , backfiring
plunger is fu lly bottomed. may occur due to an overly lean
mixture just off idle.
14 15
BACKFIRING IN EXHAUST: HSR Accessories: Accelerator Pump Nozzles
Possible causes: Lea ner TM42/11 - 50
Th ese parts may be ordered
1. Backfiring when the throttle is th rough your loca l Miku ni dealer Std. fo r Sportster TM42/11-60
cl osed (especi ally noticeable from Standard TM42/11-70
high rpm) is not necessarily caused Pilot Jet: VM28/486-(Size)
by lean mixtures. However, lean Throttle ra nge: 0 - 1/4 Mikuni Jet Kit
mi xtures can contribute to its inte n­ Std . size : 25 Tuni ng Kit: HSR42: KHS-025
sity. Norma l range: 17.5 to 30 Jet Kit Conta ins:
2. Hig h performance muffl ers with (Increments of 2.5) (18) Main Jets (2 each 150 thru 170)
large exit area or low-restriction (10) Pilot Jets (2 each 20 thru 32.5)
baffles contribute to exhaust backfir­ ~;:o-~ (3) Need les :-96, - 97, -98 (42 only)
ing. (2) Pump Nozzle (#60)
3. An exhaust system air leak can (4) Needle E-Ring Clips & Washers
cause or intensify exhaust pop­ (2) O-ring, Pump Nozzle(N124.063)
ping . Air entering at the junction Main Jet: N100.604 - (Size) (1) Plastic Box
of the header pipes and mufflers Throttle range: 3/4 - full
can cause excessive popping upon Std. size: 160 HSR42/45 Carb Rebuild Kit

deceleration . Normal ra nge: 150 to 210 Carb Rebu ild Kit: KHS-016

4. Out-of-time ign ition together with (Increments of 2.5) See exp loded view drawing for con­

misfiring may lead to loud backfi r­ te nts.

ing . Such backfiring usually occurs

irregularly and at large throttle ~w[I5
HSR48 Carb Rebuild Kit

openings. Carb Rebuild Kit: KHS-031

See exploded view drawi ng for con­

Jet Needle: te nts.

NOTES: Throttle range : 1/8 - 3/4

HSR42 HSR45/48 Short Idle Screw
Richer: J8-8DDY01 - 95 J8-8CFY02 - 95 Idle Adj Screw (Short).. 990-605-06(:,
Richer: J8-8DDY01 - 96 J8-8CFY02 - 96 (See item #59a in exploded view)
Std : J8-8DDY01 - 97 J8-8CFY02 - 97
( NOTE: )
Leaner: J8-8DDY01 - 98 J8-8CFY02 - 98
Do not modify the idle screw or any of
its component parts. If you remo ve the
Standard HSR Jet Needle straight scre w, be sure to re-install it with the
diameter portion is 2.97 mm. This components in place as illustrated in the
portion of the needle affects tu ning exploded vie w.
from idle to approximately % throttle
opening .

1_ Tapered
---.--J'QrtiOIl_ _- r
_ eOrliOn -j

L I r=JIl)

, , , ,
3 2 1

Needle Clip Position

16 17
O peO'09 C

Acce lerato r Pump Top Cover Sere

(Torque .. 1B In
. (b)WS
Compon ents

J8m. /b.)

~ Vacuu m Fitti ng Vac uum Fitting ___
(To V.O. E.S. or vacuum petcock. (To V O E S or vacuum

Seal if not use d) petcock. Cap-off If not used)

T hrott le Lever
Stop Screw

Vent Fitt ing


Fuel Fitting
Pilot Air Screw
(Id le Mixture)

~ Purge Fitti ng with

Spigot Body Screw s

Rubber Cap (Torque: 32 in. la)
(Used with emissio ns
ktts only)
(Torque. J8

Float Bowl ..

Float Bowl Screws

(Torque. 18 in. /b.)
Float Bowl
Main Jet Ace ss and Ove rflow Fitting

Float Bowl Drai n Pl ug (H ose not sh own )

(Torque : 73 in. Ib.)

Idle Adjuster
18 19
# PART NO. DESCRIPTION 50. N133.206 Spring , Pilot Air
1. C5=0410-B Screw, Top Cover 51 . VM 12/205 Was her, Pil ot Air 1- - f
2. CW2=0414-B Screw, Top Cover 52. N133.037 ORing , Pilot Air 2 ~i

3. 776-39005 Top Cover (42/45) 53. TM40/27 Fuel Joint
3a . HS42/081 Top Cover (HSR48) 54 . KVl10 O-Ring, Fuel Joint 3 13
4. TM42104 Gasket, Top Cover 55. B30/398 Packing, Idle Adjuster
5. BS321126
6. 826-03002
7. J8-8DDY01-97
7a . J8-8CFY02-97
E-Ring, Jet Needle
Washer, Jet Needle
Jet Needle (42)
Jet Needle (45/48)
56. VM22/138
57. 730-09018
58. 925-15001
59. TM42/32
Washer, Idle Adjuster
Spring, Idle Adjuster
Ring, Idle Adjuster
Idle Adjuster (Long)
:-- -.


8. TM4 2/03 Lever, TV (42145) 59a . 990-605-065 Idle Adjuster (Short) 7

8a . TM42/08-1A Lever, TV (HSR48) 60 . BS30/97·00 Air Jet (Blank)
9. B401156 E-Ring , Link Lever 61. 784-430000-Y-6 Needle Jet (723)
10. B401110 Packing, Link Leve r 62. TM42/11-70 Nozzle, Accel , Pump
11 . 834-23041 Pin, Link Lever 63 . N124.063 O-Ring , Al P
12. T M42/08-3 .0 Throttle Valve (Slide) 64. VM28/486-25 Pilot Jet (Sportster - 20)
13 . 739-13002 Screw, Needle Retainer 65. T M42/12 Exte nder, Main Jet (42145)
14 . TM42/ 16 Clip , Needle Retainer 65a . TM42/12-1A Extender, Main Jet (48) 37
15. TM42/ 13 Sealing Ring, TV (42145 ) 66 . N100.604-160 Main Jet (45-175, 48-190) 12 -
15a. TM48 /02 Sealing Ring, TV (48) 67 . 616-33003 O-Ring NV 1 ' / / / 41
16. TM4 2/10 Seal, Throttle Valve 68. VM131216 Screw, NV Retainer 42
17. 925-98006 Pulley, Cable Bracket 69. 786-27001-4.2 Needle Valve Ass 'y (42/45)
18. 53974 E-Ring , Cable Bracket 69a. 786-27002-1A Need le Valve Ass'y (48 )
19. TM42/51 Bracket Ass'y, Cable 70 . 859-32027 Float Ass'y
19a. TM42/53 Bracket Ass 'y, Sportster 71 . BV26/22 Pin , Float
20 . B3=0520-B Bolt, Bracket 72 . C2=04 10 Screw, Float Pin
21 . VM28/204 Spacer, Bracket 73 . 616-94028 Packing, Float Bowl
22. TM42/38 Plate, Lock Tab 74. T M42/05 Float, Chamber Body
23. C2=0514-B Screw 75 . N122.028 Hose, Overflow
24. 640-12001 Starter Nut, Choke 76 . VM281254 O-Ring, Drain Plug
25. VM14/241 Spring, Starter Plunger 77 . TM32/41 Drain plug (42/45)
26. N189 .192 Starter Plunger 77a. TM32/41-1D Drain plug (48)
27 . TM42!06 Body (1ISR421'45) 78 . C2=0412-B Screw, Fit Bowl, short
T~AA n /(V"'1 n ~ ....... . 1L .J~n A O \
z: / O. "v'-rO / UL U O U n f r0l'\Lt-Ul

79 TM36/44-1A Rod , AlP

28 . 616-94029 Seal, Spigot Body 80 . TM36164 Boot, AlP Rod
29 . 925- 19011 Ring (Steel) 81 TM36/60 Plunger, AlP
30. T M42/43 Lever, AlP 82 . VM1 4SC1 3/89 Spring, AlP
31. N138.019 Pin , Throttl e Lever 83. N198063 Rubber Cap, Purge Port f:'l 80
32. TM42/48 Lever, Throttl e - - - ­ 81
Alternate Parts
33. M12F/46-BB Spring, Al P
Jet Need les:
34. MC-0316-B Screw, AlP - - - - ­ 82
HSR42 HS R45/48
35. TM42/47 Spring, Al P
J8-80D Y01-95 J8-8CFY02-95 Richer
36. TM42SS110 1 0 Mixing Body (42145)
J8-80DY01-96 J8-8CFY02-96 Rich er
368. TM4 8SS 1101 Mixing Bo d~ (48)
J8-8DO Y01-97 J8-8CFY02-97 Std
37 . B36/95 Packing, Shaft (Plastic)
J8-8CF Y02-98 Lean er
38: TM42/36 Adjusting Screw, AlP
Accelerator Pump Nozzles 73 - - ­
39 . B30/205 ORing , AlP Screw
TM42/11-70 Std
40 . Trv140;89 Bolt
40a. TM42i n Plate, Lock Tab for Shaft
TM42/11-50 74 ,t<
41 . BN38/43 Pirl , Return Lever
42. TM42!46 Leve r, Return 75 ----f?=P'
43. B30/1069 Adjusting Screw, Throttle
44. N3=04 i Jut, Throttle Stop
45. TM42/19 Spring , Throttle Return
46. 700-15012 Shaft, Throttle
Rebuild Kit
47. TI\l1'I21'i5 Plate, Fuel Joint Retainer
HSR42/45 KHS-016
48. C2=0410-B Screw, Fuel Joint
HSR48 KHS-031
49 . 604-26014 Screw, Pilot
Optional Jetting for a Twin Cam
42/18 Kit
Suggestion: The gas mileage on stock
Twin Cam 88/95ci engines may be improved
by replacing components in the carb with
these optional jets: #20 Pilot Jet, #50
Accelerator Pump Nozzle and changjng the
Jet Needle E-Ring to the #2 position.
Note: Optionaljets are included in this kit.
Refer to the HSR Tuning Manual (pg. 8-9)
for detailed installation instructions or see
your local Mikuni Dealer.