Motorcycle Carburettor Manual by Pete Shoemark ISBN 0 85696 603 7 © Haynes Publishing Group 1980, 1981 {All rghts reserved. No part ofthis book may be reproduced or transmitted in any form or by any means, electronic or mechanical, Incluting photocopying, Fecording or by any information storage or retrieval system, without permission in writing from the copyright holder Printed in England (603 ~ 142) HAYNES PUBLISHING GROUP SPARKFORD YEOVIL SOMERSET BA22 7JJ ENGLAND istelbuted in the USA by HAYNES PUBLICATIONS INC 861 LAWRENCE DRIVE. NEWBURY PARK CALIFORNIA 91320 USAIntroduction “There can be few motorcyclists who have not boon con- fronted by earburation problems in one form of another. The ‘umber of symptoms which can be attributed to some sort of Carburettor malfunction is just short of infinite, and this often Teads to some tentative screwdriver twiddling on the part of the ‘owner, in the vain hope that this will resolve the problem. an take hours to ort out. ‘The toot of the protiem lies in the very nature of carb tion. It is a rathor esoteric process involving the passage of various fuids through numerous small holes. In. short, @ Carburetor fault can rarely be seen or measured. Most ridrs ould diagnose a sipping Sluteh with the utmost ease, and the ‘eaulting investigation will reveal measurable wear or damage. But when it comes to hat annoying fat spot at 3000 rpm in 5 This book will not show you how to measure the size of a Acknowledgements ‘main jot ~ carburation is never that straightforward. The key to {9005 on in all those drilings, jets, ai bleeds and passages is Understood, both # separate systems and as one aspect of @ rather complicated precision device. Consequently, large ‘proportion ofthis book deals withthe requirements of carbura- tion and the various ways in which the hundreds of examples of ‘carburetors mest them, “The cheptors relating to tuning are divided into the three basic typos, these being Slide, Constant Depression and Fixed Jet. Further chapter relate to overnaul, specific variations from the common designs, and to tuning aids and equipment. itis hoped that this book wil lead to a better understanding of carburetors and of the ways in which the various types set ‘ut to solve common problems in a variety of ways. Armed with ‘his, carburettor tuning should become fer less mysterious and ‘much more accurate, My thanks are due to the many companies who assisted with technical advice and information during the origination of this book. In particular, Mr'8. Johnston, Technical Manager of ‘Amal Ltd, provided invaluable advice and assisted in checking the text for accuracy. Robin Chan of Contact Developments supplied technical assistance and literature on Dellorto instru ‘ants. Mr G. Unsworth, Marketing Director of Gunson's Col- Surpiugs Ltd, supplied information and photographs of his company’s test equipment ‘Numerous companies provided many of the line drawings used throughout the book’ | am indebted to the following! ‘Amal Lid, Contact Developments, Frank T. Miyake (Prost dent of FTM Associates), Kawasaki (UK) Ltd, Heron-Suavki (GB) Led, Mitsui Machinery Sales (UX) Ltd, Honda (UK) Les, Motobecane SA, BL Cars Ltd and NGK Spark Plugs (UK) Ltd Les Brazier arranged the cover photograph and those which ‘accompany the text. The lt Haynes Publishing Group incpal ‘of Merton Technical College, suppl the sectional carburettors featured in the cover photograph, ‘Mansur Darington edited and prepared the book, and applied the persistant pressure necessary to steer it to comple: tion, Angie provided the necessary tea and sympathy during the book's erigination ‘Many thanks to all concerned.Contents Introduction [ekrowedgements (Chapter 1 The Demands and the Developments Section | 1" Thaole ofthe carburetor 4 ae 5 {Chapter 2 Carburetor types 8 {Chapter 3 The Slide Carburetor Section» ""* $ trodueton " 2 Operating princes aaa 5 The development ofthe side carburettor 128 Chapter 4 Tuning Side Carburetors Seton | TN SSeisinery hecks 29 2 Ghecking the fost height 23.92 43 Toning singe carburetors ~ four stroke engines 3237 4 Toning single corurettors ~ two-state engines 3839 5 Tuning twin caburaton Seat 8 Toning multe crburetors ara (Chapter 6 The Constant Depression corburetor 751 (Chapter 6 Tuning CD Carburetor Section Preliminary ehecks 53 2 Chechng the fost lve 5 3 Tuning procedure Beet (Chapter 7 The Fixed Venturi Carburetor a (Choptor 8 Tuning Fedor Carburetors Secton Preliminary chess 6s 2 Checking the fost height - Bendix and Kein 6 5. Fuel sapteegm ~ Tilton comureton ee 4 Tuning procedure 88 5 General running probloms ~ fixed venturi courts 65.69 a 7 20 2 Removing sve carburetors from the machine 7 3 Dismanting se type carburetors pad 4 Dismanting CO carburetors eae? 5 Dismaning feat carburetors 8 & Examining and renovating the carburetor Bear {Chapter 10 Design Variavon and Ancilry Components Seeton °°" inoduetion 92 2 Moped caruratiors 82.96 43 ecalrator sumoe 97.93, 4 oat syste and bates 3 5 The Lacon earretor 98-100 8 Air titers sorta 7 Eshaust sys 103) 8 Arcutot vaves 107 3 Powejets 107 Chapter 11 Tuning Methods and Aids Secon | "*"Y"¥ inroceeson 104 2 Vacuum gouge ste toe 3 Making up a vecuum geuge sot 104-108 4 Using wasusm gauges 106 55 Checking vacuom gauges 106-107 8 Vacuum tynehansnton - variaons tor 7 Obtaining secures mature ettnge, No 18 The Colrtune 500 No 8 Using the Colortne 500 no 10 Using tne Colartune B00 a8» diagnostic aa nt 1Y Corburetor synewensation without vacuum gouges Mtv {Chapter 12 Future Developments = the end of an era? m4 Chapter 13 Fault Diagnose 116.116Chapter 1 The Demands and the Developments Contents The role ofthe carburettor Fue! 1. The role ofthe carburettor Every motorcycle engine, from the simple single-cylinder tworstoke, to the most sophisticated mult-eylinde four-stroke, Is dependent on two very precise piecas of ancillary equinment. ‘The fist ofthese, the ignition system, i of obvious importance bbecause it supplies the exacty-timed spark which ensures that combustion occurs at precisely the right moment. The second piece of equipment can fairy be considered to be of even {tester importance, for without it, the engine cannot be run or Controled Its, ofcourse the carburettor During every engine cycle, be it two. oF four-stroke, the car- buretior must feed the engine with a precise amount of fuel, mised with an equally precisa amount of ait. Moreover, 28 loading on the engine varies, this fuel mixture must be varied to compensate ‘When the engine is cold the ratio of fuel to air must be altered radically; when idling, the carburettor must function Automatically: and when its wished to increase the speed of the engine, some means of contoling the carburetors opera tion to fine limits must be contrived, 't will already be apparent that the carburettor must be capable of performing a wide range of functions with grest accurscy and consistancy, allowing induction to take place as ‘often aston thousand times every minute or even more, Equally important, it must be robust, to endure extremes of temperature 4nd vibration and wide variations of climate Ieis not surpdsing, therefor, that the instrument thet we tend to accept today without_a second thought has taken almost a cantuy to evolve. The earliest carburettore ware crude {and inefficient end were a major limitation in producing useful amounts of power from early engines. This problem was Painfully evident to the early engine designers, and from the Dlothora of carburetor designs there soon emerged the recog- Pisable ancestors of the three basic dasigns in common use today. The intervening years have provided ample opportunity {or fetinement and improvement Itis not unreasonable to say that the carburettor amongst the most highiy developed aspects of the internal combustion ‘engine. Having conquered the fundamental problems of supply. ing a combustible. mixture to. the engine, the carburettor manufecturers were obliged to engage themselves. ina relentless search for sophistication. It was abvious that the ‘motorcycle manufacturer would choose only those instruments ‘whieh made the most of his machine, and despite widely con. flcting demands, only afew specialised carburettor companies hhave survived ta this day. "There is a tendency to assume that carburettor develop ‘A theoretical design 2 iment must by now have reached 2 peak. This is far from the truth, because the energy crisis which began to become Apparent during the 1970s has made It necessary to produce @ ‘most frugal instrument, but one whieh is stil capable of allow- ing 8 high engine power output. In this way, the two mast con tradictory requitements have been heaviy underined. The car burettor may be slmost perfect, but the search for perfection ‘As motorcycle design moves into the 1980s, it has become. Increasingly dificult for the manufacturer to produce the right product. Inthe earlest days of motorcycling, the only route to obtaining power was by means of large capacity engines. By 1960, engine and carburetor design had seen engine capacity {all by almost hal, and 650 ce machines, the big) capacity models of that era, were able to combine a high maximum ‘peed with reasonable fuel consumption. Since the late 1980s, tengine capacity has climbed once more in the search for more land more power. This new generation of large cepacity ‘machines, mostly four- or siceyinder fourstrokes,are-not the Simple low-efficioncy devices of the 1920s. Engine develop- ‘ment has seen single of double overhead camshafts become the norm on roadsters, and such high performance engines have 8 {thirst commensurate with their specification, Increasing concern about the effects of atmospheric polu- tion and the earth's rapidly dwindling oll stocks has placed the already hard-pressed carburettor in position where i's forced to play an even more demanding role. It is the confcting demands of a public who requite » motorcycle to perform better, using less fuel and producing the minimum of pollution, which have pushed the simple side-type carburettor to its limits, and have brought about the introduction of a promising rneweomer to motorcycles, the CD (constant depression) or CV [constant vacuum) instrument Future developments in carburation are dificult to predict. ‘The confiting demands mentioned previously are vitimetely impossibie to resolve, and development of exsting types will almost certainly be as'a result of a change of emphacis ofthese Taquiremente, A more economical machine is quit feasble, but power outputs must fal accordingly. ‘Alternatives are not numerous. The fed-jet carburettor, stl avoured by the car manufacturers, has not generally found 23 receptive home on the motorcycle. It has 9 number of ‘drawbacks, amangst them cost and fuel economy considers tions, and it seems unlikely that this type of instrument has ‘much future whore motoreyees are concerned. ‘The only obvious innovation may be fuel injection. This system does not constitute carburation in the accepted sense, ‘and has yet to prove itself as a commercial success. On bothChapter 1 The Demands and the Developments 5 ‘counts, itis not the concern ofthis book, but t may well be the ‘Shape of things to come, The basic principles of fuel injection fare discussed briefly elsewhere in this book "To understand the various types of carburettor used on modern motorcycles, itis important to understand first whet is ‘equired ofthis instrument, and how this cen be accommodated by the basic, theoretical, carburettor. Do not be tempted to skip this part of the Book and move on to the practicalities of the various types — the theory Is essential to tuning, as it is Important to understand exactly what effect any adjustment may have, and why this should be so. Armed witht Understanding, attempts at tuning will become more intuitive land accurate, Tral-and-eror can only be more costly and time Consuming in the end 2 Fuels ‘This book wil concentrate almost solely on petrol, oF gas: line, 98 a fuel This s simply because itis almost exclusively Used a8 the power source for road-going machines, When asked ‘why this should be the case, itis tempting to reply that petrol is tasily obtainable. This really only states that petal is generally [cepted as 2 goad around fuel for road use, this were not the case, we might have pumps on garage forecours to serve ‘us with paraffin (kerosene! LPG quid petroleum gas) or any ‘one ofa numberof petroleum factions. ‘The liquid thet is pumped into our fuel tanks ~ ‘petro’ or ‘gasoline’. depending on one's lacaton inthe world ~ tends to gt sismissed with no thought given to why is used or from Where ts obtained. The beginning ofthe story is that increas Ingly valuable commodity, crude ol. This is extracted in ‘numerous places around the world and shipped oF piped to oll fefineres for processing. I is of such importance that its price ‘and availablity s a maj factor in the world's economics. Crude oil is a thick black substance, and It can be rather itficult to relate the back tarry mess which washes up on our beaches from time-to-time, with the aromatic quia that got us to the beach in the first pace, Crude oi broken down by distilaton in oll refineries, to produce the numerous oil-based products that we use every Sey. Ina simplified form, what happens is this: the crude ei is heated atthe base of large tower, causing it 1 evaporate and ‘move upwards, The tower le divided into galleries which are maintained at fixed temperatures, becoming. progressively {cooler towards the top. The lightest fractions of the crude ol! femain gaseous until they reach the top of the tower, the remaining, less volatile, compounds condensing at progressively lower levels, and at higher temperatures. The condensates are ‘then drawn off rom the separate loves. ‘What we require atthe petrl pump must full a number of ccontcting eriteria, The fuel must have @ moderately high Calortic Value, or CV. This is the amount of heat eneray per Unit of fuel, and within limits, the higher this factor i, the more is the work that ean be obtained from a given amount of fuel Unfortunately, the higher the CV, the higher the density of the fuel, and consequently the lower ts Volatility. highly volatile Fiquid is one which will evaporate reodly at comparatively iow temperatures, and this isin practice at the other end of the ‘ange to the fuels ofa high CV. Se itcan be seen that the choice fof fuels has been narrowed considerably, and musta as 2 com promise between a fuel of high CV and one of high volatility. A third factor which influences the choice of fuel i its resistance to Detonation, or selfgnition under pressure. Because fuels fate inevitably compressed in the cylinder, low antknack Characteristics must be avoided at al costs. Detonation will hhappen when 9 high-compression engine is run on low-grade fel, and will imately destroy the engine. ‘Given the foregoing requirements, we find ourselves with common pump petal, o gasoline, asthe ebvious choice for our fuel. There are @ number of good alternatives, but these can largely be ruled out on grounds of cost or convenience. The {Question of fuel choice is in Fact 9 good deat more complicated than has been explained, but 8 this book relates to carburetors rather than fuel, and to keep the subject as digestible as ‘possible further exploration of this rather involved subject will be avoided, Having found good fuel, it ie necessary to mix it with a ‘suitable amount of arto achiove efficient combustion. It can be ‘demonstrated that any given quantity of fuel will require 2 fixed proportion of air to effect full combustion. This ratio is of vital Importance, as a significant variation either way will result in ‘wasted potential on each power stroke. If excess ai's admitted, 2 proportionately smaller amount of fuel ean be admitted, and onsequentiy, power is lass than is possibve. Conversely if too ‘much fuel is fed tothe engine, there will not be sucient al 10 allow it to be burnt, and again, power i lost “These two extremes are what ate known respectively a8 weakness of richness. There is, naturally enough, @ position betwoen these extremes where the mixture’ is correctly Balanced. In practice, this isa ratio of fiteen units of alt to every (ono of fuel, or 18:1, as an optimum balance between perfor ‘mance and economy. The absolute practical imits are between 12:1 and 18:1, and the mixture can be varied between thes ‘wo ratios to obtain ether better performance of economy. ‘The implications of an extromely weak oF extremely rich imisure are more significant then might at fst be suspected, Most motorcyclists willbe vaguely aware that these conditions do litte to enhance an engine's longevity. but may not know ‘exactly what goes on inside the cylinder in these circumstances. ‘When an engine is run with 2 weak mixture, the sparsity of fuel in the combustion space means that the time taken for ‘combustion is longer. The flame front spreads relatively slowly, and may even still be burning asthe piston reaches the bottom Of ts stoke. This causes the engine to run abnormally hot (due to the increased time avaabie for heat wanster to the cylinder Components) and, in extreme cases, the valves on four stroke fengines, and the pistons on two- or four-stroke engines, may become burned. Two stroke engines ae particularly susceptible to weak mixtures, and itis this and incorect ignition timing ‘whieh isthe main cause of holed pistons. ‘With an over rich mixture, carbon build-up within the engine becomes greatly accelerated, and frequent fouling of the Sparking plug is often avident. In extrama cases fusl-wash’ 2 Condition where the excess peti dilutes the oll fim on the {ylinder walls, can cause premature wear or evan seizure. (Other effects of incorrect mixture ratios are the emission of increased quantities of toxic gases from the engine's exhaust This factor ls of growing significance now that laws governing ‘exhaust emission have been passed in many counties. It is ‘obvious that arch mixture wil result in poor uel economy, but pethaps surprising that a weak mixture can have the same Fesult due tothe inefficiency ofthe engine in these conditions. twill be appreciated trom the foregoing that ti essential thet the fuel-ar ratio is maintained to fine tolerances if thy ‘engine Ist operate efficiently. When an engine type is fst built ‘carouration is a major factor in subsequent development and testing. Most manufacturers now use sophisticated equipment \which electronically anaiyses the exhaust gases, thus assessing the misture strength very accurately. This Is normally done in Eonjunetion with a roling road, and thus the carburettor can be Chosen, adjusted and tuned very accurately indeed in the evelopment workshop. Sceled-down versions of these complex diagnostic ‘machines are now in common use in large matoreyeie dealers, fenabling the mechanic to tune the engine to perfection, wher Used astutoy. This equipment is complex. bulky and frighten- ingly expensive, but by ‘no means essential to the home ‘mechanic. In many cases the same degree of accuracy can be ‘Obtained by less glamorous means, even if it does take @ bit longer. It is amusing to note that an article in a Brish ‘motorcycle magazine found that the ignition timing an ther test ‘machine could be set using a sp of cigarette paper with the same degree of accuracy 6 9 diagnostic machine costing Several thousands of pounds. The same can be applied to tuning and maintaining carburettos.6 Chapter 1 The Demands and the Developments 18arams ot Air “> RATIO Mixture [> Yoram of | Fuel A ‘Ai-fue! mixture Maximum power mixture ratio rosy, Masimum power 124 vat 16: 18:1 \ Theoretical mixture ratio, 20 40 ~~ ~60~~<80 ~~100 Throttle valve opening (%) Fig. 1.1 Typical air/fuol ratio curve for slide carburettor This cure ilustrates how the carburettor is setup to give 2 reasonable compromise between maximum power and maxi ‘mum economy. From a mixture ratio which Is rich a tickover, {the curve moves quickly ro a much weaker range for most of the throtle opening range. Note that at large thvotle openings the ‘ratio moves back towards richness. 100} Air ow (8) 88 @ 600 1000 Altitude (m) Fig. 1.2 The effect of altitude on mixture strength 7500 2060 Note how 9 100% ai low rate drops by roughly 10% par 1000 feet. Carburettors can cope with most normal varitions, but_may require re-etting to compensate for constant Digh-atitude work 3. Atheoretical d Every type of carburettor in current use on motorcycles ‘exploits nits design a common principle of fluid dynamics, This basic design shape is known as @ venturi. The ventriis simply 8 tube with 3 convex internal bore, s0 that air passing through the es 88 ae Air flow (36) —e & 010 20 30 40 (°c) 32 8068S 86108 (°F) Temperature Fig. 1.3 Tho effect of ambient tomperature on mixture ‘strength The chart represents the normal variation in percentage aiflow that can be expected under normal operating conditions. The carburettor must be able t0 cope with this 10% ~ 15% range. tube is progressively restricted after which the bore slowly returns to its orginal diameter. The result of this is thot the Velocity, or speed, of air passing through the venturi will fsradually Incease 0s it approaches the most constricted part, reach a peak at the point of maximum constietion, and then Siow down again Ai, Tike water, is considered a fuid, and the two behave similarly in these conditions. A similar situation can be seen in rivers; the water flowing through a broad, unobs- tmucted channel will mave relatively slowly, but when it meets {an abstruction, or narrow banks, itis forced to flow more quickly te pass the same volume of water through a rested section Returning to the basic venturl, we find that not only does the narrowest part of the section, the throat, produce an Increased speed, but also that the pressure at this point is reduced. This is because the pressure exerted by a ful, in con- tions such as these, is inversely proportional to its velocity ‘meaning that pressure decreases 26 speed increases. if 2 hole wore drilled through the wall of the venturi at the throat, ai ‘would rush in through the hole to attempt to balance the pressure cliferenal that exists between the throat of the ‘Venturi and the outside atmosphere. If we connect a pipe to this driling and connect it to 9 ‘reservoir of petol having a level slightly lower than the outiet into the verturl, we have, In effect, a basic carburettor, Naturally, the fusl must be maintained at a constant height oF the rate. of delivery would vary, so. the reservoir must incorporate a valve operated bya lost to control this. Te control the speed of the engine, It will be necessary to contrive some ‘means of slowing the aie low through the ventut By partially ‘Obstructing tat some point, Tt will be seen that we have now constructed a basic car- Dburottor, complete with throttle control and an automatically regulating float chamber. This relatively crude instrument would infact work up to 2 point, But it does have certain flings which have. necessitated ‘sight complications to obtain accurate contro! of the altfuel ratio. At this point, the design of car burettors splits up into various types, each of which seeks to ‘overcome these base falings in @ number of aiferent ways. In the next chapter, the various types will be discussed in detail but itis worth remembering that all are descendants of the simple ventut-based insteument.AIR AT ATMOSPHERIC PRESSURE MAXIMUM DEPRESSION AREA FUEL/ AIR MIXTURE MAIN JET DRILLING FUEL RESERVOIR Fig. 1.4 The theoretical carburettor This is # cross-sectional view of + simple venturl, The ring is postioned at the point of maximum constvetion, and ‘thus at the point of lowest pressure. Fuels drawn up from the ‘reservoir and emerges in the form of an stomised spray. Here it ‘mines with the ait flowing through the venturi, forming @ combustible fueliair mixture. With the addition of 2 simple utterly oF plate throtle, this basic instrument would prove ‘Quite adequate for use on a stationary engine or lewnmower, ‘although it would require more sophisticated jetting for ‘motorcycle application.Chapter 2 Carburettor types In Chapter 1, the various requirements of the engine were iscussed, and from this @ basic theoratial carburettor was Contved. As mentioned previously, this simple instrument has 8 numberof inherent probiems, most of which are 3 drectresut| (of the need for the instrument to operate under constantly Changing engine loads and throtle settings ‘One of the fist problems encountered is that of starting the engine. When the engine ls cola, the petro is far les inclined to Vaporse as it enters the inlet tract, What fends to happen is that the petrol condenses on the cold metal surfaces, and thus a richened. mixture is necessary to achieve combustion. The Simplest way to accomplish this ie to restrict the airflow through the carburettor. This fs done by obstructing the carburettor bore ‘with 8 slide or similar device, and in effect this enhances the \entur effect, causing a greater volume of fuel to be drawn into the engine for a given amount of ir, giving the fuel-rich mixture ‘tequited for cold starting. This system, widely known as a choke (or stranger for obvious reasons, has been used successfully for ‘many years, and the term ‘choke’ is often applied to all cold Starting systems, including those which do not use the above Principe. Indeed, so confusing isthe term ‘choke’ when dealing ‘with carburetors, that i's use here has been avoided as far 25 possible. ‘Another type of starting system is the mixture richening arrangement. whoreby 3 plunger in the carburettor body brings into operation a separate pilot or starting system which delivers the cottectpetrl-ar mixture independently ofthe main circuit. ‘Once the engine has been started, and begins to warm up, the peto! will vaporise more readiy and the richened mixture will 390n become apparent. Unless the cold stating device is {ured ofthe engine wil flood and stl “To alter the engine speed, the volume of air passing through the instrument must be controled, either by @ buttery vave, oF mare commonly, By the use of a throttle side or valve. in the first type, @ buttery valve, consisting of a eicular metal disc pivoted on the engine side of the venturi, Is connected to the {hvotte twistgtip, by means of which it can be opened or closed to contol siriow through the carburettor bore. Because the Venturi profi is maintained over al throttle. setings, this lavrengement is termed Fixed Venturi or more. commonly, Fixed-Jot. The type of farburettor, although used widely on car tengines, Is virualy unknown on motorcycles. A notable excep tion to this Harley-Davidson, who favoured this typeof instru ‘ment until quite recenty “The slide carburettor, as it commonly known, is one type ‘of Variable Venturi instrument, so called because the venti profle of the bore is largely replaced by a movable obstruction Inthe form of a circular throttle valve ora fat side. In all but the smallest of instruments, the variable venturl type will require Some means of varying the rate at which the fuel flows through {the main jet and into the carburettor bore. This fs normally done by attaching a long, tapered needie to the bottom of the throttle vaive, s0 that it enters 2 carefully sized tube, or needle jet, {rect above the main jet. 'At small throttle openings the airflow through the instru iment is low, and because the tapered needle aimost closes the feedle jet, the rate at which petrol is admitted Is resticed {ecordingly. As the throttle is opened, the siflow increases, and the needle vale admits more petrol, thus maintaining the ‘correct ratio at various throtle settings ‘Another type of variable venturi carburettor isthe constant depression (CD) type. This is @ development ofthe simple side type in which engine speed is controlled by a butterfly valve on the engine side ofthe main bore. The theotle valve is developed into‘ piston which moves up or down in response tothe chang- Ing. vacuum ‘effect. In this way the CD instrument is an automatic elf-throtiling version of the slide carburettor. “These then are the three basic configurations found in current motorcycle applications. The fxed-jt or fied venturi types are fairy unusual, and the most popular type by far s the Slide instrument. The CD type is fast gaining popularity, as it flows a much closer control of exhaust ‘emissions to be ‘maintained, For this reason, itis likely that there will be a very Significant swing in favour of these Insuments in the coming years, and they may well replace the slide carburettor as the ‘ondara fitment inthe near future. in the Chapters that folow we will investigate the three basic types in. greater detail. itis recommended that the CChepters on each type ore read carefully to understand how ‘each system sets out to solve similar problems in various ways. (Courtesy of Kawasaki Motors (UK) Ltd) Fig. 2.1 A typical stranglor or ‘choke’ mechanism A buttery valve (1) 1s closed, partially obstructing the carburetor bore and giving an extremely rich mixture often as ‘much as 1:1 for cold stars. A relief fap valve (2) will open ‘automaticaly against spring pressure to prevent the air supply becoming totally cut offMixture > rue. => Fig. 2.2 A typical mixture-ichening cold-start system Fuel from the lost bow! s drawn through the stating jt (3) where It passes into an emulsifying tube (2). The resulting frothy fuel emerges and is vaporised inthe air lowing to the main bore ‘through the cold-start ailing (4) The system is controlled by an on-off plunger (1) Fig. 2.5 A typical throttle valve ~ The eylintical throttle valve (4) control the allow through the instrument. Fuel is drawn through the main jet (2) and ino ‘the emulsion tube (1) where It is mixed with ar drawn trom the ‘ir jet (5). At ll but ile and full throtle, the needle (3) and ‘needle jet (6) control the fuel flow into the main bore. rae €] re 23. wo sneer With the plunger fully open, a rich starting mixture is drawn down to the carburetor bore for inital starting. As the engine begins to warm up, the plunger is returned to the halt-open ‘setting where a slightly weoker mixture fe produced. When pushed back to the closed position, the plunger blocks off the ‘ir and fuel circuitsBank of four side carburettors ~ Mikuni VM24SS fitted to Kawasaki Z650Chapter 3 The Slide Carburettor Contents Introduction 1 Operating principies| 2 1) Introduction The slide carburettor, oF variable venturi carburettor as it ie ‘more properly known, ean fay be sald to be the most popular motoreycle instrument. Although the CD {constant depression] Instrument is gaining in popularity, the ubiquitous side type ‘device is ikely to remain popular for some years yet ‘As described earlier, the slide carburettor employs a circular valve or flat slide to vary the ventur effect in the bore, together with @ needie valve arrangement which meters the fuel accor ingly. The operation of al side carburettos can be broken down 1 four approximate divisions as follows. 2 Operating princi The pilot system From tick-over to roughly } throttle, the carburettor depends heavily on the pilot system. Fuel from the. fost {chamber is drawn through the plat jet, and into the pilot ait passage. As the thvotte valve ie almost closed, depression at the engine side is high, and air is drawn through the pilot a passage with considerable force. The rate at which the air flows 's regulated by the pilot air adjusting serew, which, in combina tion with the pilot jet, allows the correct mixture Tor tick-over {ice} to be obtained. As the throttle opened, the effect of the pilot system gradually diminishes, to be taken over by other factors. Almost all slde-type instruments conform to the above arrangement. Exceptions are the simpla slide carburettors on Small two-stroke engines, in which no adjustment Is provided, this being pre-set during manufacture. The principle ofthe pilot system romaine the same, however. (Courtesy Kowasaki Motors (UK) Lid) Closed % % Throttle valve position Fully open ‘The development ofthe slide carburettor ‘(Courtesy Kawasaki Motors (UK) Led) Fig. 3.2 Typical pilot system At idle and low speed, the throtle valve is just apen and @ high pressure exists on the engine side of the valve (1). Fuel is Arawn through, and metered by, the plot jet (5) and is then mixed with air drawn through the pilot air et (4). A set amount tuts into the bore vie the Bypass outlet (2) whist a degree of Imisture control 1s. afforded by the pilot screw (7). This Aischerges through the pilot outlet (3). 16) indicates the float chamber, whilst (8) is the plastic limler cap which provents ‘mixture adjustment beyond praseribed levels. €] Fi. 3:1 Plot syetom ete thoughout trotterange Note that there is no fixed point at which the plot system ‘eases to have effect. As the throttle opens progressively, the pilot system's contribution gradual tals of2 Chapter 3 The Slide Carburettor aR maxtuae fue. > ig. 3.3 Pilot system ~ Mikuni VM24SC/VM28SC as fitted to Suzuki GT380L and GTS5OL A pilot ai scrow (1) controls the air low to the area above the pilot et (2). The plot mixture is discharged via the bypass ‘outlet (3) and plot outer (4). y) 2 > fe 7 pa - { ® “22 723 Fig. 3.4 Pilot system — Dellorto PHB typos Fuel fs drawn from the float bow! through the pitt jet (23) where it meets lr flowing through the air Inlet passage (18) The resurting mixture flows along the passage (20) tothe pilot ‘micure screw (22). The regulated mixture then discharged Into the main bore (1) immediately bebind the throttle valve (2) ‘During the transition trom Idle to the mon ctcult, the ‘emulated mixture also discharges through the pilot bypess 121). The postion ofthe throtie valve at ile controlled by the throttle stop screw (18) shown in outline. Throttle valve cut-away ‘The throtle valve has @ cut-away on the atmospheric, oF inlet, side, The depth of the cut-away influences the degree of depression acting upon the main jet, and affects the avfuel ratio mainly between | and J throttle opening. In practice, cutaway is considered to contol the stage where the pilot System's effect ie dropping off, and prior to the needle and needle valves period of control. As can be imagined, 2 small cut-away will give a rich misture, whilst progressively lager fut-aways wil result in a corespondingly weaker mixture (Courtesy Kawasaki Motors (UK) Lea) 3.5 Throttle valve cut-away Size of cut-away influences mixture during transition from pilot to main fuel system ~ epproximstely + ~ + throttle g ro ow I Fig. 3.6 Effect of tottle valve cut-away The throttle valve 1) sat the 4 open positon, ellowing 12 moderate aflow beneath ft. The effect of the pilot outlet (4) ‘has diminished, and fue! flow is now primarily through the pilot ‘bypass (9) from the pilot jet (51.Chapter 3 The Slide Carburetor B Needle and needle jet ‘The throtia valve carries a tapered needle which enters riled jot known as the needle jet. Normally.this 's mounted ‘irectiy above the main jet and opens into the throat of the ear- burettor. As the throtl is opened beyond the 1 open positor the needle and needle jet come into effect, and a5 the throttle valve rises to allow more air to pass through the carburettor, progressively les restriction is offered to the fuel drawn up from the main jet. The tapered profile of the needle ultimately pre ents no appreciable restition in the needle jet, and at this tage, about} throttle, the main Jet size becomes the controling factor. ‘Adjustment of the needle and neadieje's effect on the ear buration is abtained by employing various taper profiles on the ‘eedle and choosing one of a small range of needle jet types This. gives 9 coarse adjustment, which rarely requires. any modification once selected by the manufacturer. Fine adjust ‘rent for tuning purposes is avaliable by altering the height of, the needie in relation to the throtie valve. Ths is accomplished by moving a clip on the Fixed end ofthe needle to raise oF lower the needle, thus altering is range of operation. ising the Mode tone the mis lowe he he oppose weet ® g 3 © @ Fi, 3:7 Type ouelnedi jt erangement 1 Airbed, oremutson be 4 That vate 2 amet 5 are Sein 8 fel jt Fig, 3.8 Newde and owe ot putin ~ it led ype At 4 throttle, the valve (1) as ited the jot necele (11) to the point where its taper controls the fuel flowing trom the ‘needle jet (10) via the main jet (9). The dlagram shows the air bleed type of system in which air from the ai fet (12) mixes with fuel in the needle jevemulsion tube. The resulting mixture is discharged into the main bore (7). The alr bleed System 18 ‘normally favoured for four-stroke use. 3. 3.9 Needle and needie jet operation — primary type This dlagram is similar to that shown in Fig. 3.8, but lacks the emulsion-forming bleed holes in the needle jet (40). In this instance, the air and fuel droplets are mixed as they enter the ‘main bore. The primory system is applied to most two-stroke Carburetors. ain > mixture &> FueL > At about } throttle, the restriction offered by the needle (4) and needle jet (3) becomes equal to that ofthe main ja (2) This ‘marks the transition to main jot operation“ Chapter 3 The Slide Carburettor Fig. 3.11 Needle position grooves and profile The needle i fitted with upto five grooves atts upper end {or fine mixture adjustment. The choice af taper governs the ‘overall effect of the noodle ‘Standard position Jer needle Fig, 3.12 Neodle positions Jn jot represents the final controling factor in the throttle range, providing a fixed maximum rate of flow. It comes Jno operation forthe final stages of the range, from # to full throttl. The carburettor manufacturer suppl a wide range of precisely drilled jets, and when tuning a carburettor, the main Jet size represents the frst stage. Once a particular size of main jet has been selected and specified, it is rarely necessary 1 ‘epartsignficanty from the original fitment. The exceptions to are when an engine has been modified internally or the ‘exhaust and/or air cleaner arrangements altered, or where the ‘machine is used consistently above about 3000 feet above sea revel, ’As mentioned previously, the four divisions listed above ore ‘somewhat arbitrary, and in fact the stages overlap considerably. itis helpful neverthalas, to think of the operation of the cat buretorin these terms wen tuning the Instrument, (Courtesy Kawasaki Motors (UK) Led Fig. 3.13 Main jot operation At jo ful throttle, engine speed and mixture strength are ‘controlled solely by the throttle valve position and main jet size. Instrument shown is of the rocker-arm type in which the ‘reciprocating movement of the valve is converted to rotary ‘motion for 2ase of operation, 1 Throttle arm 8 Main sit jet 2 Link 2 Float chamber 3. Throttle valve bracket 8 Needle Jet 4 Throttle valve 9 Bleed pipe 5 Jer needle 1 Fig. 3.14 Main jot operation ~ Dellorto VHB. ‘Note that on some VHB types an air bleed arrangement is ‘employed, and Is til operating af full throtle settings. 1 Main bore 2 Throttle valve 3 Jet needle 4 Air passoge 5 Main jot 6 Needle jet holderChapter 3 The Slide Carburetor 6 Fig. 3.15 Main jot operation ~ Dellorto PHB. 1 Main bore 5 Jet needa 2 Throttle vaive 6 Needle jet 3 Air entering bore 7 Main jet 4 Air postage 3 Theda lopment of the side carburettor To trace the ancestry of the current side carburettor, i is Cconveriant to use as an exemple the various Amal instruments ‘There are a number of reasons for this choice, but most Importantly Amal were at the very forefront of ‘carburettor manufacture during the years thot the most important innova tions were made, and thus their range typifies this evolution. Until the mid-1950s the Amal Standard instrument, ond its ‘acing counterparts, reigned supreme, and was fitted as original fequipmont to most British and many overseas machines. The ‘main body, or mixing chamber, of the instrument was @ light Alloy casting comprising a main bor, terminating ina two-hole {lange fiting for attachment to the inlet stub ofthe engine. At right angles to this was an extension which carried the throttle valve assembly, resulting n-a tubular cruciform shape. Con- Centric wth the vertical, throttle valve, bore, was a cylingtical jet block which formed the mounting point for the needle jet and main jet, and provided a guide for the brass throtie valve. The top of the mixing chamber was closed by circular cap, Incorporating adjusters for the throttle cable and air valve cable, and secured by a knuried ring. The lower end of this bore ter~ ‘minated in a large union nut and tubular holding bolt which Between them formed 9 small wel of fluid into which the main jet projected, and the means of attacking the separate float chamber assembly. On the engine side of the throttle valve was a pilot outlet which was supplied with pew! via the pilot feed Hole in the jet Block and’ le from a small by-pass driling in the jet block. The air supply was regulated by a tapered plot ar screw, providing plot mixture adjustment. No separate pilot jet was employed: 3 atoll sized driling provided a pre-selected and ied setting. “The long, tapered jet needle was retained by a elip to the throttle valve, its postion being adjustable by means of range (of grooves tthe fixed end. The braze needle et screwed Into the underside ofthe jet block, and was itself threaded internally atthe ower end to accept the man jet “The float chamber was remote from the main body of the instrument, being secured tot by a banjo union which provided the petrol foed tothe underside of the et block. The flost was, vlndrical soldered brass construction, carrying the float valve, In the form of a tong needle, through its conte. The chamber was closed by a threaded cap incorprating a ticker to provide ‘a means of loading to assist cold starting, and @ smal locking Bolt to prevent the cap from loosening under vibration 3.1 The Amal Standard had a separate float chamber retained by banjo bot 3.2.8 removable jet block was fitted inside the main body3.3 Mixing chamber top, lock ring and throttle valve assembly 3.4 Main jt projects from underside of body as shown are removed as shown 3.5 Jet needle remains similar even today 3.7 The cylindrical float was clipped to float needle valve 3.8 The needle valve could be removed from underside of float chamberFig. 3.16 The Amal TT9 Mixing chamber ‘Mixing chamber cap 10 Seat 18 Jet holder Throttle cable adjuster 11 Jet choke tube 19 Main jot Locknut 12 Adaptor locating screw 20 Plug screw ‘Mixing chamber top 13 Plug screw 21 Pilot needle Return spring 14 Outer clip 22 Frietion spring Needle clip 15 Screw 23 Pilot needle Insert Throttle valve 16 Seals 24 Spring catch Jet needle 17 Needle jet 25 Lock spring Choke adaptor 26 Lock ring 27 Air intake tube 28 Nipple holder 29 Air valve 30 Spring 31 Air Borel top 32 Locknit 33 Adjusterv_, 1 Banjo nut 2. Sealing washer 3. Banjo union 4 Ferrule Gland nut 6 Ticker 7 Spring 8 Sealing washer 9 Screw Fioat chamber top Washer Spit pin Float needle Float Float chember Plug screw Sealing washer Sealing washer ya and guide pin Fig. 3.17 Amal TT Flost chamber assemblyChapter 3 The Slide Carburetor 9 Mixing chamber Throtle valve Jet needle and ell, ‘ir valve choke) ‘Mixing chamber union set block Coble adjusters set block barra! 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The example shown here is that fof the Honda CX 500 ig. 4.1 Typical float This type of float system is fited tothe majority of curent| carburettore (Mikuni VB series shown hee). 1 Float assembly 3 Float valve seat 2 Float valve 7 2) Fig. 4.2 Typical float arrangement (side view) 4.3 The Yamaha Y8100 employs soldered brass floats 1 Floot valve assembly 3 FloatPat height 287~ 267 mm (0972~ 1.08% im) t O06) Fig. 4.3 Float height measurement On most conventional systems, the lat height is measured between the float and the carburettor gasket face, as shown here. Normally the carburettor Is Inverted for this measurement. ch an x CE iRibyo 30. dona nom The following float settings should be made with the cerburettor in the inverted postion. These figures are based upon straight and upright mountings. All mountings should be made within 20° of level and straight. Any varlance will require a proportional akeration in determining the correct float level Fig, 4.4 Float height setting — Mikuni twin and independent float types The left-hand itustration shows the conventional twin or ‘paired float system, compared with the Independent float model ‘on the right. In the case of the latter, measurement fe taken between the float lever arm and the gasket face. H indicates the foot height, which varies according to model,32 Chapter 4 Tuning Slide Carburetors Fig. 4.5 Floet height measurement ~ indepondent float types Another method for checking the float lever height on independent float types is shown here. A indicates the distance to be measured between the lever and the main jet holding projection, indo (Courtesy Kowssoki ‘Motors (UK) Lea) Fig. 4.6 Fu Asan alterative to measuring float height, some ‘manufacturers prescribe the measurement of the normal fuel evel. This Is accomplished by fiting a length of plastic tubing to the drain plug a8 shown. The fuel level wil be visible inthe tube. 3 Tuning single carburettors — four stroke engines Stage 1: main jet 1 Start the engine, and run the machine until normal operat ing temperature is reached. Equipped with a. sparking plug “spanner, select a suitable stretch of road on which the operation ‘of the main jet can be tested. An ideal location would be a clear Stretch of country road where normal road hazards are minimised. The obfect of the testis to run the engine at full throttle, though nat necessary full speed, so thatthe suitability ‘of the main jt can be assessed. On the larger machines sing & Single carburettor this test may involve riding at speeds which ‘may incur the displeasure of the local traffic police. i i fntielpated that tis may be the case, the author strongly urges ‘thatthe test be carted out on a private road or test tack and not on the public highway. 2 Run the engine at full throttle for as far as the test rood permits. About a quarter of a mile would be ideal. At the end of the test, close the throttie, declutch the engine and switch off the ignition to stop the engine as quickly as possible. 3 Goast to a halt, and then remove. the sparking plus), Taking cate to avoid burnt fingers. Examine the plug electrodes Carefully, noting the colour ofthe deposits on them. fal is well ‘with the main Jet, the plugs willbe an even light tan colour, indicating that mixture strength is correct. If this isthe ase, the main jet ean be assumed to be correct, and attention may be turned to stage 2 of these tests. 4A blackened, sooty, appearance Is indicative of a fuel-rich ‘risture, and calls for 2 smaller main jet size. Repeat the test ‘uns using progressively smaller jets until a healthy plug colour is obtained. A whitish-qrey appearance is indicative of overheat- ing and a weak mhture Again, repeat the tests using progressively larger main jots unt the correct plug colour is Shown. In practice, 2 weak mixture is the greater of the two ‘evils, and can lead to serious engine damage it ignored. Burnt ‘alves or holed pistons can result ifn doubt, err onthe side of 2 Fich minture as 2 safety measure, - 4.7 Main jot operation (Dollorto PHM shown) At 4 to full throttle openings the idle circuit and eedieineedle jet (26) combination wil have litle novicesble ‘effect. Where an accelerator pump (22) Is fted, as in this ‘example, it will have operated to cover the transition fo main jet ‘operation. Air velocity through the main bore (24) is high, @ Droportion of which is drawn through the primary alr passage 125) to aid vaporization. Fuel is drawn through and metered by the main jet (28), flows through the needle jet (27) and is ‘discharged into the main bore (121 (Devin son - Main jet Fig. 18 Main jet location Some carburettors havea large drain plug, permiting quick ‘main jet changes.Chapter 4 Tuning Slide Carburettors 33 4.4 Round headed main jet with screwdriver slot to fatitate removal (Suzuki X7) 4.5 The other comman main jet type has a he body (Vamahe YB100) .gonal brass Stage 2: pilot circuit 1 Ser the throttle stop sorew so thatthe engine runs at a fast ile, and check that there's ample free play in the throtte cable, IW the pilot sie screws nominal setting is known, set it in his position, otherwise serew it fully home and then back i off by about Ty tums. Start the engine, and slowly unscrew the throttle stop screw until the tckover speed crops to the point ‘where the engine begins to falter. 2 "Adjust the pilot air screw by } turn at atime, noting the fetfecton the engine. Ifthe tickover slows stll further, turn the screw in the opposite direction. it wil be found that there is 8 Position where the idle speed i a its highest, and moving the Estting either side of this position will slow the engine. Having established the optimum setting, unscrew the throtle ‘stop Screw once more to slow the idle speed, then repeat the plot air Ssorew adjustment sequence. 3 The overall sequence should be repeated until 8 slow, even Tickover is obtained. On four-stroke engines, this should prove {airy straight-forward, although it may prove necessary in practice to raise the speed very slightly in the interests of folibilty in use. Two-stoke engines re. charecteristcally ‘luctant to idle reliably, and some compromise often has to be ‘made by raising the throtle stop setting to avold frequent sta ing Hit proves impossibie to obtain a reliable setting, and the ile speed varies widely and erratically, suspect either an ini. tion system fault or 2’ wor carburettor An instrument with excessive clearance around the throttle valve wil alow varying lamounts of alr to leak past it, especially at tickover, and will prove impossibie to adjust carecty Fig. 4.9 Pilot cicult operation (Dellorto} At idle speeds, the throtle valve (11) is almost closed, its resting position, and thus idle speed, being controled by the Uhrotte stop screw (10). Air lowing beneath the valve has @ slight effect on the bypass outlet (14) and a small amount of ‘uel enters the bore by this method. Air drawn along the primary ‘aie passage (9) mixes with fuel flowing from the man jet 116). The resulting emulsified misture exits vio the pilot outlet, its flow rate being regulated by the pilot mieture serew 115]. Compare the pilot clrcult shown here with that deseribed in ig, 49. 1 wil be noted that itis essentially similar in operation, but in the case of Mikuni and many other types 2 pilot alt Screw is used instead ofa pilot mixture screw. In this system ‘nly the air flow inthe pilot system ls controlled, the fuel being ontroled solely by the pilot Jt 1 Throttle valve 2 Airflow beneath valve 3 Pitot outer 4 Bypass outlet 5 Plo jet 8 Pilot air serowRevolutions per minute Best operating range ‘Air screw opening Fig. 4.11 Optimum air screw operating range (typical) 1.0 Ar screw opening 3.0 Fig. 4.12 Weakening offect of progressive air screw settings: ah coften necessitate a throttle stop screw which projects from the ‘erburettor top 1 screw location. On the YB100 and similar machines the serew is located atthe front of the carburetor my ay =! Z > ~ 2 case of this Amal instrument, the throttle stop is at {90° tothe body, whilst the mixture scrow (arrowed) runs vertically downwardsChapter 4 Tuning Slide Carburettors 35 3: throttle valve cut-away ‘should be stressed at this point, that itis unusual to find thatthe throtte valve cut-away fs incorrect, assuming thatthe ‘component fited corresponds to. that originally specified Needless to say i the engine has been modified, this may not stil hold true. It should be noted thatthe overlap betwoen the ttfects of the cut-away and the needle position will necessitate attention to both areas if problems are experienced, 2-"As the throttle valve Is opened from the idle position, a slight imbalance of the a/uel ratio occurs. Tis is inevitable, buts not normaly a problem. Some manufacturers, Dellorto for fxample, have overcome this tendency By incorporating an Accelerator pump, whist the majority have chosen to minimise its effects by careful design and adlustment. With most designs, some componsation is provided by the small well of neat fuel Which accumulates around the base of the needle jet. As the throttle opened, the sudden Increase in depression draws this into the engine, thus compensating for the momentarily weak mixture. however, the throtle valve cut-away Is too large, this will not be enough, and the weakness wil cause the engine to spit back through the carburettor, or mist 3 if this symptom is experienced, try richening the pilot ‘misture very slighty. This will usualy correct the fault. It is possible that the condition may be caused by the jet needle Being set too iow, but in practice this is unlikely. Again, must be stressed that wear in the carburettor wil aggravate the 4.8 This Dollorto instrument, fitted to some Moto Guzzi mod: {and many Ducal singles, has a square-section trotie valve 4.10 Amal throttle vaive and choke valve assembly (Triumph Tiger Cub) problem. Should the above methods fail to resolve the probiem, try fiting a throtle valve with a slightly smaller cut-away. Bear in mind thatthe throtle valve is usualy quite expensive, so try adjustment before resorting to buying new parts A throtle valve with to0 small a cut-away will give rise to excessive richness in use: tis will be apparent by the engine's tendency to snatch under load at }- 4 twrottle settings. Before a now valve is fitted, try lowering the jet needle by one notch and note Whether this has effected any change. If not, a valve with & Sightly larger cut-away will be required. Fig. 4.13 Typical throttle valve cut-away profiles CA = Cutaway Fuel flow —— 6 15 25 50 75 100 Throttle valve Fig. 4.14 Effect of cut ray types on mixture36 Chapter 4 Tuning SI lo Carburetors Stage 4: needle and needle jet 1 The needle and noodle jet, in common with the throttle valve, are amongst the very few components which suffer from ‘mechanical wearin normal service. The constant pulsing during induction tends to buffet these three components. quite in time they will wear, In the case of the neecle the needle wil develop a flat on one face, whilst the needle jet wil become oval in section. This wil allow a gradualy increasing richness to develop leading to excessive {et consumption, end eventually, to problems in obtaining Satisfactory operation. The answer isto renew the needle and the needle jet if any sign of a flat is found on the needle, The cost of replacing these two component i low, and wll soon be repaid by improved fuel consumption. itis worth renewing these items as 2 matter of course, when the carburettor is being ‘overhauled asthe degree of wears not easly assessed visually lorby measurement 2. “To correct maladjustment, o to temporarily compensate for ‘ear, the neadle position may be altered. With few exceptions, the Jet needle is suspended from the throttia valve ands secured by @ small clip which locates in one of @ number of ‘grooves. The needle can be lowered to compensate for a fu! Fleh mixture by iting the clip to the next highest groove, or raised to richan the mixture by choosing a lower clip position, ‘3 Because the needie's position, and the general condition of it and the needle jet, govern the most widely used throtte range, a correct seting fs of great importance. Note also that ‘most manufacturers supply a range of needles and needle “hich are designed for numerous applications. if the machine not new, check that a previous owner hs not inadvertently fited the wrong components. When purchasing these, or any ‘other replacement parts, give the make, year and model of the "machine and quote the engine and carburettor type numbers. Stage 5: inal adjustments 1 Chack that the throttle cable Is correctly routed with no ‘acute bends or kinks. Set the thotte cable to give the specified ‘amount of free play. Ths varies between makes and models, but {36 2 general rule, sbout jin (3 mm) ie usualy correct. Check that this adjustment is nat taken up by eabla movement when {the handlebars are turned from lock to lock 2 Recheck the ile and plot ar screw settings a8 described in Stage 2. These are always. the most difficult 10. adlust ‘accurately, and it may prove necessary to make minor correc tions after the machine has been road tested, 3. Once the carburettor has been set up accurately, meke 2 ‘ote of al the settings for future reference. In partielar, note the. pilot air screw setting in. case this adjustment. is inadvertently lost, as it wil make the subsequent ‘much simpler. Pot air screw settings are given a5 fof turns out from the fully Heme position, and general from about 1-2 tums. La 3 ‘ ISS Grooves (Courtesy Kewaeaki Motors (UK) Ltd) Fig. 4.18 Jet noodle clip location grooves 4 Check the carburettor for loose screws or signs of leakage, Its good poticy to renew all gaskets and seals when disturbed, although O-rings can normaly be re-used many times. Be ‘especialy careful to ensure that the carburetor i fitted to the inlet wract securely, a5 air leaks at this joint wil make erratic ‘unning inevitable, Where the instrument has a flange fi Use new gaskets, but take care not to overtightn th ruts, Because this wil distor the flange and allow at leaks. +15 2% Fuel flow ltersihes. | 15 30 75 Throttle valve opening Fig. 4.16 Effects of changing needle pos ‘strength 001%) Fuel flow litres 15 25 50 700 Throttle valve opening (%) Fig. 4.17 Effects of needle jot changes on mixture strengthipin many c0se® ‘a Tho ot neat is tiouam seine care ofthe thvottle valve wavy movingtocasngeit® Ee eae etsvows into anaerside of cafDureT04 most 41a Neen ie for four sroke use note bleed holes 4.13 Needle adjustments ee ee ‘another groove vale “urs Another fourstoke type nwaset= Delon? are Atwo-soke nee jot Noa bleed holes38 Chapter 4 Tuning Slide Carburetors 4.17 Check forse leaks atthe inlet tact ~ especialy where there are two joints which might leak, asin the ease of this “Trumph Tiger Cub. Tuning single carburettors — two-stroke ‘When dealing with two-stroke engines, the procedure for tuning difers from that given for four strokes in'a number of respects. Most importanty, the plug colour method of checking for correct combustion is affected by the presence of oi inthe combustion chamber, This i most evident whera the pre-mix ‘method of lubrication is employed, but also applies to pump lubricates engines to some extent, In consequence, the ol which fs burnt duting combustion will have some effect on the flectrode deposits, and as a rule, two-strokes tend to run blacker’ than thelr four-stroke counterparts. This coloration Is ‘also dependent on the type of oll used, synthetic ol! having itferen effects than conventional mineral basod ols. In view at these problems, tha use of plug colour as a guide to mixture strength wil be avoided inthe tuning procedure 'As with four-stroke engines, the importance of ensuring good general condition ond accurate adjustment cannot be Etressed too highly. All two-stroke engines are comparatively Sensitive to ignition and carburation changes, so check timing and contact breaker gapls), and ft a new sparking plug belore proceeding further. Additionally, remove the cylinder heals) 5nd decarbonise the engine If this service operation is due, not forgetting to clean the silencer baffles and air cleaner element Stage 1: main jet 1 Start the engine and allow it to reach normal working temperature. Find a suitably quiet stretch of road where the machine may be ridden in top gear, pulling hard at fll throttle, Note that this does not mean that the engine should be ‘logged’ in too high a gear, but should be pulling comfortably within ts power band 2. it the main jet Is to0 lage, the engine will tend to ‘four stroke’, oF misfire on alternate strokes. This will esult in 9 hoticeable drop in power, and is similar to. the effect txparienced when the choke, or cold-start device i lett on t00 Tong. The exhaust will fend to emit alot of blue smoke, and in ‘extreme cases the plug may foul. To rectify the problem try feducing the main jet by ane size and repeating the road test roting any improvement. Gradually work down in jet size until the Yourstoking tendency disappears, at which point the Imisture shouldbe almost correct, but perhaps slightly over-ich Its recommended that 2 marginally over-sich seting is chosen for safety, Because further reductions in size may lead to an over weak mixture, which on a two-stroka engine can wreak havoc With the engine. In normal use, the ful main jet capacity Is Farely used, 80 vel consumption should not suffer noticeably. im 4.18 Take care not to over-tighten Range fitings = they will Gistort anc leak 3. Too small a main jet is not so easily detected ~ unless the piston esown becomes holed! The main symptoms to be looked for during the road test are signe of detonation or ‘pinking ‘What happens is thet the engine runs excessively hot due to the weak fuel/air mixture, and eventualy the sparking plug oF Carbon deposits become sutfcintiy hot to ignite the Incoming ‘misture before ignition takes place. In extreme cases, the effect Of this detonation is to hammer and matt its way through the piston crown. This unfortunate result is surprisingly rare where fowners have experimented with settings of modified the fexhaust or induction systems in 9 misguided attempt to obtain ‘more power or better fuel economy. "Detonation ean be heard In the form of a metal rattle oF knacking when the engine is under load, and if noticed during the main jet test, be warned that engine damage will occur Unless 2 larger jt i tad, To pay sa, fit a much orger et, and then work back in size unt the resultant. “four-stroking” Gisappears. Before leaving the rather expensive subject of ‘detonation, it is worthwhile noting that the use of too low 2 ‘rade of fuel can be another cause of this problem, so can Incorrect ignition timing or a badly earbonised engine. So be ‘warned: if detonation 's noticed at any time, find out why and resolve the problem before it ges expensive. Stage 2: pilot circuit 1 The main problem of acjusting the pilot mixture and idle ‘speed of any two-stroke engine i that two-stokes do not The idling. Whereas on a four-stroke engine, the incoming mixture is Ccontolied with some precision, ths is not the case with the two-stroke, which has a natural tendency to mis-fre. at low Speeds, and thue idles somewhat haphazardly. Provided that this characteristic ‘= borne in mind, the tuning procedure is much the seme as that given forfour strokes. 2° Set the tote stop screw to glve a fost idle speed with the ‘engine at normal running temperature. If starting from scratch, 2t the pilot mixture screw at its nominal setting, where known, tr faling that about 14 tums out. 3 Run the engine, and ty turing the pilot mixture screw in ‘ach direction by about J turn at atime unti the fastest and ‘most even idle speed is found. Gack off the throttle stop screw {2 lowar the fale speed and repeat the pli screw adjustment This process should be repeated unt the slowest reliable idle speed found. Road test the machine, and if tendency to stall is noticed, increase the idle speed slighty until its eliminated. AAs with four-stroke engines. @ hopelessly erratic idle speed often indicates carburettor wear of imprecise ignition operationChapter 4 Tuning Slide Carburetors 39 Stage 3: throttle valve cut-away 1 The procedure for selecting an appropriate throttle valve cutaway on a two-stroke engine is identical to that described {or four-stroke engines in the preceding Section, and reference should be made to it for tuning purposes. Take note of the emarks made concerning the need for changing throte valves, 88 this applies equally to two-stroke machines Stage 4: needle and needle jet 1 These components often dfer in design to those used on four-stroke applications using essentially the same instrument ‘This is to Sut the specific requirements ofthe different types of engine, and care must be taken to obtain the correct replace ‘ment parts when these ara required. When checking of adjust. ing the needle position and the condition of needle and jt, refer to Stage 4 of the proceding section for details. The tuning Procedures the same regardless of engine type. Stage 5: final adjustments 1 As withthe last two stages, the detalis given in Stage § for four-stroke tuning can be applied with equal relevance to two- strokes. The following additional points should be noted. On ump-lubrleated machines always ensure that the pump ie working effectively and that tis correctiy synchronised with the carburettor. On pre-mix, or petrol, systems ensure that oil is ‘mixed at the prescribed ratio. n each case, an excess of ol will ‘hot benefit the engine, and at worst could lead to engine Seizure, This is. because the additional oll dsplaces. 3 Corresponding amount of petra! during combustion, and in ftfect produces 2 weak mixture, The affect of this have already been discussed 2° On two-strokes and fourstrokes, a dity ait cleaner will ‘cause a rch mixture, and so the elament should be cleaned or Fenewed prior t tuning. Likewise, the silencer baffies must be kept clean, a8 a build-up of oy carbon will create an excessive ‘amount of back pressure, and ths too will upset carburation, On ‘ho account should the silencer baffles be removed completely in the hope that the extra noise produced is indicative of extra power. This is usually not the ease, becouse the silencer will Rave been designed to complement the engine, and not to strangle its performance. 5 Tuning twin carburetors When dealing with machines fited with twin carburettors, ‘addtional accuracy is required because the engine willbe sens tive to any sight maladjustment in eithor instrument. The various tuning stages remsin the same as described Inthe sec- tions on tuning single carburetors, but additional eae must be faken to ensure balance between. the two instruments Needless t0 say, the romarks made earlier in this chapter com cceming the general mechanical condition of the machine apply equally to twin carburettor arrangements. ‘Commence by checking and adjusting the operating cable fr cables. A number of arrangements may be found here, ranging from a twin-pull twistrip with a separate cable running to each instrument, to a single cable operating a connecting linkage between the two carburetors. A third arrangement uitliges a single cable from the twistrip which enters a junction block oF cable splitter Beneath the petrol tank. From this, two Separate abies emerge and run tothe carburetors ‘Check that the cable or cables are in sound condition and wal lubricated. The routing of the cables is of great importance ‘specially where two separate cables are used. Its necessary to route the cables s0 thet 8 minimal smount of relative move- ment occurs between them when the handlebar turned. 1 this iernot done, synchronisation will be impossible. Slacken off both throttle stop screws so thatthe thotte valves close completely, then set the throttle cable adjusters to obtain the required amount of fee play, ensuring that the throttle valves are kept synchronised as described below. 4.19 Twin Mikuni carburettor. Note thatthe instruments are ‘handed, and that only one is equipped with acold-start, mechanism 4.20 Single cabie from twistrip enters tis spiter box to control twin carburetors Stage 1: synchronising the throttle valves 1 Its imperative that the two throttle valves commence pening at precisely the same time, and remain in absolute Synchionisation at all throtie settings. If even slightly out of step, one cylinder will be trying to run ata diffrent speed to the ‘other, and, as this is imposstbe, the engine wil run very lumpy. Where access permits, this synchronisation may be. checked Visualy, although this method demands 2 certain amount of ‘experience if accuracy is to be assured 2° A simpler and undeniably more accurate method requires ‘wo steel bearing balls of the same size, 2 small magnet and {wo places of clean, lint-free rag. Open the throties fully so that the Valves are lifted clear of the main bore. Carefully stuf the fag Into each carburettor taking care not to damage of disturb the throttle needle, The rag should be positioned just to the fngine ‘de of the throtle valve, eo that the ‘after cen close Without hindrance but 30 that the rage block the inlet tract. 3 Close the thvottes and back off both throte stop screws Lunt they no longer contal the valve postions. Place one stee! ballin the mouth of each instrument eo that it rests against the throttle valve. Open the throttle twistgrip slowly, and note Uwhich of the steel balls drops past the throtle vale first Fewieve the balls using the magnet, and repeat the test having first adjusted the throttle cable of the lagging carburettor by a40 Chapter 4 Tuning Slide Carburetors small amount. The procedure should be repeated until both balls ae released at the same moment, indicating thatthe two throte valves are accurately synchronised. Do not forget to remove the pieces of rag from th inlet tract. 43 West, open the throttle whilst observing one ofthe throttle valves, using an ingpection mimor where necessary. Postion the valve so thatthe edge of the cut-away is just flush withthe top fof the carburettor bore, and hold ths position If als well, the Femaining valve wil be in the same position Indicating thatthe carburettors are accurately synchronised. If this is not the case, then some discrepancy in the cable routing must be affecting ‘the operation of the throties. Try rerouting the cables, then repeat the whole synchronising sequence until the valves temain in step vroughout the throte ronge. Once the instr ‘ments have been synchronized, carefully tighten all adjuster Tocknuts to preserve the setting. With twin cable arrangements, rote that any subsequent adjustments for throttle cable fee play must be made by moving both adjusters by exacty the ‘Same amount otherwise the synchronisation will be lost. On ‘machines where a spiter is used, make throttle cable tre play adjustments on the single cable wherever possible. Stage 2: main jet 1 The mathod of checking main jet suitability is similar to that described for single carburettor engines, eatior inthis Chapter ‘Make a test run at ful throte, stopping the engine quickly, and removing the sparking plugs for examination. On two-stroke machines, the four-stroking’ methad should be used in pre ference to checking sparking plug colour. In rare cases, o for particularly precise tuning for competition work, it may be found ‘hat main jets of slightly ciferent sizes may be required foreach ‘carburettor. Thi, however, is rarely necessary for normal road work, and tis usual to fit main ets a8 pats, 4.21 Neadle Conceatre Mk I jet holder r main jet and fiter gauze Amal Stage 3: pilot circuit 1 “Having completed the fist two stages of the tuning sequence. start the engine and allow it to achieve normal working temperature. Holding the twistgrip open ata fast ile, Adjust each throtto siop screw by an equal amount to maintain the setting, Stop the engine and remove one sparking plug, and ‘arth the high tension lead of that cylinder. This latter point Is particulary important where electron ignition is ited, asthe System may be damaged if ts not earthed 2'Start the engine, which wil now turn on the remaining Cinder only. Adjust the pilot alr screw and throttle stop screw {a give the slowest rollable ile speed, as described in Stage 2 of sections 1 or 2, 28 appropriate, Where a tachometer sited, ‘make a note of the engine speed at this setting, then refit the Sparking plug ond lead, and topest the procedure for the remaining cylinder. itis desirable to match the idle speed Tor ‘each cylinder, but on machines not equipped with a tachom this wil not be practicable. In these instances, try to match the two speeds by ear, ag far a¢ possible. The ile speed of each binder must be approximately the same, or some lumpiness willbe experienced as the wistgrip is rst opened 3 Reconnect the remaining sparking plug and lead and star the engine. The idle speed wil probably be too high, so reduce this by unscrewing the throttle stop screw by an equal amount fon each instrument. Alow the engine to run, and place a hand ‘ver the end of each silencer. The pressure from each exhaust system should be similar on a corecty tuned engine. A weak fexhaust flow, and/or intermittant misfring on one cylinder Is indicative of imbalance in the plot system, and the sequence should be repeated to compensate for this. 4°"'an altemative, and more precise, method of setting the pilot crcuit's 10 use one ofthe carburetor balancing devices on {the market, Not all of these are suitable for use on motoreycles, fand of the types avaliable, either a wall damped gauge type or 8 ‘vacuum mercury column manameter i the best choice. These ‘devices allow both instruments tobe eet up simultaneously and with greater accuracy than by the above method. Whilst the use Of this sort of equipment can be considered non-essential but fxtremely. useful when doaling with twin cylinder, win Carburettor machines, when three or more carburettors are fitted, some form of balancing equipment Is indispensable. In Consequence, the use of these devices is discussed in detal Tater in this chapter, and may be applied to twin carburettor arrangements it desires, 55 There isa third possibilty for carburettor balancing which is to employ a length of plastic or rubber tubing with which the inmake hiss produced by each instrument con be compared by holding the remaining end to the ear, The object here is t0 Adjust the carburettors until the same nolse is produced by teach. This method can work vory well, but demands. an experienced ear iit fs to be successful Its seis rapidly declin, Jing. and will no doubt join the ancient and forgotten art of bering scraping in due course. Having said that, any owner Inerested and patient enough to attempt this method is encouraged to give ita try. Once mastered, it can be just as ‘accurate as any gauge, but in the meantime a dogree of persistence will be required. Stage 4: throttle cut-away 1 The remarks made in Stage 3 of the procedure fr tuning single carburettors can be applied here with equal validity. It ‘should be stressed that the condition of the valves is of even {greater Importance on twin or mult-carburettor systems, Decause any ait leaks wil make accurate tuning all but impossibia. If becomes necessary to renew @ valve, the remaining component should also be renewed so that the {wo remain equally matches. 4.22 This Amal MkII pilot jt i fitted in the float bow!Chapter 4 Tuning Slide Carburetors a 4.23 The throttle stop screw ~ Amal Concentric Mk I ‘Stage 5: needle and needle jet 1 Refer to Stage 4 ofthe single carburettor tuning Section for details of this procedure. Additional points which should be natad are that the noedie and neodie jet must be treated as @ snd any adjustment made to one must be applied to the sasoning should be applied when renewing these components. Always fit needles and needle jets to both inatruments to preclude ary imbalance. Once again, weer wil ‘make tuning very dificult or even impossible. Stage 6: final adjustments 1 Go over the pilot ckcult sequence once more in case subse- quent alterations have affected the earlier setting. OF all the {ning ‘stages this, and the inital mechanical synchronisation hhave a very marked effect on the smooth running of the engine. IR'wil be necessary to be extremely patient will Both of these stages f good results are to be expected. 2. When dealing with twin carburetior machines, teat all ‘aspects as palrs to ensure similar performance from each. On machines fitted with separate air cleaners, always clean and ‘anew both at the same intervals to maintain this balance. On Vertical twin-cylinder engines, a balance pipe is often fitted to {damp out minar variations in depression between the two inet ‘manifolds. Tis should be kept in good condition, and renewed i there is any suspicion of air leakage. 6 Tuning multiple carburettors ‘Many large capacity machines naw feature three, four- or sixeylinder engines arranged across the frame, and fed by 3 Suitable array of carburettrs. Of the above machines, the most popular configuration 's a four cylinder engine employing one arburettor per eylinder. Whist in theory at least, this s a desir- ble state of affairs, the glamour begins to pall significantly ‘when the time comes for servicing. The prospect of tuning and balancing a closely packed bank of four carburetors is, for most ‘owners, sufficiently: daunting for them to entrust this work to thei local dealer and his diagnostic equipment. ‘This aversion is not without foundation, because the opera ion requires great care and patience, not to mention some rathor expensive equipment. itis reasonable to state that twin Carburetors are a= much as the average mechanic can deal fed, As the number of instuments rises, the more Critical” the. balance and synchronisation between them becomes. Where vacuum gauges are 2 useful accessory for 4.24 The plot ar screw — Amal Concentric Mk setting up twin carburetors, they become just about essential ‘when dealing with more than this 'As mentioned previously, there are a number of options ‘open to the owner of mult-eyiinder machines, of which the ‘easiest isto take the machine to a rllable dealer for carburettor ‘tuning. Given skiled operators and the sophisticated diagnostic equipment available at most large dealers, this may well prove to be the best decision. Most owners of these mult-carburated ‘machines, having bought this book, will be keen to overcome the problems inherent in tuning thet machines, and so we shall ‘ell no further on avoiding ther, The second easiest solution to the problem, though by fer the most costiy, is to obtain a set of vacuum gauges. These Gevices are expensive. They can be bought ae manufacturer's Service tools, and in this form willbe completely sulted to the ‘machine in question, requiring no adaptors oF modification. Somewhat cheaper than the above ate the various after-market ‘vacuum gauge sets, which vary in price and quality. These can be found advertised In the motoreyee press and are avallable from the larger motorcycle shops specialising in tools and accessories. The decision whether or not to purchase this type ‘of equipment must be lef 1 the individual. On the one handy, t will mean a large outlay on infrequently used and specialised ‘equipment, whilst conversely the money spent will be saved after about ton hours of what would have been professional tuning. As mentioned before, 8 good way of obtaining this type of equipment isto form a small eyndicate of owners of mult {ylindered machines, who can then share ownership at a greatly Feduced individual cost. Some motorcycle clube purchase special tools for the use of the members. As a lost resort, 9 Pantculerly well- disposed and helpul dealer might agree to hire Or lend the equipment during a weekend o” evening ‘Another atrnative which will appeal tothe more resource- ful ond cost conscious reader, isto fabricate a vacuum gauge set using the relatively cheap car type gauges available trom ‘ost motor accessory shops. Ifthe worst comes tothe worst, ft iS even possible to make do with one gauge, checking each cylinder in turn. These last possibiliies wil be discussed more fully in Chapter 11 In addition to the aforementioned vacuum gauges, a certain amount of information wil be requled for the machine in ques tion, and to this end 8 workshop manual is invaluable. It goes ‘without saying that the machine must be in good mechanical Condition, and that all routine service adjustments ore attended to before carburettor tuning Is attempted. Spend @ litle time finding out which screws convo! what on the carburettor benk ‘On most machines, access is made much easier by propping UP ‘the rear of the petrol tank so that t does not obstruct the instru42 Chapter 4 Tuning Slide Carburetors Usualy, the carburetors are mounted on a bracket and ‘controlled by 2 connecting linkage which connects the throt valves together. Lever-type side carburetiors are often ‘employed, each having a small rocker arm in the top of the mixing chamber to translate the turning movement of @ con Recting shaft into vertical movement of the throtle valves, Some means of adjustment, usually a small screw on each rocker arm, is fitted to provide individual adjustment of esch ‘valve in relation tothe connecting shaft, thus providing @ means for obtaining mechanical synchronisation. Throttle stop adjust- ‘mantis made to each instrument simultaneously by way of & Single screw or knurled knob. ‘As ith single and twin carburettor installations, the instru ‘ments must be in good condition before any tuning attemnt ix Fig. 4.18 Typical throttle cable arrangement on multicylinds ‘made, It willbe obvious that any overhaul work must be carried fut as a precursor to tuning, and this should apply even if the Instruments have been functioning acceptably for a long period beforehand. Itt proves necessary to fit any replacement parts, this should be. applied to all of the carburettors to ensur Uniform operation. The float height of each instrument should be checked, with the carburettor bank in position on the engine ‘where the level tube methods employes. In ths instance, the level tubes can all be held against one ofthe outer instruments for convenience. Ensure that the machine is standing an an ‘even level surface before measuring the fue levels. Where the method of measuroment requires. the float to gasket face stance to be checked, this will entail the removal ofthe instru ‘monts as an assembly in most cases. Adhusters Paley Nipples Throttle twist-arip Letter R denotes return or closing eeble Closing cable Opening cable4.26 A typical four carburettor arrangement (Suzuki GS750) showing throtle cables and pulley, and the master throttle stop control knob (arowed) 4.27 Master trotte stop control (Kawasaki 2850) 4.28 Pilot mixture screws are often located on underside of fioat bow 38 on this Kawasaki Z650n- Stromberg type i F & 3 3 8 -Chapter 5 The Constant Depression Carburettor ‘As with most aspects of earburation, the Constant Depre sion (CD) carburetor is fraught with ambiguities. In tis case, the term chosen to describe ts operational principe is open to ‘lacussion, and in consequence it has acquired 9 number of hhames, most of which are equally appropriate and correct. This particular type of instrument is known variously as constant Velocity (CVI, constant vacuum (also CV), variable. ventur (hich does not descr it adequately) and the aforementioned constant depression (CO). “The most popular of these has been chosen, and will be used henceforth t also has the added advantage of describing ‘very nleely the likey result of the reader trying to fathom why an Uunauspecting carburettor should be the subject of such diverse Romenclature. To avoid any further depression, let us begin by establishing in what respects the CD instruments citfer from the Simple side instruments ‘We have soon how the simple slide carburetor developed ‘over the years, and how various innovations and improvements ted to an instrument that reasonably accurate over a wide range of throttle openings and engine loads. This type of car Durettor works quite satisfactory for most of the time, has the ‘great virtue of simplicity, and will no doubt be with us for many ‘ears to come. it does, however, have failings TT the engine is runring fay slowiy in top gear, and the fidor wishes to accelerate, he will do one of two things 10 Achieve this. He may simply snap the throttle open, wait whi the engine coughs, and then regains control and begins 10 accelerate. Alternatively, he may select a lower gear, thus faising the engine speed, and accelerate smoothly by opening the throttle progressively. The course of ction chosed is ‘Sependent solely on the rider's experience and mechanical sympathy. n the later case, the carburettor coped well enough, progressing smoothly through its operating range as the engine ‘Speed and venturi size increased. In the former cage it id Not, ‘and forthe following reasons. Just before the throtte was opened abruptly, the valve was almost closed and the volume of air passing through the Festrcted venturl was low, 2s was the volume of fuel which was being drawn through the plot circuit. When the throttle valve was snapped open, the effective choke area became very much Greater. The volume of air passing through the venturi, being {overned by the engine's speed, remained much the same, but 8s Tt was now passing though a much lorger venturi, ts velocity became greatly reduced, ‘At this stage, the pilot circuit will have ceased to operate, ‘but 8 the air speed is so low there willbe insufficient depres: sion to draw fuel through the main fuel circuit. AS a result of this, the mixture will be extremely weak, and combustion willbe ‘erratic or non-existent. ‘Normally, the engine wil ust spluttr for a while and then pick up again, but in extreme cases it wil stall completely. Mo: Slide carburettor-equipped machines wil exhibit this fault ifthe fhvottle Is. snapped ‘open suddenly when the engine is. at Wekover. “This problem demonstrates dramatically that slide ear burettors depend to some extent on the rider operating the throttle in a manner which is compatiole with the engine. Fortunately, few riders choose to go around proving this ‘ficiency in the course of normal riding, and in this reepect itis of Ite significance. The problem exists, however, on 8 mo Subtle and more important level, and simply means that for ‘optimum combustion and economy, the throttle opening must suit the ongine's demands. No rider can claim to be able to Achieve this consistenty all the time, withthe result thet t ig # certain amount of power loss and wasted pettol duting ‘normal riding. Ths latter poi easing significance 28 {uel supplies dwindle, prices rise and concer over hydro-carbon ‘The answer to these problems would be an instrument ‘which was automaticaly throttled to sult engine demands, but left engine epeed control inthe hands of the rider. At first sight, this might seem Ukely to result in 3 frighteningly complex car” burettor, but in fact the CD instrument solves these require- ‘ments with elegant simplicity. ‘Aithough it seams. 2. relative newcomer to many rmotoreyests, the CD carburettor has been widely used on car engines for 2 great many years. The CD instrument made what {898 effectively Its motorcycle debut, attached to the Triumph ‘Thunderbird. This was in fact an SU instrument, manufactured pacialy for motoreycle use, This SU instrument was used for 8 ‘number of years, but was eventually dropped in favour of the traditional side type, One suspects that this was largely due to ‘the motorcyclists inherent distrust of anything new, although ere were many accounts about the new instrument being “unvliable. This may have been true. It was, after al, an innova tion as far a8 production machines were concerned, and may ‘not have been fully developed when it was fist launched. It ‘would appear that both Telumph and SU were discouraged, a8 tho further SU equipped machines have yet appeared. Some Years late, the CD carburettor appeared’ again, this time on Various Japanese machines. This time they worked, and the motorcycling pub ected hem tat ‘are two base types, which forthe sake of convenient cexminlouy we wil cll the SU and Stombrg types, Bath ie teumonts do a similar job in sightiy diferent ways. Although @ CC carburettor is by no means the only possible solution tothe problems outined above, it does resolve them quite neatly, as will be seen AAILCD instruments are essentially similar in function to the simple side carburetor, but have two Important differences. ‘The thrate valve is not connected tothe twtgrp in any way, land its action is entirely automatic, governed by the amount of ‘manifold depression. The rider conirois the at flow, and conse- {quently the engine speed, by means of a simple butterfly valve Tocated on the engine sie of the main piston type valve. ‘the mixture chamber ls enlarged, becoming ‘an airtight eviinder, of suction chamber, in wich @ piston is {rae to move. The piston is finely machined so that it almost touches the piston walls. The underside ofthe piston terminetes 3 10 that of conventional slide car- 3F the engine side ofthe piston is small driling leading up into the cylinder ‘When the engine is running, the depression created on the ‘engine sido of the valve is transferred via the driling to the ‘pace above the piston, creating a sight vacuum. Atmospheric pressure on the underside ofthe piston pushes it upwards unti the two pressures balance out, andthe piston is maintained at this height At lower speeds, ite piston movement takes place, the flow rate being controlled by the butterty valve. If the ‘throttles opened quickly, the piston does not rise immediately, land thus prevents an excessive amount of fuel or alt from being ‘admitted. AS the piston rises, the at volume and fue rate are Slowly increased until they match the requirements dletated by the engine's speed and the butter valve position. ‘At high engine speeds and ful thratte opening, the piston Is drawn fully upwards by the resulting vacuum, leaving the c burettor choke virally unrestricted and the fuel flow metered by the main jet. Closing the throttie reduces the vacuum effect, ‘anc the piston and valve wil fall uni equllarium is reached or Untl the valve reaches its ile postion. It will be noted that if the buttery valve is opened to a position which does not create sufficient vacuum in the suction48 Chapter 5 The Constant Depression Carburetor chamber 10 open the piston/valve further, the throttling is ‘automatically controlled by the latter until the engine speed bulids sufficiently to create a diferent In this way, the rider controls the engine by governing the amount of mixture admitted to the engine, rather than controling the aVfuel mixture directly. If the twistgrip is opened too far, the Diston/valve assombly will nt do'so until engine spaed and la Eonditions permit this. “The second type of CD instrument isthe Stromberg type, in Which @ valve similar to those used on slide carburetors Is attached fo the centre of a rubber diaphragm. It operates in ‘much the same way asthe 8.U. type, but dovs not require such Precise machining of the suction chamber, the flexible iaphragm forming an effective seal This second type has the ‘advantage of 8 more compact suction chamber, and for this Feason is the more popular of the two types for motorcycle ‘applications ‘The valve or piston/valve combination plays an important part in turing these instruments. Not only does the valve cut- ‘away have an effect, but the waight of the valve determines its Fesponse to vacuum changes. This characteristic adjusted by antfclaly adding to the offlective weight by fitting @ spring above the valve. It should be stressed that this is net a return Spring, but a means of choosing a valve response sulted to. Particular engine ‘There are _a_number of hybrid instruments found on rmotoreycies. One of these is part fixed jet and part CD in fune- tion, Attickover, metering is controled by a normal pilot eiecul independent of the main carburettor and automatic in opera: tion, a6 in most instrumonts. As the buttery valve is opened. ‘more iris admitted, and fusl is drawn from the primary main Jt located on the engine side of the valve. Further opening of the buttery causes the secondary main jot to be brought into action, this bsing located centrally Inthe instrument asin con ventional slide or CO types. Up to this point (idle to low speed) the carburettor has functioned asa fed jet instrument, but from here on, the vacuum induced begins to act on the suction ‘chamber, and the instrument funetions as a CD type. This Additonal sophistication is designed to give an ever smoother transition between the idle and low speed stoges. ‘Another variation, found on some Honda twins, dispenses "withthe Butterfly valve, the vacuum-contalled valve controling the engine speed completely. The throtte valve incorporates 3 small shutie valve in the alr passage which runs up into the Suction chamber above the ‘laphragm. Inside. the suction chamber isan arm operated by the throttle cable, When the end Of this arm bears upon the top of the shuttle valve, iis held Closed, s0 at tickover the throttle valve is held down by the arm. ifthe twisigrp is now turned, the valve is allowed to open, and the vacuum will act on the diaphragm, Iiting the piston. The arburettor will now function as on ordinary CD instrument unt the valve rises satficiently to close the valve by touching the it wil be seen that the upward travel of the valve is thus controlled by the arm, as the closing of the throte. The speed [at which the valve opens is, however, dependent on engine load {and speed, as with any other CO instrument. Al CD ‘carburettor have a similar jetting arrangement to the slide types. A float chamber is mounted beneath the mixing ‘chamber, concentric tothe valve or valvepiston arrangement. needle Is attached to the underside of the valve, operating in conjunction with a needle valve to contra the fuel delivery at low speed and intermediate speed settings. Below the needle jet arrangement isthe main jet, occasionally supplemented by 3 primary main jet mounted nearer the engine side of the instru- ment. The pilot ctcut is similar to that used on slide instru- ‘monts. An air passage, normaly controlled by an air jet, passes Bir into the carburettor via a pilot at screw. Fuel drawn through 8 plot jt is mixed with this air stream, andthe resulting mixture is admitted via an outlet on the engine side of the throtie and buttery valves. Cold starting is provided by a richening cirult in the majorty of cases, although some form of strangle, similar in construction to the butterfy valve, is occasionally found: Fig. 5.1 Typical Stromberg-type CD carburettor Diaphragm 6 Piston valve 7 Return spring 8 Bypass outlon 9 Pilot outlet Throtte buttery Pilot feed pipe Jet needle Needle jet 10 Pot jot 11 Starter jet 12 Main jet 13 Drain plug 14 Float assembly 15 Needle valve 16 Valve seat 17 Fuel iter 18 Cold-stort lever 191 Pilot mixture screwCarburetor body Adaptor lange ‘Screw 4 of Gasket Throttle cable abutment Serew~2 off| Plug Washer Piston chamber assembly Piston spring Thrust washer ‘Needle locating screw Jet needle ‘Screw = 2 off Washer ~ 2 off Sealing washer cop 18 13 20 ar 2 23 26 25 26 2 28 29 30 a 32 33 Fig. 5.2 Jet adjuster serew et bearing top et bearing seat Copper washer Copper washer Brass sealing ring Cork seating ring Brass gland washer Cork gland washer ‘Spring Adjusting nut ‘Spring Jet lover link Pivot pin Pivot pin Bolt Fibre washer ‘Spring washer Washer ut Split pin Return spring Float chomber Float chamber fd Float Float needle and Hinged tever Pivot pin Fibre washer Seating washer sot Brass cap Trrotle spindle Throtle buttertly ‘Screw 2 off Throttle lever Pinch bolt Nut ‘Spring washer 63 Adjusting screw 64 Spring {65 Lever return springFig. 5.3 Keihin CVB 36 carburettor ~ SU type constant depression instrument Siow si jot 9 Needle jet 17 Pilor jee Main air jot 10 Float valve seat 18 Main jet Vacuum gauge take-off 11 Float bow! 19 Retsiner Vacuum eylinder 12 Retainer 20 Plug Spring 13 Serow 21 Storer jot Vacuum piston 14 Float valve needle 22 Spring Screw’ 15 Float 23 Piot screw Jet needle 16. Slow running jet 24 Mounting plateopi ul posn ie 0 Jes ALBA Omen BmlOI\N YL @'§ ox By yteDUIG pasnoy exe Bu esydep aiaxoy v S'SThe increasingly popular CD carburettorChapter 6 Tuning CD Carburettors Contents Preliminary checks (Checking the float level 1. Prliminary checks ‘As with any other carburettor tuning sequence, attention ‘must first be turned to the general condition of the machine. It ‘must be understood that na amount of tuning can compensate for a worn engine, and such deficiencies must be Investigated and rectified first. Equally important is the state of tune of the fengine in general. On two-stroke machines, attention must be ‘iven to the exhaust bates and sir cleaner, both of which must be cleaned, The engine should be decarbonised if this operation iS due, and of course, ignition timing and contact breaker sett ings should be checked and reset as required. In the case of four-stroke, the silencer baffles do not normally become obs: ‘wucted, because the exhaust gases are not of an oily natu {if ‘they ara, thore is something sadly wrong with the enginell. The remaining operations mentioned above should, however, be attended to, and in adation, the valve clearances. should be checked. ‘The condition of the carburettor itself is of great importance, and if the machine has covered a high mil without attention to the instrument{s), a full overhaul may be desirable. Tis s of particular significance where the machine runs very badly oF consumes an unveasoneble amount of fuel Although an overhaul need aot be considered & normal pre ‘cursor to tuning, it should be bore in mind that much time and ‘effort can be expended during tuning, and this Is wasted on 2 ‘worn or damaged carburettor. If overhaul is considered to be Necessary, refer to Chapter 9 for detalls before proceeding further withthe tuning operation, Tuning procedure ce 3 \With the tube connected up, the reading is taken by holding the {ube against the carburettor body and turing on the fuel tap. ‘The level figure is given ae a diatance below @ known datum point, normally the lower face of the carburettor body. Where ‘multiple instruments are fited, one ofthe outside carburettors an be used as.a common datum forthe inaccessibie inner ing. rumentist “The more common method is ‘normaly measured from the carburetor body gasket face, To carry out this check, it will be necessary to remove the car buretteris fom the machine, and to release the float bowl. The check is made with the carburetor on its ide, so that the valve {s ust closed, or wth the instrument fully Inverted, The method ‘sed depends upon the manufacturer's recommendation, In ether case, the level should be checked with an accurate ‘ler, The tolerance fs normally about + 1-0 mm (0-04 i), butt is important where more than one insvument Is used, to ensure that the levels are sinvlar on each, I adjustment is require, iis carted out by carefully bending the small metal tang which ‘operates the float valve. It should be noted that the smallest ‘movement here results na much grater change in float height, fo great care must be taken and the new setting checked careuly Te is important when dealing with carburetors having a ‘double float arrangement that both floats ae at an equal height, It is possible for the two to become displaced if the metal suppor becomes twisted, and care must Be taken to avoid this ‘when adjustments are made, 3 Tuning procedure 2. Checking the fost level It is important to ensure that the fuel level in the float ‘chamber is maintained at the covrect level. If this is not the tase, the mixture will bo excessively rich or weak throughout its operating vange, and thus will afect all subsequent tuning stages. Tt is obviously necessary to know the recommended float height setting or fue level. This information can sometimes be found in the better owners hanabooks, but often it will be necessary to obtain a workshop manual orto enlist the help of a friendly dealer to establish the required setting and the method fof measurement. Gonerally speaking. there are two basic {iustment methods, and these ae outlined below. It should Be Foted however, that there are subtle variations of these, 50 1 ‘must be stressed that the exact details be checked, along with the setting ‘On some instruments, it isthe fuel height itself which ie measured. This is accomplished by removing a plug near the bottom ofthe float bow! and attaching a clear paste sight tube ‘Tis can be bought as 2 manufacturers service tool, But the ‘more resourceful owner can usualy improvise with some car windscreen washer tubing and a measure of ingenuity. The tubing is cheap and easily obtained trom motor accessory ‘shops. Another source of supp is 8 home winemaking shop. “The operational stages, and consequently the tuning stages, are similar for CD and siide-type carburetors, even though throttling is not controled directly on the constant depression types. Its recommended that the tuning sequences given for sido types are studied before attention is turned to constant Sepression instruments, as this will help to demonstrate which ans of the carburettor contol the mixture ratio at various throttle openings. The CD carburettor is normally employed on machines having two or more cylinders, and as the tuning procedure is largely similar regardless of the number of ‘carburetors ‘employed, the various permutations will be dealt wth together. Let us begin by considering the various operating stages, and the means of adjusting the mixture ratio at each, [At tckover, oF il, the piston/valve ist its lowest point. ‘The butterfly valve is slmost closed and ie resting against the throttle stop serow which has boon set at 2 sultable engine speed. Air is drawn through the carburettor past. the pistonivalve assembly, which exerts no effect at this speed. The ‘ir is restricted by the buttery valve, behind which there exists ‘ulficent depression to draw a fuel/air mixture thraugh the plot {ystom. This ratio is controlled by a plot mixture screw, and in ‘some cases by a pilot ai et which determines the Initial flow {te of air passing through the system. The pilot jet convols the ‘uel detivery from the float chamber4 Chapter 6 Tuning CD Carburettors ‘As the twistgrip Is turned, the buttery valve begins to ‘open, and a larger volume of air admitted to the engine. The Birflow is now resticted at the pistonvalve which wil open Slightly to compensate for the increased depression behind The pilot circuit will cease to operate during this intermediate stage, and fuel wil now be drawn through the primary main et if fited, of through the needle jet At this stage, adjustment is ‘made by altering the needle position (where this is possible, hanging the primary jet size (where applicable) or by contol ing the elfectve piston weight by fitting a epring of ltfrent 'AS the butterfly valve opons fully, the pistonvalve assembly will ise t0 a postion governed by the engine load and speed, Eventually he needle jet and needio will cease to affect the ful flow from the main jet, and this wil become the contealing factor. The amount by which the piston/valve opens is stil dependent on its effective weight, and it wil be seen that this Component has a significant eMect ata but idle speeds 6.2 Adjustments made by bending tang to which fost ne is anchored moet: ‘Al (Courtesy Kewasoki Motors (UK) Ld} Fig. 6.1 Float system 1 Float vave 3 Float 4 Overtiow pipe 2 Valve coat (Courtesy Kewotaki Motor: (UK) Ltd) 1 Drain plug adaptor and tubing 2 Float bow!Fig. 6.5 Pilot system outlets dD 1 Bypass outlet 9 Pilot outlat 2 Throttle butterty Pilot si jt Pilot jot Float chamber Pilot pipe Throtle buttrty Bypass outlet Pilot outlet Pilot mixture screw ain > moxrune ruc. = ® 6.3 Low speed operation — CD carburettors At low speeds the throttle butterfly (9) wil be almost closed and airlow through the instrument wil be low. Vacuum in the Carburetor bore, and consequently above the diaphragm (4) wil below, and ar entering the passage (1) t0 the area below the diaphragm (3) wil not produce much movement of the piston valve (2). Vacuum effect is highest on the engine side of {the piston valve (7). and a vacuum port (8) conveys this (0 the vacuum chamber (5). spring between the vacuum chamber ‘cover (6) serves 10 hold the piston down under fow vacuum ‘conditions such ae this Ifthe buttery valve is ignored for 2 moment, it will be ‘noted thatthe maln bore fs behaving just ke side corburettor at ow speeds. © @ ® Compare this with diagrams of side carburettor plot systems, and it wil be noted that thore are few ferences. The bypass outlet (6) and pilot outlet (7] have bean moved to the top of the bore because the buttery tums antl-elockwise and would obscure outlets atthe bottom.@ Fig. 6.6 High speed operation ~ CD carburettors Compare with Fig. 6.2. The throttle butterfly (3) is now 4 open, and @ much higher vacuum has boon developed in the area beneath the rear ofthe piston valve. This vacuum effect has been transmitted vie the ‘vacuum port to the vacuum chamber, air beneath the dlephregm (1) fs at atmospheric pressure and has ted the piston valve essembly (2) unt! the pressures are in balance. As soon as venturl depression lessens, the piston valve wil fall compensate. an > mixture > Fuew a Fig. 6.7 Main fuel system oper Again, this bears dlrect comparison with the conventional side types. Air enters the ai jet (1) and ‘passes tothe emulsion tube whore It ls mixed with fuel om the main jet (2).At 4-4 throtl, the needle et (3) and jet needle (4) control the mixture volume, the needle and piston valve height being determined by fengine vacuum in response to the thratle butterfly (6) setting. A convention! float arrangement (6) is employed.Chapter 6 Tuning CD Carburettors 57 Stage 1: idle and low speed 1 Unless @ single CD carburettor is fitted, whichis relatively unusual, itis important to ensure that the instruments are orectly synchronised, It is normal practice to fit single throttle stop screw, usualy ¢ knurled wheel, to adjust the idle speed of each instrument simultaneousy. The spindle of each buttery valve is interconnected, end provision is made for adjustment in relation to each butterlly and ite neighbour. This is normally by means of @ small adjuster screw and 9 locknut This synchronisation adjuster screw will be found betwoen the instruments, where the connecting spind interiocking brackets. The throttle stop screw Is between the carburetors or at one end ofthe operating spindle, ‘and if examined will be seen to control the setting of ll the butterty valves simultaneously. 2. The pilot mixture screw is fitted into the carburettor body, “sual on the engine side of the mixing chamber. On many recent machines @ small plastic limiter cap Is pushed over the Screw head to dissuade the owner fram moving the screw by ‘more than $ turn of $0. This is ine It gives sufficient adjust- ment range, but itis often necessary to remove the cap t0 adjust the mixture correct. 2) The various adjustment screws should be identified before Droceeding any further. Again. if possible, have a workshop ‘manual fo hand, a8 this will contain a drawing oF photographs showing the various screws and thelr positions, and may save ‘much confusion for owners unfamiliar with thet machines 4 Set each of the pilot mixture screws to its recommonded position This is normally between | ~ Tf turns out, meaning {hat the serews should be turned clockwise unt they just seat land then backed off by the sppropriate amount, It should be noted that the limiter caps must be removed to permit this Setting to be checked. When the screws are in thor proscribed positon, refit the caps in the mid-way position. This will ive bout } turn adjustment in each directton, and wil normally be Sufficient for intermediate settings, though for full tuning from Scratch the eaps should be lft off 5 With the pilot mixture screws set up inthis way, the engine should be thoroughly warmed up, preferably by ding the machine for a fow miles. Twin cylinder or single cylinder machines with one caraurator can be checked and adjusted a8 follows ° oN Fig. 6.8 Control cable and throttle stop adjustment (typical) 1 Throttle cable adjuster 2 Pulley 3 Cable nipple 4 Throttle stop contro! knob 6 Start the engine, and adjust the throte stop screw until @ Siow idle speed is obtained. Now move the pilot mnture screw by } tur ata time, noting the effect thet this has onthe engin speed. Make a careful note of the amount by which the screw ie ‘moved. After & while, the continued movement of the screw will {end to cause the engine to slow and to run rather erratically. ‘Stop adjustment at this point and return the screw to its former nominal setting. 17" epeat the above checks, but this time move the screw in the opposite direction. By this method, itis possible to discover the small range of screw adjustment in which the engine will tun reliably The mixture screw can be set midway between the two extromes to. give ® reliable, even tckover. If necessary, make final fine adjustments tothe ile speed by means of the throttle stop screw. 1B On twin-eylinder, ewin-carburettor installations, it will be ‘necessary to attend to the problems of synchronisation, oF Balancing carburettors which are out of balance will result in surprisingly rough running, and its vialy important to ensure ‘that this is correct. Where CD carburetors are employed. itis not really sufficient just to check thatthe two butterfly vals ‘open together, as this dose not necessarily mean that the Diston/valve arrangements will do likewise. For this reason, itis Fecommended that vacuum gauges are used 10 check the ‘depression in each Inlet passage. For owners who wish to attempt adjustment by feel the folowing procedure should be followess 8 First, chock visually the mechanical synchronisation of the buttery vaives as far as is possibie. This wil probably require the use of @ torch and a mirror to enable one to peer down into 2 two instruments. It is normaly just possible to see under neath the pisiovalve assembly, but f necessary, these may be temporary propped open. '0Slacken off the throttle stop screws) and check that both buttery valves are fully closed, Slowly tun the twist. grip until the valves begin to open. if all is well, this will happen Simultaneously. Now open the twistgrip fully so. that the buttery ise can be viewed edge-on. Any discrepancy between the two should now be readiy apparent, and the necessary {adjustment made by way of the synchronising screw betwoon the two instruments. This operation fs rather delicate and must rot be rushed, Take time and ensure that the two buttery valves are aligned as accurately as possible. It is helpful to larrange the mirror so that it remains in a convenient position, Teaving the hands free. This can be aecomplished by sticking it in place with pasticine or Blu-tack 11 Having checked that the mechanical synchronisation is Correct, remove one of the sparking plug caps and earth the high tension lead. Remove the sparking plug ftom the isolated cylinder s0 that when the engine is started its functioning fvlinder hs loss resistance to overcome. ‘Start the engine, keeping it running by judicious use of the throttle twistrip whist the common throttle stop screw is set to maintain a rel fable Vekover The engine wil ot run particularly smoothly with ‘ona cylinder isolated, but this s of no great importance at this stage. 12: With the engine idling at the slowest practicable speed, make exploratory pilot mixture secow adjustments on the functioning carburettor. The serew should be turned by about $ tum at a time and ite effect on the idle speed and regularity hotad, ae described earlier in the case of single carburettor Inetallations. By this method the best pilot mixture setting can be identified as that which produces the fastest and most even idle speed. Ifnecessary, reduce the idle speed by moans of the common throttle stop screw and repeat the test until the ‘optimum setting is found. Make @ note of the engine speed Shown on the tachometer, where this is fited, then stop the ng 13) Refi the sparking plug and lead, and then remove the other plug, earthing is lead es before. Re-start the engine. This time, ‘make no adjustment o the throtle stop serew, a8 this wil ave fan effect on the evlinder which has just been set up. Instead, idle speod adjustment should now be made by means of thewa 6.4 Synchronising screw is paint-marked at factory ater adjust 1.5 Synchronisation i corrected by moving one ofthe Tnkage bracket in lation tothe other. The adjusting crews at the ‘bottom ands balanced by a sprung plunger atthe top O carburettor bank removed to show position 6.7 Pilot mixture scraws can be almost inaccessible. They are normally fitted vertically from the underside ofthe instruments)Fig. 6.9 Typical multiple CD arrangement Master throtle stop contro! 10 Pilot mixture serew Connecting bracket 17 Fue! filter Vacuum chamber top 12 Float valve seat Return spring 13 Float needle valve Jet needle retainer 14 oat pivot pin ‘Get needle and clip 18 Gasker Disptragm and piston valve 16 Float bow! Cola-start shart 17 Drain plug Cola-start lever 18 Main jot 19 Float 20 Needle jet 21 Pilot jet 22 Throttle butterty 25 Throtle pulley60 Chapter 6 Tuning CD Carburettors synchronising screw which Is fitted between the two car Durettors 14 If the inital setting-up of the two buttery valves was accurate, any further adjustment should be minimal Find the ‘Optimum pilot mixture screw setting as deseribed above, and rote the engine speed on the tachometer. If no tachamete is fited, or avalable as a test instrument, this can only be ‘approximated, which is far from satisfactory. Ideally, the ide Speeds of each cylinder should now be equal, but ihecessary ‘make any minor adjustment to the synchronising screw 10 ‘obtain a similar speed on both cylinders. 16 Refit the sparking plug and lead, and start the engine, this time with both evinders funtioning. The idle speed wil almost Certainly be too high at this stage.and should be reduced by ‘means of the shared throtle stop screw. Open and close the {wistgrip a few times, and then allow the engine to settle down towhat's tis hoped, a slow, regular ile 16 With the engine idling, place a hand over the end of each silencer, and note the exhaust gas pulses. If the carburetors have been set up correctly, a regular pulse will appear at each Silancer in turn indicating that each cylinder is running even, {and ata similar speed. I, on the ather hand, one cylinder seems to be pulling strongly and regulary, and the other is fring spasmedicaly and weakly, it inaicates that one cylinders trying to run faster than the other AS this Is plainly impossibe, it ‘means thatthe slower cylinders bing carried by the other, and Imbslance exists between the two. To correct this, make minute adjustments to the synchronising serew until a’ similar prossure exists at each silencer end. Do not be put off by ‘ceasional misfies at elther silencer. This Is almost inevitable ‘with most engines. The Important factor isto obtain 9 balance Of pressure between the two. Ifthe engine is sound and wo {uned, and the catburettors undamaged, this should be feasible 17 It willbe seen that this method of tuning i really something ‘of a technique, and as euch, must ba mastered if reliable results ‘are tobe expected. If at the end of the sequence the machine's ‘tl running badly, the bost thing todo isto go indoors, have 3 Coffee or tea break, and then start again from scratch UUttimately, it's possible to obtain good results by tis method, ‘but patience and practice are necessary in the absence of tuning aids. Tere fs one other technique which can be used to good fffect at this stage, and this involves the use of a length of Plastic tubing which can be employed to listen tothe intake hiss ft the mouth of each carburettor. 18 For those owners who are daunted by, and dubious of, the foregoing, the only course of action is to employ vacuum ‘gauges. This wil eliminate al guesswork and ensure accurate Synchronisation but only “at the cost of some. financial expenditure. Whist vecuutn gauges can be considered a useful Tnury for owners of twin-cylinder machines, this is not tue for those wo have three or more carburattors to tune, For them it becomes essential 18 On machines having three or more cylinders. and a corresponding number of carburettors any form of manual sy Chronisation. or pilot misture adjustment ‘is effectively impossible. Although it might be possible to achieve some degree of satisfactory running, the time Involved and poor fccuracy cule it out. Many” multi-cyinder “machines "are ‘extremely sensitive to carburettor maladjustment, and it has fven been known to give rise to expensive knocking nolses by producing exaggerated backlash in the primary drive 20 To facilitate regular, accurate servicing, an appropriate ‘vacuum gauge set should be considered essential. There ore @ ‘number of possibilities here, and these are discussed at greater length in Chapter 11. Adjustment of the pilot mixture becomes 8 problem with mult-cyinder machines, and in many cases, the manufacturer seems to. side-step the Inevitabilty of wear ‘ccurrng by stessing thatthe mixture is set atthe factory and Should not be tampered with. This sort of statement is cected at the retailer, and no mixture setting is quoted, so when the engine and carburettors become slightly worn, the owner is faced with an awkward problem 21 With no factory information to act a8 a tuning basis, the ‘owner can either ignore any developed low speed running problems or ty to fectily them by tal and error. The only feconamic iterative isto obtain a deviee known 96 Colortune 500, which wil allow the mixture strength tobe diagnosed with ‘great accuracy, and any adjustment made accordingly. This ‘vice and its uses are oigcussed in detain Chapter 11 22. Before attending to idle speed or pilot mixture adjustment, ‘the carburettor: must be synchronised with the ai of vacuum ‘gauges. The principle can be applied to any instalation of two ‘oF more instruments. Start by Ientying the synchronising crows which wil be found between each carburettor on the ‘connecting linkage. On twin carburetors, only one synchronis- ing screw is fitted, tiple carburettors having two, and so on ‘Work out on what these screws have an affect before attempt ing to balance the carburettor. On the Yamaha XS750, for ‘example, the serews regulate the outer Instuments to the Sentral carburettor, and in consequence, the two outer car- burattors are balanced in relation to the centre instrument. On ‘other machines, one outer instrument in the "master car- buretter, the ramainder being balanced to this. Reference to the ‘appropriate workshop manval wil be of considerable help here. 23 ‘On some machines, the proximity ofthe fuel tank will make adjustment rather aificlt, and to obviate this problem, a length Or langthe of plastic fuel pipe can be used to enable the tank to be mounted temotely during the tuning operation. The car- buretors wil each have 9 vacuum gauge take-off point on the tengine side ofthe carburettor. In some cases this takes the form fof 8. ianking screw ‘on each instrument, although some ‘achines have a sultable stub Incorporated in the intake pipe oF adaptor. 24 ‘Connect up the vacuum gauge set, noting that it may be ‘necessary to calibrate each gauge to one carburettor before the test begins. As always, the chock should be carried out with an fengine at normal runsing temperature. Sten the engine, and rote tho effect on the mercury columns oF gauge needles. A Certain amount of pulsing is normally found, and most gauges ‘can be adjusted to damp this out either by means of clamp on the connecting tubes or by a screw on each gauge. The objects 1 restrict the fluttering ofthe gauge ar column, without impair ing its abitty o react to sudden throttle openings. 2 Once the equipment is correctly set up, the adjustment is ‘quite simple. Note the reading shown on each gauge, and ‘compare this with that shown in the manufacturers’ specifica tions, where available. The important aspect of this test Is to jbtain an equal reading for each Instrument. Make any appropriate adjustment to the synchronising screws. Open and Clore the thrttie twistgrip a few times, then let the engine Settle down before re-checking the readings. When the instru- ‘ments are balanced saisfactorly, romove the vacuum gauges, refit the blanking plugs and the testis complete. it the engine {ends to ide too fast, it may now be slowed down by adjusting the throttle stop serew which controls the buttery valves ofall tarburattors simultaneously. 26 As mentioned previously, pilot mixture adjustment can prove very dificult without some means of checking the mixture Strength itis not practicable to set up each cylinder individually, because a multicyinder engine will not run propery without all IRs evinders functioning. Uniess a Colortune Is available, the ‘owner can do litta more than set the mixture screws at the pre: Senbed number of turns out. Where this information isnot aval able, oF is described by the manufacturer as ‘preset. the plot mixture serews should be lef untouched ‘Stage 2: intermediate and high speeds 1 The intermediate and high speed areas can be considered to.correspond approximately with | trotle to full hrotle range ‘of the slide carburettor. In the case of CD instruments, the low Speed circuits will have lessened in effect, and fuel will be drawn ftom the needle and needle jet. The piston/valve ‘assembly will have started to respond to vetious engine requte- ‘ments. Ukimateiy, at high speed, the buttery valve wil be fly ‘pen, 26 wil the pistonivaive, and operating conditions will have become identical to the side carburetor at full hotChapter 6 Tuning CD Carburettors 6 2 The nature ofthe CD instruments such that itis ificult to ‘establish whether or not the plston/valve arrangament is behav ing normally. It willbe appreciated that to check the degree of piston opening with the engine under load in top gear at 60 ‘mph poses number of problems. Tuning must, therefore, take the form of a faut diagnosis sequence. 3” It-must be stressed that once the factors governing the piston’s behaviour have been established and the carburettor ‘designed accordingly, no appreciable change to these com. ponents is normally required. Wear wil, of course, cause indiferent operation, and this can be rectified in the course of fn overhaul. It Is important that everything functions. 95 Imended. 4 “It the machine is running badly of using to0 much fuel, some indication of the nature ofthe fault may be gleaned fom the symptoms exhibited. To this end, reference should be made to the fault diagnosis tables. When the likely cause has been ‘identified, the carburettots) can be tiamantied and overhatlod, paying particular attention to the components) suspected of ‘malfunction, 5. When a Colortune 500 is availabe, «number of checks cen bbe made to ensure that the carburettor: are providing the correct misturo through the Intermediate range. These are dealt with in detail in Chapter 11 6 At high speods, the carburettor throat is virtually unrestricted, and the needle and needle jet will have no apprect. able effect on the rate of fuel lowing through the main jet It will be appreciated that the choke sizeof the carburettor and the main jet size are now the two fectors which contol the mixture strength and engine speed. As the choke size cannot be altered unless @ new carburettor is fitted, the main jt sizes the ‘only normal means of adjustment. The method of checking its sultabilty is the same as that given for checking main jot opera tion on fixed jet carburettors. A high speed run is made, the engine is stopped quicky, and the sparking plug colour checked {8 on indicator of mixture steength. For full details, refer to Section 3 of Chapter 4,(One of the few fixed-jet motorcycle carburettors ~ Harley Davidson's BendixChapter 7 The Fixed Venturi Carburettor Ht we were to take 9 random selection of modern rmotoreyctes, tis kely that more than 80% of them would be fitted with vatlable venturt carburettor ~ ether the ubiquitous slide instrument or the increasingly popular CD type. It would bbe reasoneble to conclude from this thet the fhed ventut (or fixed jt) carburettor was unsuitable for motorcycle use, though ‘predominant in ear applications, ‘This may be tue up to.8 point, but i fect the absence of modern fixed venturi motoreycie carburettors stems from 8

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