Venturi Operation Operation of a Simple Venturi ‘The Mikuni lide type carburetors described inthis manual are also known as “variable venturi” type carburetors, A venturi is a restriction within the carburetor designed to speed up the air flowing through the cab. is atthe point of the smallest cross section thatthe incoming air ‘low will have the greatest velocity. As airflow speeds up to pass ‘through the venturi, t loses pressure. tis at his point thatthe pressure within the carb throat wil be at its lowest; this is called “depression”. At this point of maximum depression, the fuel wil be introduced tothe air stream. In order to transfer fuel from the fuel chamber into the carburetor venturi, a small tube fs placed int the venturi which connects the fue loadin the chamber tothe venturi. The fuel chamber is open to ‘atmospheric pressure (15 psi approx) and the pick up tube fs exposed to the depression within the venturi. The difference in pressure will attempt to equalize through the pick up tube, pushing ful from the fuel ‘chamber into the venturi. The fuel is mixed with the incoming ai and \alivered tothe engine down stream. This is the basic principle by which all carburetors operate It is important to remember that itis the pressure difference ‘between the fuel chamber and the venturi which pushes the ful into the intake air stream. The presence of engine vacuum alone is nat enough to ‘ra fue! into the intake port. Without the atmospheric pressure in the fue chamber, te ful could not be delivered into the intake por. ‘The above mode! will serve a single speed engine very well withthe venturi becoming the throttle. The engine will run at one speed only, depending upon the size of the venturi Because motorcycles are ‘operated at various engine speeds, there needs to be a way to control the speed ofthe engine. In order to throtle down this wide open carburetor design, Mikuni has inserted a slide which crosses the carburetor throat to contol air flow tothe engine, limiting engine speed according to slide lit. This side lit varies the cross section ofthe carburetor bore atthe venturi point This fs how slide carburetors become known as “variable venturi’ These variable venturi type carburetors are very good at maintaining high air speeds within the carburetor throat and generally offer better Coverall performance than most other carburetor designs, From this simple fuel delivery circuit, carburetor designers wil add ‘and divide this ctcuitry in order to tailor the mixture avaiable to the engine, enabling ito run accurately aa wide varity of speads and lads. Be eo) [Ed Ofir @Fuel Operation of a Variable Venturi Al Mikuni motorcycle carburetors described in this manual are of the variable venturi type. With ths type of carburetor, the maximum depression zone is beneath the throttle valve (sid) which is raised ‘and lowered by the throttle cable, controling the speed ofthe engine, ‘As shown in the drawing, the botiom of the slide features a tapered needle which its into the fuel pick up tube (nescle jet) to meter the fuel delivery of the tube from about a 1/4 throttle to 3/4 throttle. From 3/4 to ful throttle, the needle wil be too narrow to affect the fuel flow of the tube. From this point on, the fuel flow of the tube is metered by the main jet which is postioned atthe bottom ofthe tube ‘The above description is a simple model ofthe main circult ‘common to most Mikuni slide type carburetors. The following chapter Contains a more complete description of Mikuni motoroyle carburetor design and fuel delivery circuits ‘Maximum Depression Zone <— fel Chamber Pick up tube OAir @ Fuel (Needle Jet) JGeneral Mikuni © Slide Carb Circuitry This manual is intended as a guide for users of Mikuni ‘carburetors who want to learn the basic methods of tuning and adjusting to obtain top performance and fuel economy. The arrows that appear in the drawings inthis text show direction in which air, fuel, and air-fve mixture flows. Information herewith obtained from Mikuni engineering data and manuals. 1. CARBURETOR FUNCTION ‘The function ofa carburetor is to deliver a combustible air-fuel ‘mitre tothe engine. However, inorder to be effective, t must fst break ‘the fuel nt tiny partici (in the form of vapor) an then mix the fuel wth arin a proper rato so it can burn without leaving excess fuel or ar, 2. AIR-FUEL MIXTURE (Fig.1) The mixture of the air-fuel ratio is generally expressed by its relative weight proportion. For example, the amount of air required for complete combustion of 1 gram of fuel under normal conditions is Figure 1 Airtel mitre Maxim power mature ratio 40 “Trot valve opening () 1Sgams ot Air [7 Ratio amor Fuel + Mixture > Varying mixture ratios are require forthe engine depending on ‘operating conditions. Although the required mixture rato varies more or less with the type of engine its cooling efficiency, ec, the mixture ratio shown in fg. 1 is required for ordinary engines. Inthe high speed range ‘the rato of about 12 to 13 grams of ai for 1 gram of fuel produces the ‘maximum output. However, in the case of an engine with low cooling efficiency, a somewhat richer mixture (10 to 12 grams of air against 1 gram of fue) may be require to prevent seizure of the engine, 3. FUNCTIONS AND CONSTRUCTION MIKUNI SLIDE TYPE CARBURETORS Motoreycle engines are operated under a wide range of condtions om ing vith te tote vate (Fa 2(1) remaining almost Closed, oe fl nad (the maximum oupa) wth the trate va fly ‘opened. In order to meet the requirements for the proper mixture ratio under tase varying conditions, 2 low-speed fue sytem (the plot system) anda main fue system (the main system) are provided in Miri i-ype carburetors, except Mikuni TMS. a7 Ta ra A. - The Pilot System Low-speed fuel system (Fig.2 and Fig.3) Since the engine fs operated with the throtle valve almost closed at idling or in the low speed range, the velocity of air flowing through the needle jet (2) is slow. Consequently, a vacuum strong enough to draw fuel from the needle jet in main fuel system is not created. The fuel supply during this low speed operation is controled ‘by means of the pilot outlet (3) and the bypass (4) that are situated ‘nearest tothe engine. At dl, when the throttle vaveisstighty opened, fuel metered by the pilt jt (5) is mixed with air acjusted in a proper amount by the air sorew (6) and s broken into fine vapor particles ier ‘The mire is agzin mixed with air coming from the bypass and is raw ito the pt ute to mix wih ai owing through the man bore (7) The fuel mixed wit ar at this stage then goes to into the engine, When the thro valve is opened sight cing ow speed operation, the plot outlet alone cannot supply the required fuel and the shortage has to be made up with ful injected from the from the bypass. The adjustment of the mixture ratio during this ‘stage s made by the plot et and the ar scrow, as in the case ofa two-hole type fuel system (Fig.3). While at low speed operation, if full throttle is inlated_a similar shortage of ‘uel agin has tobe injected from the bypass until enough (vacuum) can be created to draw fuel from the main fuel system, Theres 30 a one-holetype low speed fuel system mainly usec for carburetors having @ small main bore. The process of producing the air fuel micure and of adjusting the mture ratio are the same asin a two-hole ‘ype low speed system. TreeGeneral Mikuni Slide Carb Circuitry B. - Main Fuel System On Mikuni VM-type carburetors, the plot system and the main system are of independent construction. The fel fo in these two systems is show in ig. These are two types of rain tual sytem one i a primary type used widely for 2-yceengines andthe teri abe type which is normaly used for 4-yce engines as wel as for rotary valve 2-01 engines Sudco uses primary type needle jets in most 4-cycle VM applications. It is important to note (Fi.5) that the main system ‘minture delivery is in addition to the mixture delivered by the pilot system. Therefore, adjustments to the pilot system should be made first, as they will affect the adjustment of the main system to a diminishing extent as the throttle is opened from 1/4 to full throttle. ie Primary Type (Fig.6) When the throttle valve is opened about 1/4 or more, the velocity of air flowing through the needle et (10) increases and also the vacuum, inereases to the point where fuel can be sucked in. When the opening of throttle vale (1) is between a quarter and three quarters, fuel passes through the main jet (9) and, after being metered in the clearance between the needle jt (10) and the needle (1), tis mixed with air thats metered by the jet (12) and atomization of the fue is accelerated The mixture is then injected, after mixing with air flowing through the main bore (7), to the engine inthe optimum air-fuel ratio. During this process of operation, the cutaway of the throttle valve serves to control the vacuum on the needle jet, thereby regulating the amount of fuel that is injected to the engine. When the throttle valve is ‘opened more than three quarters high speed operation, fuel is metered chiefly by the main et (9). med Bleed Type (Fig.7) ‘The construction of the bleed-4ype (10 main fuel sytem i the same a that of the primary type, exoept forthe bled hoes that are provided in the needle as ime In the case of the primary type, air which comes from the main ar jot Is mixed with the ‘aw fuel after it has been metered by needle jet and needle. This atomization takes place behind the nozzle screen or shroud above the Needle jet outiet. The bleed type on the other hand. is designed to bleed the air coming from the main air jet into the body section of the needle jet where itis emulsified with the fuel coming up from the bottom. The needle jet and needle then meter a blend of aifue, resulting in a finer atomization and generally leaner mixture than the same size primary type needle jet. C. - Float System (Fig.8) ‘The float system serves to maintain a constant level of fuel in the bow. Fue! flows through the needle valve (14) and enters the toat chamber (15). As the fuel enters the float chamber, the float (16) ‘moves upward to its pre-determined level because of buoyancy. When the fuel reaches the pre-determined level, the needle valve begin to close due to the lever action ofthe float arm rising asthe float attains buoyancy, thus shutting off the supply of fuel The fuel level inthe bowl controls the amount of fuel wich is metered to make the optimum fuel mixture. For example, too high a level allows more {uel than necessary to leave the needle jet, enriching the mode, Too low @ level results in a leaner mixture, as not enough fuel leaves the needle jet. Therefore, the pre-determined fuel level should not be changed atta GreD. - Starter System (Fig.9) Rater than a choke, the envichener type starter system is employed for Mikuni carburetors The enrichener slarer type, tul and. air, for starting the engine are metered by entirely independent ts. Te fuel metered by the starter jet (17) is: mixed with air and is broken int tiny particles in the emulsion tube (18). The mixture ‘hen lows into th plunge rea (19), mixes again with cong frm the ‘ear itake pot for starting and is deere to the engin inthe optimum ‘aie ratio trough te fel discharge passage (21). The enichener i ‘opened and closed by means ofthe starter plunger (22). Since the fevichener is contucte so as outize the vacuum of he inet passape (20) tis important thatthe hot vale is Cosed when starting the engine. 4, TUNE UP & CARBURETOR SELECTION Tuning up normaly means a prooess of accurate and cael adjustment to obain maximum engne performance. Athough, it means in a broad sense, ‘an economical improvement in uel consumption, Improvement of power ‘output ofthe engine depends onthe amount of ar draum ito the einer per ‘unite. A practice general followed fr engine tune up ines: 1) To improve suction efficiency and exhaust efficiency ‘by remodeling the intake and exhaust system 2) To improve combustion efcieney by raising the compression ratio. 3) Toincrease the numberof revolutions by adjusting the ignition timing Figure 9 aed (ela ‘Revlon pe mine Fm) A. - Carburetor Main Bore Size Selection One ofthe prerequies for improving the output isto use a carburetor vw as large a main bore as possible. However, alrge main bore alone does not necessarily improve the ouput. As shown in Fig 10, tre tata arge ‘main bore improves the power output in the high speed range. Howeves, nthe ‘low sped range, the output may drop. The main bor size Selection should be etermined by various factors such as (1) wheter the vehicle intended for racing, (2) the design of the engine 3) riding technique of he der, (4) the ‘der preference, ec. In ation, the maximum outpu, the maximum torque, andthe minimum numberof revolutions for stable engine operation must also be taken into account Fig.10 shows the values which we have obtained throughoutexperence over the yeas. ‘Since the engine comes ina wide variety oftypes, the values given in Fig. 10 should be taken only as reference values. 5. CARBURETOR SETTING ‘Once the main bore sizeof the carburetor is determined, a test (normally refered to as setting or matching) to select the proper jet ‘or setting part should be made. The size of the jt is determined by measuring the output in a bench or in a chassis dyno test. For racing, iis best to determine the proper size of the jet on the racing course The following points must be taken into account: 1) The altitude (atmospheric pressure), temperature and humidity ofthe racing course. 2) The operation of the engine based on the topography ofthe racing course. 3) Generally, carburetor tuning is done in four stages: idle, low speed, mid-range, and high ‘speed in that order. With the Mikuni, each Stage is controlled by a separate component ‘simplifying the tuning pracess. ‘The engine cylinders need to take sufficient air ‘and fuet mixed in proper amounts. The function of a carburetor isto prepare and supply a mixture of fuel vapor and air to the engine cylinders in the proper ‘aio for efficient combustion.General Mikuni Slide Carb Circuitry A. - Pilot Jet and the Low Speed Fuel System (Fig.15 & 16) (Air Screw type carburetors only) In the low speed fuel system of the carburetor, the pilot outlet and the bypass have holes winose size is in relation to the main bore of the carburetor. Hence, the adjustment and selection ofthe pilot jet andthe air serew is important. Tur the throtea ite at no-load operation and s2@ ff the engine revolution increases smoothly. Ifthe pilot jet is too small, inrease inthe engine speed will be slow and irregular. Too big a pilot et, on the other hand, would give rise to heavy exhaust smoke as Well as'a dull exhaust nose. If you cannot maintain the speed in the ‘ange of 12-25 mph withthe throttle held,the pilots too small. ‘Solection and setting ofthe air screw should be made in the following manner. First, warm up the engine adequately and set the ile ‘ere sO thatthe engine revolution at idling will be about 10-20% higher than the numberof revolutions you are aiming at. Then, tum the ar screw leftand right (between 1/4 and 1/2 turn) and select the position where the ‘engine revolution reaches the maximum, Adjust the idle screw to bring «down the engine revolution to your target speed for idling. After this adjustment of the idle screw is made, select once more the position ‘where the engine revolution reaches the maximum, by turning the air sorew left and right (between 1/4 and 1/2 alternately) At this pont, attention shouldbe pai tothe folowing points. 1) itthere is a certain range inthe opening of the air screw whore fast engine revolution can be obtained, (for instance, the number of revolutions does not change in the range of 1-1/2 o 2.0 tum), for better performance you should select approximately 1-1/2 turns. 2), To determine the “uly closed” postion of the air serew, tun the air screw slight. Excessive tightening ofthe air screw would danrage the seat. The postion where the alr screw comes oa stop should be considered the “tuly closed” ‘position. The maximum number of tums in the opening ofthe air screw must be limited to 3.0. the ar screw is opened ‘over 3.0 turns, the spring will not work and the air screw can ‘come off during operation of the vehicle. Fig. 16 shows the ‘vel flow curve in relation tothe opening ofthe air screw. ike Revolutions per minute —— ‘Best operating range me | 107 30 ‘ie screw opening B. - The Cutaway Size of the Throttle Valve (Fig.17) ‘The size of the cutaway of the throttle valve affects the air-fuel ‘misture ratio when the degree of the throttle valve opening is between +V8 and 1/2, especialy in the range of 1/8 and 1/4 opening. As the ccutaway geis larger in size, with the throttle valve opening kept unchanged, ar inflow resistance is reduced and causes the amount of air intake to increase, resulting in a lean mixture. On the other hand the smaller the size of the cutaway, the richer the air-fuel mixture will become Interchange of the cutaway is made, when the low speed fue system is out of balance with the main fuel system. irae (CA= Cutaway Throtte vate Fig.17 shows the fvel flow curve In relation to the size ofthe cutaway.~ C. - Selection of NEEDLE JET and NEEDLE (Fig.13 & 14) ‘A carburetor with 2 piston-type throttle valve is also called 2 variable venturitype carburetor. In this type of carburetor, the needle jet and the needle serve t0 control a proper air-fuel mixture ratio during the so-called) medium throttle valve opening (between 1/4 and 3/4 opening). The right combination of needle jet and needle will have a ‘major bearing on the engine performance at partial load. The jet needle tapers off at one end and the clearance between the needle and the needle jet increases as the throttle valve opening gets wider. The air-fuel mbcure is controlled by the height of the needle positioning clip that is inserted into one ofthe ive slots provided in the head of the needle. The variation of fuel flow based on the height ofthe lp is shown in Fig. 13. eked Generally, it is QMERTT easier to evaluate and Ms select a needle jet than iis __eeote Jer to select a jet needle. The reason s thatthe needle jet sizes are arranged on a linear scale, with each size increasing in increments. (For a thorough explanation of needle jet sizes please refer to Chapter 5.) Jet needles are ‘ot cataloged according to a linear size pattern or a fic to lean scale. The most cffective way to determine the needle jet / jet needle relationship is to visualize the jet needle as a tool for setting the fuel delivery curve, of the shape of the fuel delivery according to throttle opening. The needle jet controls the fuel delivery rate, either increasing or decreasing the fuel delivery according tothe profile of the ‘needle being used. Sudco suggests that intial, experiments should be limited to changes in needle jet size. Once a satisfactory size has been ‘identified, experiment with needle clip position to obtain the best driveablity and rol-on performance. If one is working with an 0.E.M. Mikuni carburetor, itis safe to assume that the manufacturer has already selected the proper needle or "Tuel curv" for that motorcycle and changing the needle profile will complicate the tuning process, Once the correct needle fet size has been identi and it becomes apparent that a change in needle profile is necessary, then refer tothe needle dimension charts in Chapter 5. Ta To evaluate the performance ofthe needle et, run the motoreycle in third gear at 1/4 throttle, taking notes on how the engine accelerates from 1/4 to 12 throttle ony. The engine should respond cleanly and crisply without sputtering or bogging. It may be useful to try experimenting vith clip positions to decide if a problem i arch or lean condition. I the engine response is better at lean clip position, t may be necessary to change toa leaner needle et. Sudco suggests that tis best to use as lean a needle jet as possible, a this component will have the (greatest effect on fuel economy, emissions, and general driveability. Ia leaner needle jot is installed and there is no negative impact on performance, and no postive effec, connue working inthe direction of ean” until there ae negative results and go back up one size. D. - Selection of the Main Jet First, do the following on a flat road, 1) Select the largest main jet (the limit ofa rich mixtore) which ‘can give you the maximum revolutions per minute (the ‘maximum speed). In this case, select the engine speed according tothe dimensions ofthe test course. 2) Compare the gain in speed that you can obtain by quick ‘acceleration from a constant speed of 25-30 MPH to maximum ‘desired speed, by using diferent sizes of main jets. 3) Check the exhaust fumes and read the spark plug (selection ‘ofthe spark plug should be made based on the thermal value that would best suit power output ofthe engine) ‘Next, compare on the racing course, the test results you obtained {rom above, The points tobe checked, among others, are: 1) Smooth and steady operation ofthe engine at as high a ‘speed as possible under varying operating conditions ‘such as shiting ofthe gears, changes in road conditions, ascending and descending slopes, etc. 2), Sustained operation at low speeds and at heavy engine load. 3) Sustained operation at high speeds (without knocking or seizure). CAUTION: Selection of too lean a main jet may cause ‘severe engine overheating, and subsequent piston seizure. Fig.12 shows comparison of fuel flow curves. The straight line is for Model € main jet and the dotted line for Mode! A ‘and B main jets. n each model of main et, diferent sizes. within the range of +10% were tried. ie 10-128)General Mikuni Slide Carb Circuitry con, 6. MAINTENANCE ‘A carburetor consists of various precision- ‘machined parts such as jets, needles, valves, etc. Therefore, care should be exercised, when removing jets or disassembling the carburetor for cleaning, 1) Proper tools should be used for disassembling and reassembling of jets. Handle each part carefully to avoid scratches, bending, et. 2) Wash the jets and the carburetor property in solvent and blow them outwith compressed alr 3) For carburetors whose main jet can be replaced from the outside, an “0” ring is used to prevent leakage of fue. When you tt the “O” ring, apply alittle lubricant or uel. 4) _Ihis important to maintain the ful tevel inthe carburetor. Do not tuch the float aren, when disassembling the carburetor. the Moat arm is bent accidentally, adjust the height of rib to the speciic measurement (refer to Fig. 18). 7. TUNING THE CARBURETOR FOR RACING The maximum output ofthe engine depends on: 1) The amount of air drawn into the cylinders 2) Whether an air-fuel mixture is delivered tothe cylinders ina proper ratio Since the amount of air that is drawn into the the carburetor varies withthe temperature, the atmospheric pressure, humidity, etc the mixture ratio is also changed. It is important, therefore, that the ‘uel tlow be adjusted in accordance with the altitude of the racing ‘course and meteorological conditions prevailing, A. - Incoming Air in Relation to Meteorological Conditions The amount of air drawn into the cylinders i influenced by such factors as the altitude, the temperatura, the humidity, etc. Suppose that the amount of at sucked into the cylinders at an elevation of zero is taken as 100 (the temperature and humidity in this case are Considered constant). The amount of air in question decreases in proportion to a rise in elevation as show in Fig.19. Reduction in the amount of air dravmn into the cylinders changes the air-fuel mixture ratio, with the resut that the power output drops markedly. Fig.20, shows the relation betwen arise in temperature and the amount of air ‘drawn into the cylinders (inthis case, the atmospheric pressure (elevation) and the humidity are considered unchanged and the amount of ar going into the cylinders at 32 degrees F (0 degrees ©) is taken as 100). Inthe case ofthe engine for racing were the maximum, output is constantly called for, itis best to tune up the engine by making a matching test of the carburetor in accordance with the ‘temperature and other conditions onthe racing course. siren) (ee na e120 at |e 74|or 2 m-elee 2 SSO RAR ata aaa ae ae ae a 0] vag | vita | vu96 | vias | visO | Vad T Float Height information for other carburetor designs is listed within the section pertaining to that carburetor. (igi, oe 88 Airflow () —e 8 @ 5001600 7800 2060 Altitude (rm) eee) ee | o 10 0 30 40 (c) 3 808TH FY Temperature a® General Proc Troubleshooting & When tuning motoreycle carburetors, there are several procedures and preliminary checks that will make the tuning ‘and troubleshooting process go smoothly and quickly. 1. In order for carburetors to work propery, the engine must be in good mechanical condition, All of the folowing parameters should 'be checked in order to proceed with the carburetor tuning ‘A. Compression - al cylinders should be within 10% ‘of each other according to cranking compression. 8. Valve Adjustment /Cam Timing - check valve clearance according tothe factory service manual, consult a qualified {technician it thee is any question about the cam timing 6. Ignition Quality - adjust point gap and ignition timing according to the factory service manual. Double check the {92p and install new spark plug prir to any carburetor tuning. D. Air Filler Quality - Check to see thatthe air itr is clean ‘and that all baffles and snorkels are in place, or have been ‘removed as necessary for increased airflow. In ny case, the airbox /air filter dimensions should be finalized. Exhaust System - Install all mutters and bales. Double check al silencer packing and bale installations. Finalize all exhaust system specifications before moving on to the carburetors. Jetting can vary dramatically according to ‘mutter /batlle selection. 2. All fuel delivery circuits operate according to throttle poston In order to determine which circuit to tune, one must know the throttle opening at which there is a problem. Do not use R.PAM. to determine wich circuit to tune. Sudco suggests the use ofa throttle index onthe twist grip to track the exact throttle opening ofthe carburetor Throttle Index ‘A. Place apiece of masking tape across the throttle housing adjacent {to the twist grip so tha its visible from the riding posiion. B. Install a colored push pin or sewing pin into the throttle grio ange adjacent to the masking tape. Adjust the throttle cable ‘ree play to near zero. C. With the throttle closed, make a “0” mark on the masking tape ‘adjacent to the pin head onthe throttle lange. D. Open the throtle al the way and make a “W.0.1" mark on the masking tape adjacent tothe pin head. Using a tape measure, divide the distance between the {two marks on the tape into quarters and make marks for ‘each trate opening on the tape. (0, 1/4, 12, 94, W.O.T.) F. Ride the motorcycle and make mental notes regarding ‘the carburetion according tothe throtte index. Ia problem {is traly carburetor related, the symptoms will come and go according tothe throttle position. 3. Work in progression from 0 throttle through full throttle Motorcycle carburetor fuel circuits are addtive. This means the main circuit delivery is an addition to the pilot circuit delivery. The pilot system delivers fuel at all throttle settings, therefore, the tuning of the pilot circuit will nave some influence on the decisions to be made regarding the main circuit there is any question about the jetting of the pilot circuit t should be addressed fist. After the pilot circuit has been optimized itis then possible to accurately evaluate the main circult andi’ related components ures eT Tae eres Vas van ger) (ruor a put, rue anor rel Schem SET NEEDLE! Paty 4. Altitude and Temperature ‘The purpose ofthe carburetor is to mix air and fuel in a specific ratio, by mass, in order to presenta combustible mixture tothe engine. Carburetors are generally flexible instruments when used to mix air and fuel in the proper ratio and will compensate for small changes in air density, It is when the atitude or temperature becomes extreme that it will be necessary tore-jet according to atmospheric conditions. Altitude and temperature are important factors to consider when tuning carburetors for peak performance, as they directly affect air density, Notes shouldbe taken regarding alitude and temperature ‘changes as they occur in order to determine which way to go with ‘carburetor adjustments, Because airis a gas, its density is directly affected by altitude, barometric pressure, temperature and humidity. These factors wil increase or decrease air density depending upon where you travel or how weather patterns develop in your rging area. Gasoline is aliquid and cannot be compressed. Therefore, its density is not affected by alitude, temperature, or humidity.10 Troubleshooting & General Procedures Because air density changes according to atmospheric conditions and fuel density doesnot, it becomes necessary to re-et the carburetor according to changing attude and weather conditions. As the density or mass of ar changes, it becomes necessary to change the mass of fuel ‘mice withthe ar by changing the jets which meter the fel Altitude affects air density the most. All other conditions being ‘equal, as the elevation nears zero (sea-level), the air density will be greatest and the engine wil require the richest carburetor settings that ‘wil ever use. As elevation increases, the air density becomes less and the engine will require leaner carburetor settings in order to maintain peak performance. Generaly, an engine which has been tuned correctly for sea-level will not require jetting changes until about 2500’ elevation Temperature also has an affect on air density. As air temperature nears freezing (32 degrees F), the density of ar will become greater. Conversely, as temperature rises toward100 degrees F, air density becomes less. AS ar temperature decreases and alr density becomes Greater, the engine will require richer carburetor settings in order to maintain peak performance. Generally, an engine which has been tuned correctly for room temperature (72 degrees F) will not require jetting changes untl the temperature change is about 20 degrees F How To Identify Rich or Lean Conditions Lean Condition - A lean condition is an out of balance air / fuel mitre where there is not enough fuel in the mixture to deliver peak performance. The results of lean mixtures can vary from minor driveability problems to overheating and possible severe engine damage. Care should be taken to identity lean mixtures and correct them as soon as possible. Typical ‘Lean Mixture Symptoms: Engine acceleration is Hat or slow to pick up. 2 ancone atten apply the throttle quickly or the ‘engine picks up speed when the throttle is rolled off The engine knocks, pings, or overheats. 4. The engine surges or hunts for a stable R.P.M. while cruising at part trot. 5. When the pilot circuit is 100 lean there willbe popping ‘ar spitting in the carburetors asthe throttle is opened. Sometimes there will be popping or backfires inthe ‘exhaust system on engine deceleration after the throttle has been closed. 6. Engine performance improves in warmer weather ‘conditions, or engine runs poorly in cold weather. 7. Engine performance worsens when the air filter is removed. Rich Condition - A rich concition is an out of balance ar / fuel, ‘mixture where there is too much fuel in the mixture to deliver peak performance. A rich condition will result in excess carbon deposits ‘within the combustion chamber and exhaust system, decreasing the life of the engine and related components. in addition to poor fuel economy, a rich running motorcycle will pollute excessively and ‘contribute to environmental problems. Typical Rich Mixture Symptoms: Engine acceleration it at, uneven, not crisp. Twa stroke engines will puter or “4 stoke” and skip combustion cycles. 3. The trot needs tobe opened continuously to maintain consistent acceleration. 4. The engine perorms poorly when the weather conditions ‘get warmer, or the engine works beter in cold conditions. 5. Excessive smoke trom the tail pipe, black smoke fom ‘he tll pipe of four strokes. Poor tue economy. Engine performance improves when air cleaner i remove. 4. When the pilot cireut rch, the engine wil ile roughly ‘or not return to ile without blipping the thot, The exhaust will smell of excessive fuel and burn the eyes. 9. Black, sooty or fouled spark plugs. Black and sooty exhaust all ‘ines onfour-stokes. Greasy and dppy tal pies on two-strokeCarburetor © Troublshooting Guide (ea ‘Mixture adjustment needle “0” ring ‘sat sealing (models using “0” rng). ‘Damaged mixture adjustment needle seat. All carburetor problems listed under “HARD STARTING.” PROBLEM Possible Causes CORRECTION ‘HARD STARTING. Incorrect us o choke. Comect use of choke. Incorect air-fuel mixture adjustment. Sot mixture adjustment screw in accordance with owners manual or shop manual instructions. Clogged fuel filter. Clean filter. Clogsed tow speed tel ets. Disassemble carburetor and chemically clean. (logged vent intel tank cap. Uncog vent or replace cap. Float stuck. Remove float bowl, check float operation, and correct or replace. Float damaged or leaking. Replace tat Incorrect float level. ‘Set float height in accordance with shop manual specifications. Intake air leak. Check carburetor mounting anges for air leas. ~ ‘gniton problem. ‘Repair, replace, or adjust as necessary. Low cylinder compression. Repair, replace, or adjust as necessary. ‘POOR IDLE OR STALLING Iie speed adjustments) set to tow. ‘Adjust idle RPM in accordance with specifications in owner's manual ‘or shop manual. {dle speed adjustments are unequal Equalize ttle stop settings. (win and mutt-carbuetor models using Individual thrattle stop adjustments.) Clogged idle & low speed air bleed. Disassemble carburetor and chemically clean. All causes listed under “HARD STARTING.” TOLE MIXTURE ADJUSTMENT Iie speed set oo high. ‘Adjust idle speed in accordance IS INEFFECTIVE. CARBURETOR with speeicalions in owner's manual ‘DOES NOT RESPOND TO MOVEMENT ‘ar shop manual. OF THE IDLE MIXTURE SCREW. Clogged low speed air bleeds. Disassemble carburetor ‘and chemically clean. Damaged mixture adjustment needle. Replace mixture adjustment needle. Replace “O" ring ‘Replace carburetor. nCarburetor Troublshooting Guide PROBLEM POSSIBLE CAUSE CORRECTION 12 ‘SLOW RETURN TO IDLE. Idle speed set to high. {dle speed adjustments are unequal (twin ‘and multi-carburetor models using ‘individual trot stop adjustments). Throtte valve sticking. Throttle linkage sticking ‘Adjust idle speed in accordance with specificaions in owner's manual or shop manual. Equalize throttle stop settings. (Clean and inspect throtle valve and ‘return spring. Replace as necessary. Clean and inspect throtle linkage and return spring. Lubricate, repair, or replace as necessary. Throtle cable binding. Correct routing or replace cable as necessary ENGINE SURGES WHEN Incorrect at-fuel mixture adjustment. Low speed - Low speed jt size change. ‘ATA CONSTANT SPEED. Intermediate-Jet needle height adjustment. Vacuum piston sticking. ‘Clean and inspect vacuum piston and return spring. Replace if necessary. ENGINE DOES NOT DEVELOP Incorrect use of choke. Correct use of choke. FULL POWER, OF MISSES (ON ACCELERATION. Clogged air cleaner. lean or replace. Incorrect air-fuel mixture adjustment Low speed - Low speed jet size change. Intermediate - Jet needle height adj. High Speed - Main jt size change. Tivotle valves not synchronized ‘Aajustthotile valve synchronization. {models with two or mare carburetors) Clogged Wel ter. Clean tite. Clogged tue jets. ‘Disassemble carburetor and chemically clean. Clogged air bleeds. ‘Disassemble carburetor and chemically clean, Fuel jets laos. Tighten fuel jets. Fuel jet °O” rings leaking Replace “0” rings. (madels using “0” rings). Float stuck ‘Remove float bowl, check float operation, ‘and correct or replace. Float damaged or leaking. Replace float. Incorrect toat level. Set float height in accordance with shop ‘manual specification. Vacuum piston sticking. Clean and inspect vacuum piston and return Vacuum piston diaphragm ruptured. Ignition problem. Low cylinder compression. ‘spring. Replace if necessary. Replace vacuum piston assembly. ‘Repair, replace, or adjust as necessary. ‘Repair, replace, or adjust as necessary.MiK uni TM ct sie carturetor ‘Mikun's orginal flat valve (tat slide) carburetor, the TM Series Carburetors provide significant performance improvements over older design round slide carburetors. Air flows faster and smoother through the TM Series venturi due to the flat side configuration and the jet Ower Try wise Bact in Jet ee 001-017 TM24-1 4/042 130 VM22/210 15 1-023 vM28-418 4/042 180 a2210 15 or-025 §— TMS2-1 4/042 250 VMa2/210 45, 001-033 TM34-2 4/042 280 VM22/210 50 001-038 TM36-2 41042 280 VM22/210 50. 001-060 TM38-85/47mm* 4/042 230 © vzavei0 225 01-061 TMS8-B6/44mm* 4/042 230 © vMz2/210 228 001-032 TM33-8012 N100.604 127.5 VM28/486 37.5 “Spigot 0.0, Power Jet Kits The TM Series bodies are designed to accept Power Jet Kits. Power Jet Kits are Usually used on carburetors in 2 stroke engine applications to Prevent leaning out during extended full-throtle running, 002-081 Power Jet Kit 36-44mm blocks wich help create a smoothbore effect. The high velocity ofthe air flow means a stronger vacuum at the needle jet, providing more precise metering and beter throttle response, Ta 832-2006 3.9 832-3300125 None 832-3901240 None 832-3901240 None 832-43002a4.0 None 1832-43010 4.0 None 832-4301040 None Pilot ir Jet 1.1. None ‘Special set TM Series Flat-Valve Carbs Use the following part numbers when ordering a special jetting or request. Order No 01-170 Tu24 001-172 Tee 001-176 132 as 001-178 Tu34 : 001-180 Tue : 01-181 Tue : 001-152 TM38 44mm*—* 001-153 TM38 4amm>—* 001-454 TM38 47mm>—* 001-155 TMSE 47mm" * “Spigot 00, ‘with Throttle Valve Change wth Throttle Valve Change ‘with Throttle Valve Change™ ® Mikuni Needle Jets eae Needle Jets ‘The needle jt is the main fuel passage to the main bore (venturi of the Mikuni carburetor. Depending on the inside diameter ofa specific needle jet, this will also affect the function of the needle. Therefore, needle jets and neadles act together as the main system in controling the amount and mixture of the fuel which is drawn in mid-range (4-314) throttle operation Two Basic Types of Needle Jets ‘PRIMARY TYPE BLEED TYPE i) Primary Choke Type af For Mikuni Series #224 LEAN 20 zs AAO ANS 88-0 BBS co-0 RICH CCS Note: Letters Z, AA, BB, and CC are sizes in increments of 050mm, Numbers 0 & 5 are sizes in increments of 25mm, 159 O-0mhmRe Pp 30- 36mm Spigot Using the application chat located on page 71, itis noted that | 188 ODtuRS =P 38mm Spigot Caran needle ets require a specific type of main jt because there are | 167 NO thu O-8 . oe {wo types of main jets (41042 & 111007604) that have diferent fuel ow | }7) SO nUeS P 2amm Fange fe characteristics. Aso, needle jets are avaiable not only in types, but | ye gramme =F 2am Sonat sats and ses, Use Mikuni series numbers for styl of te needle et. | veo Ngimag = 8 Jo seen Shigt Tek ses (inside chameter size) within each series are listed according | tg Ngtweas 2am Spiga toaleter-number combinalon, The letter shows the inside diameter | tes Qomegg 2mm Pango, Kawasal Se in neremens of 50mm, 12 Nomos =P 26mm Fange i NoMwos =P 2am Fange For evampl, the diference between P-2 and Q2is thatthe inside | 203 OImuas =P ‘mm Range siameter of neat size 0-2 is 0mm greater than P2 21 Nomuas Pp Kar KR2507350750 2h Figure’ . 40-44mm Spigot The number shows the inside ameter sizein increments ot010nm. | 235 odimos 0mm Farge 27 P&Genly P Yamaha 250, Y2400, 17400 for example, the diference between P-2 and P-t is thatthe inside | 258 0 8 Pony 8 Yamata TT, SR, XT560 ameter of nade at size P-is10mm grater than P-2. Suzuki DR, 8, 65550 75085, Exception: (6) is measured a an increment increase of 006mm. Kaw K2550 1000 For example, the diference betweon P-4 and P-5 is that te inside | 201 Nemuas 8 ‘VW and Vits3 Gamatr of eect size -5 is 005mm greater than P-4 Smoathboes, 39 oomRe =P Tus, 34,3638, 41 Pro-Saies and Ft Slide 49 p2mas 8 Tus3 Fat Se Smocthbore 568 OGtMuPE OP S34, 36 Radial FS Smooinbere 568 yomuz6 =P FS, 40 Radia FS Smooinbere ‘Needle Jet Orifice Diameters 4 4 Boa aaS 4 pO Nea BiNaie T acta a9) 2860 2555 2560 2505 «2570-2575 «58-2585 2500 2.505 2600 2605 © 26102616 ©2620-2605 2580 2635 BID BES 2680 2655 2660 265-2670 ©2675 «580 ©2686 2.690 2.605 2700 2705 «270 a715 270-2705 BTHD 2735-2140 .745 61Mikuni Needle Jets Needle Jets ? ‘Sizes Series ——> 159 166 169 m 172 115 116 Lean N-0) 003-249 003-271 003-324 Ne2 003-250, 003-272 003-305 Ned 003-200 003-254 003-273 003-326 NG 003-201 003-252 003-274 003-327 NB 003-202 003-253, 003-275 003-328 0-0 003-203 003-207 003-254 003-276 003-329 02 003-204 003-228 003-255 002-277 003-305 003-330 0-4 003-205 003-229 003-256 002-078 003-294 003-331 05 003543, 003-545 003-257 0-6 003-206 003-230 003-258 003-279 003-295, 003-307 003-333, 08 003-207 (003-231 003-259 003-280 003-298 003-308 003-334 Po 003-208 003-232 003-260 003-281 003-309 003-335, Pa 003-209 003-233, 003-264 003-282 003-298 003-310 003-436 Peg 003-210 003-234 003-262 003-283, 003-311 003-337 Ps 003-211 003-235, 003-263, 003-312 003-338 Pb 003-212 003-238 003-264 003-284 003-313 003-339 PB 003-213 003-237 003-265 003-285 003-314 003-340 a0 003-214 003-238 003-266 003-286 003-315, a2 003-215 (003-239 003-267 003-287 003-342 a4 003-216 003-240 003-268 003-288 003-343, os 003-217 003-546 6 003-218 003-241 003-269 003-289 003-344 a8 003-219 003-242 003-270 003-290 (003-345 Ro 003-220 003-243, 003-291 Re2 003-224 003-248 RB Red 003-223 003-245 RS 003-224 003-246 003-349 vo RG 003-225 003-247 Rich 8 003-226 003-248, Sizes Series ——> 182 183 188 192 193 196 235 Lean NO. 003-352 003-372 003-424 ND 003-353, 003-373, 003-425, Ned 003-354 003-374 NG 003-355, 003-375, NB 003-356 003-376 003-414 0-0 003-357 008-377 003-439 on 003-358 003-378 003-394 003-413 003-440, 03 O-4 003-379 003-395 03-441 05 003-442 6 003-360 ‘003-381 003-417 003-492 003-443, O8 003-361 003-382 003-398 003-433 003-444 Po 003-362 003-383, 003-399 003-419 003-434 Pe2 003-363, 003-384 003-420 003-435, Peg 003-385 003-421 003-496 PG 003-365, 003-386 003-422 003-437, 003-508, PB 003-366 003-387 003-404 003-423 003-438 003-450 oo 003-367 003-388 003-451 o2 003-368, 003-389 003-452 a4 003-369 003-390 003-453, Y 36 003-370 003-391 Rich 0-8 003-371 003-392 62ee S Mikuni Needle Jets Needle Jets Shes Series > 247 258 389 25H 15 Lean 0:0 003-522 008-570 008-532 02 003-523 003-571 003-533 os 03-324 003-572 003-534 5 08 00-573 006-535 08 003-526 003-574 003-536 Po 008-510 003-527 008-575 000-537 Pz 003-511 03-528 003-576 003538 008-606 Pa 03-512 003-529 008-577 008-539 PS 003-513 Ps ooa-5t4 003-530 ons-s7a Ps 003-515 003-531 003-579 003-549 003-609 a0 003-516 03-580 003-610 02 003-517 003-581 003611 a4 003-518 008-582 003-612 08 00-520 006-583 08 003-521 003-584 RO 003-553 003-585 RQ (03-554 003-586 Rs (005-555 003-587 Y sno 003-556 003-588 ich RB 03-557 005-589 008-589 Needle Jets (contirves) Sis “Series —> _568(RSGH-40) | Series ——> S68 (RSGI-35) | Seves ——> 224 0034663, 06 003-650 05 003-560 \ v2 ones =| 08 003-651 z0 003-495 ya 008-665 PO 08-652 25 00-496 Ys 000-668 P2 003-653 Ano 008-497 v8 008-667 Pa 03-654 Aas 003-498 20 009-668 P6 003-655 88-0 00-499 22 003-669 Pa 006-656 BBS 003-500 Yo 24 002-670 oc-0 003-501 Rich 126 003-871 cos 003-502 Throttle Valve (rst storie cts or No OF ca tert Se set orb motels Sto part be) Part Carb Slide Ile Screw Guide Pin Cut-away Number ‘Application Material Location Groove Width Sizes Available 28156 26-28 Spigot Brass Lett 2.05mm 15,20 vgort76 30 Small Body Brass Left 2.05 1.0 thru 3.5 VM32/65 30, 32, 34 Spigot Brass, Right 260 15 thru 3.5 wvagart10 30, 32, 34 Spigot Brass Left 260 1.01hTu3.5 M6736 36 Spigat Brass Left 3.05 15 thru 3.5 \yM6/39 36 Spigot Brass Right 3.05 30,35 ‘yMi38/24 38 Spigot Brass Right 3.05 1.0thru 3.5 yMa/52 38 Spigot Brass Lett 3.05 1.5 thru3.0 ‘ywnio2 40, 44 Spigot Aum, Lett 3.05 05 thru 4.0 yaaa 40, 44 Spigot Brass Left 3.05 1.5 thru4.0 832-39012 TM32-34 Alum, Lett 40 -892-49002 M36, 38 Alum, Left 15 thru5.0 1892-49011 ‘TM8-85, 86. Alum, Left 25 thus 999-852-014) TMX35, 38 ‘Alum. Lett 25 thru6.0 .999-832-017.16 TMS38, 125 Alum, Lett None 989-832-017-1H TMS38, 250 Alum Lett None NOTE: Brass sides ar chrome plated. Aluminum slides are anodied,Xylan or Nikel-plated,Mikuni Jet Needles Quick Reference Chart for Needle Selection (average Performance Chart) Note: The following isting of neades are simply the average performance of a needle between 1/4 and &/4 throttle opening. Needles are constructed such that a given point on a needle, (for ‘example, at 3/4 throttle opening), the needle maybe fount to perform richerat this given point when compared to the same given point an another needle, but according the the average performance chart, the naedle should perform leaner. For examplk average Performance chart leaner GDH D5 (A) ' ete RR GFIG D-5 (B) ' Richer er ‘ALD-5((A), the taper diameter is 1.918, at D-8 (b), the taper is 2,040; the taper diameter at D-5 (A) is smal than D-5 (B). At this ‘given point of throttle opening (3/4), needle 6DHS wil run slighty richer than 6FJ6, but the average performance wil stil be that 6DH4 willbe a feaner needle because It wll perform leaner at more given points than a 6FU6. Consequently, if you are concentrating on a specific throttle opening for competition use, be certain to check the ‘taper diameter at that pointof throtle opening. Fora more detailed and comprehensive explanation ofthe various needles as to their taper diameters at given points, sez (NEEDLE TAPER DIAMETER DIMENSION CHARTS. THE QUICK REFERENCE CHART FOR NEEDLE SELECTION was prepared by measuring the needles as to their diameter at Given points. Given points are 10mm apart trom each other. By computing the diferent measurements and arranging them in order of taper thickness or thinness, three categories for application of needles were determined. Category | - Competition. For example, motocross racing and desert racing where mid-range throttle operation is vital. Category Il - Racing. For example, Road racing, where 3/4 to full throttle operation is vital. Category Il - Overall. For example, Street riding, where the full range of throttle operation is required. NEEDLES #4 SERIES Cn oor veaven 1 408, 4°3, 4P3 2 4DH7 408 408 3 4066 403 403 4 4p 4F10 4066 5 403 4065 4DH7 6 46 46 4F10 7 410 4DHT 48 8 415 art 4FI5 9 4e14 a aE 10 413 4u3 4ui3 "1 4U8 aunt 413 2 4L13 413 4st ricer 13 aut 4l6 4L6 NEEDLES #5 SERIES ET or user 1 506: 54 504 2 50120 508 506 3 504 505: 505, 4 SEIS 50120 50120 5 59 501 SFB 6 Fa SFB 501 7 SOP, SFI6 SENS 8 SFL14 5rd 58 9 53 53 SEH7 10 SEHT BES 5Fu9 " SFT SEH? S0P 2 505. 5DH21 SFLI4 13 5E13 SFLIG SLT 4 sui SFL 5E13 15 516 5E13 SFG 16 501 50P7 5DH21 7 59 59 59 18 SFI6 56 516 19 SDH2t SLI BL racer 20 SFI2 SF 12 5FI2 Please Note: Many of the needles listed in the charts above are ‘no longer in production. We have listed them for reference only.Mikuni Jet Needles NEEDLES #6 SERIES Cao Coo NEEDLE TAPER DIAMETER a a DIMENSION CHART (A) a ee 4 GFE 6DH7 6DH7 (a)=Needle Length (mm) $e {Glenn between pons and te taper ot) a 7 aba ‘10m 8 8DP5 FS. LI (220mm 9 FS BFI6 GFI6 3=30mm 0 oT sonar fed n prt BDH2 6F5 5=50mm Me eet at a D+, 2,3, -, 6 ae the aca taper diameters at hse aie Pea aH ot polio milineters i oe | fk a 1% ours Bn i | fm aD moe 20K BM NEEDLES #7 SERIES TT 775TH THOS mee The i feMikuni Jet Needles Jet Needles Series Type Application The Jet Needle cons the fel mitre inthe mi-ange (V4 is ‘asemm Satur 3/4) throttle position. The taper of the needle determines the amount = Of fuel. For example: the thinner the diameter ofthe needle, the more a ener as aH {uel wil be draw. The ticker the dameer ofthe need the less fel Soerotem pest can be daw. 6 30mm-38mm Spigot Two Types of Needles: a 40mm an Adm Spigot * RS and HS Carbs Taper Point 1-1 through 0-6 ingicates diameter (mm) at each point. Double Taper Type A 8 | 4 | oe | Ds | D4 | Ds | Ds L WORE [e23_| HO [RST | Bain [anes | 2296 [Ro00 [ree ow ow, oro | 623 [asa [este | 2sis [oars [2210 [ro [1078 sort [ors | 205 [2512 | 2512 [2420 | 2240 friars [i710 a a) Taper 2) FIG | 623 | 35.2 | 2.505 | 2.505 |2.505 | 2.376 |2.040 |1.606 eons | 623 | 220 [2512 | 2512 | 2450 | 2206 [i948 [1607 Needle Taper Diameter Dimension Chart ai1_[ aes | 370 [asia | asia [asta | a8 |ra26 [rare D+ through 0-5 indicates diameter (mm) at each point A | 8 | 01 | 02 | 03 | 04 | 05 ‘ae [03_ [280 _[aste oor [aais [ator _| 1998 aon7_[503 [230 [ase [2st | 2306 | 2008 [1.700 aa_[s02 [240 [asia [2513 | 2230 | 1.800 | 1.400 us| sos [ass [ests [2st | 2tze | 1.660 |1.190 am [ars [213 [asia [2s06 [ate [1.776 +1 through D-6 indicates diameter (mm) at each point. eurt7| 623 | 32.1 [2516 | 2516 [2518 [237 [1am fia ont_[ 623 | a70 [2sta | 2514 [sta [2270 [1672 [1.058 oort | 623 | 2a0 [aati | asi [are [asta [1.748 [1075 ene | 623 | 255 [2520 | 2520 [2400 [2250 [tots [1575 Son7 | 622 | 285 [2si6 | 2516 [2505 | 2916 [2000 [1.606 sone | 622 | 203 [2598 | 2598 [206 [2208 [127 |taa7 eriva | 621 | 267 [2598 | 2530 [2506 [2203 [1.649 [1210 ori | 622 | 198 [2505 | 2590 |246t [2208 [1.970 [16H orto] 624 | 265 [251 | 2st [aaa [ore [tse | 0 Gri | 642 | s2e [250 [2ae [oes [224 [ta7_|ivo soso | 647 | 263 [251 [2st [aes [20d [tes [iar A} 8) o4| 02 | 03| 04 | 05 | 06 sra_| 500 | 274 | 2510 | 2519 | 2ato | 2.195 [1.963 sestt | 603 | 285 | 2515 | 2515 | 2515 [2.241 | 1.009 [1.420 srtt | 603 | 282 | aste | 2518 | 2.498 | 2.175 | 1.740 [1.256 srut4| 500 | 280 | 2520 | 1500 | 2.440 | 2.170 [1.705 sez | sa0 | 200 | asts | 2518 | 2.400 [2.170 [2.170 [1.795 sop7 | 676 | 264 | 25t2 | 2512 | 2.440 | 2259 | 1.580 56 | se0 | 275 | 2518 | 2518 | 2340] 1.00 | 1.450 aut_| seo | 270 | 2518 | 2518 | 2390 | 111 [1297 su9_[ 580 | 270 | 2522 | 2500 | 1.432 [1.908 | 1.505 Needle Taper Diameter Dimension Chart A | 8 [0102] 03/04] 05] 06 [07 ‘rons| 722 e74| 2.96 | 2.98 | 294 | 270 | 248 | 208 | 1.72 ret_| 723] a1] 299 | 299 | 299 | 2.00 | 258 | 228 | 202 76 | 723| 200| 3.00 | 3.00 | 2.05 | 2.68 | 2.41 | 214 | 1.87 rows) 725| 281] 2.98 | 2.98 | 2.96 | 2.00 | 247 | att | 1.76 tori2| 753 316] 299 | 299 | 209 | 284 | 266 | 227 | 1.92 +1 through D-6 indicates diameter (mm) at each point, 4|8|c|o1|o2 | 03|04| 05| 06 BFS | C3] wT | 190] Zsis| aasG | RawT| As6F| ATE | TBAT 20—| ora | 623|320 [94] 2515] 2442 | 2438] 2.208] 1990] 1.678 39 —>| er8 | 623|240 [215] 2512) 2512| 2.988] 2214] 1.045 | 1.688 = a eF16| 646/312 [18.4] 2520] 2404 | 2.400] 2201 [1.941 | 1.679Mikuni Jet Needles risive cats Jet Needle No. Applications ‘Needle Diameter Before Taper (mm) Air Fuel Ration ort 213 TWG8 FLATSLIDE 251 LEANER eras 02-349 251 80 02-12 250 GPs 002-341 v RICHER een. 60 07-077 TWX38 FLATSLIDE 260 LEANER: 59 DO7-76 259 58 007-075, 258 57 007-074 257 55 007-073, 258 55 007-072 255 54 OO7-071 254 53 007-070 y 253 RICHER GENIT- 58 007-056 TMX3S FLATSLIDE 258 LEANER 57 007-055 257 55 007-054 256 55 007-053, 255 54 007-052 254 53 007-051 253 52 007-050, 252 51 007-049 Y 231 RICHER eepvi2- 60 TMS36-77, 78 250, LEANER 59 125 259 58 258 5 237 55 Y 256 RICHER eocvos 60 1838-77, 78 260 LEANER: 59 2500 259 58 258 57 257 58 258 55 255 54 v 254 RICHER 902401 STD 834-36 250 LEANER 902403 SMOOTHBORE 249 x ‘902404 248 ricer 90HvO3 ST 07-020 S940 298 LEANER 9cH¥05 07-022 SMOOTHBORE 298 9cH¥08 007-023, 297 RICHER ‘9cHY 10-99 (9CHY0) STD 838-40 299 LEANER 95 295 9% 295, 9 y 294 % 290 RICHER 90,01 STD OO7-015 sao. 297 LEANER souv0s 07-017 SMOOTHBORE 298 souvo2 007-016 295 RICHER annvor-9s sa 42 Leann apavorg7 NEEDLES 0D¥0-96 STD aDv0r-95, ici Pro Option-TMS38 Needles (lor 126 & 250 ct Engines without Main Jets thru 1992 Each kt contains a selection of different needles) KITNO, [NEEDLE DIAMETER ‘AIVFUEL MAW JET EQUIVALENT | SUDCO PART 125.60 TMSIN25056 256mm richer 400, 390, 380,370, 360 07-091 TMS-INI2557 257mm 490, 380, 380,370, 360 07-092 TMSNI25658 28mm leaner 490, 390,380,370, 360 007-093, 250.60 ‘TwS-IN250057 257mm sicher 380, 370, 360, 350, 40 007-095 TMS-IN25088 258mm 5380, 370, 360,350, 340 07-096 ‘TMS-IN25059 259mm leaner 380, 370,360,350, 340 007-097 NEEDLEPART NUMBERS 400) (G80) G80) (70) ED) "@80)_(S70) (350) 0) (940) 125 cc = JBGEL 11-15 Hor 12, 13, 14, 15 (400-360) 250.c0-J8-6 CEMOT-05 Ot or 02, 03,04, 05. (380-340) Important Note 1 our uta! covet ting sng a TMS Car al win he guideline abl, you may achive improved pafemance wth he pro-pin ki, ample: TMS 8 ath GDGYOU Sand S60 main choose TMSUN2S0S7 "eae Mikuni Main Jets Main Jets Small Small Large Main ts contol the fuel ow at the full throte opening. The size | MAE ae oe Sonanet ‘umbers ofthe main jets run trom smal (leaner to larger (richer). Geman teas cues | Oto For example ia 4042 #150 main jet i being used and alaner main | S04559.__ $5 Oe aad eee itis required, one would use a#146 or over. olga ees oozes 675 | tories 5 a : 004-208 70 004-269 60 004-164 60 aoe ra 00420975 oot270 625 | onei65 625 nae Large Hex #504200 in Oran Meroe eeer breton a ‘i 00423185 oos272 675 | o0t167 675 sfts ede jels increments ofS. ee eats erie en 150, 166, 176 (e200 #00 008-283 95 oos-274 725 | o0s-169 725 183,188, 192, in increments of 10 Oooeot08 eam COnIcRES ae oe 105 oes 7715 coeizi zs 004-286 110 277 80 72 Nion;60s Large Round #90-9210 in ieee S oe a 004-288 4120 onze a5 o0d-174 85 i nodle jet increments of 2.5 Eee tog ers | eee ZAP I88, 196. (2.9.60, 52.5, §5, 004-240 130 004-281 90 004-176 90 5755, ete.) 004-241 135 004-262 925 a 925 04-242 140 004-283. 95 004-178 95 mio Small Hex 4#50-#200in 004-243 145 oos-24 975 | 004-179 975 increments of oot244 150 4-285 100 ‘004-180 100 004-245 155 004-286 1025 | ood-181 1025 004246 160 004-287 105 (04-182 105 04247 165, 004268 1075 | ond183 1075 027221 Small Round £80-4190 in 008-288 170 4-289 110 004-184 110 sits needles increments of 25, ora 175 Soran igs | ooftas 1125 ta #190-£220 in 00425018 008-291 115 186 115 B ser gee, Bee | gets | Sarit. 004-252" 190 004-293 120 (004-188-120 worm pn cain) | SARS I | mR | Ba late model 004-254 200, 004295125 (04-190 125 Ducati cv oos-296 1275 | onti9t 1275 Yamaha CV 008-297 130 004-192 130 os-208 1325 | 008-193 1925 Large Hex 004-299 135 004-194 135 Soran iz | gotta 1875 aez ose oo4-go1 140 04-198. 140 Meo so) thes rs a5 400 goesee 2s | oovier 425 if i. 004803145 004-198 145 ooeort 55 004-100. 180 004-126 410 Tae | Ose oosre 60 on4-101 185 004-127 420 ee Eee 004073 65 004-102 190 004-128. 430 ee | Ua oo4074 70 004-108 195 004-129" 440 7 coors 75 004-104 200 004-190 450 Tene aaa 04-308 1575 | 004-203 1575 coH-076 80 04-105 210 oot31 460 ea ooo c04-077 85 004-105 220 od-132 470 Oma ies | coco 04-078 90 04-107 230 0-133, 480 Ones 165 004-206-165 407s 95 oe 108 240 = Oia4_480 cst | 04080" 100 ‘004-109-250 004-135 500 coats 170 ‘oo!-208- 170 (04-081 105 004-110 260 004-137 520 oossi4 1725 | 004-209 1725 ‘o-082. 110 ood-tt1 270 004-139 540 004315. 175 04-210. 175 004-085-115 004-112 280 ooet4t 560 oose 175 | oot 1775 toes 120 004-113 290 004-143 580 004317 180 04-212 180 004-085. 125 Ont-115 300 004145 600 oorsis 1925 | o04213 1825 004-086 130 on-116 310) 004-148 620 004319185 004214 185 008-067 135 oo-17 320 004-147 640 004320 1975 | 004215 1875 04-088 140 04-118" 330 ‘004-148 650, 08-321 190 004-216-190 004-069. 145 Ood-119 340 004-149 660, 04-322 1925 | Ood-217 1925 400. 150 oor-i20 350 004150 680 Gossza m8 | 904218 185 004-001 155 Oo4-121 360 004-151 700 : \ mee" = CoR22 ar) tneso TO ootses 200" | 994220200 (oboe) 165 Obe-103 300 ODES 720 cokzzt ates ‘tot094 170 004-124 390 eeaaa ats 004-208 210Mikuni Pilot Jets Pilot Jets Mikuni No. Sizes Application! vM22/210 #10-#95 Most Mikuni Carbs. 3G} ‘to #30 by “5” from vM28/213 (#15-#40 in. 211972 VM28/486 412.5 - wei ie ees 2 ii (8 holes) RS3émm vm28/1007 415-865 in 22 Flange (1000cc, ; increments of 2.5 2cycle,Banshee, RZ,Blaster Yam) BS30/96 +#30-460 OEM CV Carb | increments of 2.5 s vmz2/210 VM28/1001(continuea) Order No. Size ‘Order No. ‘Size 004-001 #25 004-045, #45, as 8g $27.5 VM28/486 #35 004-027 #12. e gee #50 004-030 #20 995 004-031 #225 #60 004-032 #25 #65 004-033 #275 # Beg #90, 004-038 450, #95, 004-560. #55 ‘#60 vM26/213- 004-562 #65, ‘Order No. ‘Size 004-019 #5 BS30/96 004-020 #75 ‘Order No. ‘Size 004-022 822.5 004-055, #325 004-023. #25, 004-056. #35, 004-024 #30 004-057, #375 004-025, #35, 004-058. #40, vM28/1001 004-061 #75 Order No. Size 004-062 #50. 004-050 #75 004-064, #55, 004-040 #20 004-065, #575 ae 70 Air Jets [Meters the ai low through the passage to and into the needle jt. It acts as a fine tuning component in regulating the fuel-air mixture ‘This is especialy important wien a bleed type needle jet is used a3 Mikuni No. Application BS30/907 26 thru 44mm Spigot beans cane BS30/97 ae 002-151 0.6. 002-152 O7 002-154 09 002-155 1.0 i i” iF i 15 u V7 18 en #165 #170 002-170 #200 002-171 #210 Starter Jet (Fits TM32 thru 38) 004-400, #15 004-402 #20 He e SPEEA PLOT a ol Wika N151.067 Mee ge uproar acura ema N224.103 OEM for Yamaha YZ motoreycles, original equipment in Mikuni TMX ‘carburetors, Sizes 30 thru 65 in increments of 2.5 4s