TOPIC:

sully73 wrote:

it looks to be the #92064. mabe ill just leave that alone for now. i was on z1s site and ordered a bunch of mains to try and test with later, but i couldnt find any pilot jes for my carbs(or any for that matter). is this something unavailable? i read a couple posts that guys drilled them out, but that seems pretty risky to me, mo so if i can find a replacement.

#92064 is the pilot jet. If dirty or undersized, could be causing the performance problems, especially at lower rpm's. I would remove it and replace it with a brand-new pilot jet (they're inexpensive), probably one size larger because of the pods and freer exhaust.

Good Luck!

ill give it try, cant hurt anything lol, book said about 1.25 turns or so. ive got the carbs about as clean as i can short of dipping them, so ill reassemble and see where it goes. as far as the settings, i was thinking the same thing, the PO put j model carbs on it because it had bigger jets instead of rejetting the stock carbs. big waste of money, but atleast it wasnt mine. i could really care less if it has pods on it, so until my jets come in, i think ill put the old box on and see also if that has any improvement. with having the 4-1 on it and going back to stock airbox, is there usually a jetting change needed on these bikes, or is it mainly when you do aftermarket filters? the cbs were alittle touchy and needed jetting even with just pipes, but most were putting on 4 open drags and i think back pressure was the main prouble there. my muffler has a baffel in it but its seen better days. if the damn rain would stop id try making a run for the garage and hope not to get washed away. heres the beast i picked up btw, think i did ok for a grand.

crap i hate resizing pics lol ill try again.

maybe this time.

sully73 wrote:

it looks to be the #92064. mabe ill just leave that alone for now. i was on z1s site and ordered a bunch of mains to try and test with later, but i couldnt find any pilot jes for my carbs(or any for that matter). is this something unavailable? i read a couple posts that guys drilled them out, but that seems pretty risky to me, mo so if i can find a replacement.

Would not leave it alone, because it's likely causing problems and preventing proper function of the pilot circuit.

IMO drilling is ill-advised. Even overly aggressive cleaning is ill-advised. These are very precisely metered, and it doesn't take much to mess them up.

Although not listed separately, could give Z1E a call about whether the pilot jet is available on an individual basis, and suggestion as to best size. If available, might consider getting 4 of the standard size and also 4 more of the next larger size.

sounds like a plan. i guess ill try and pull that plug, i just hope i dont f it up getting the plug out and itll go back in, lol one more time on the pics. ah to hell with it, i need to figure these out lol

For reference, here are the part numbers, and also a list of the models using the same pilot jet. Note the same pilot jet #A37.5 is shown for both LTD and J model.


11009 11009-1240 GASKET,CARB. PLUG 4 4 4


11009A 11009-1241 GASKET,FLOAT CHAMBER 4 4 4


11009B 16038-022 "O" RING 4 4 4


13169 13169-1190 PLATE, LOCK 4 4 4


14025 14025-1359 TOP-CHAMBER,MIXING 4 4 4


14043 14043-1010 FILTER,FLOAT VALVE 4 4 4


16009 16009-1085 NEEDLE-JET 4 4 4 US


16009A 16009-1086 NEEDLE-JET (Canada) 4 4 4 CN


16012 16012-1010 CAP-STARTER PLUNGER 4 4 4


16012A 16012-1011 CAP-STARTER PLUNGER 4 4 4


16014 16014-1014 SCREW-PILOT AIR 4 4 4


16016 16016-1019 PLUNGER 4 4 4


16017 16017-1086 JET-NEEDLE 4 4 4 US


16017A 16017-1087 JET-NEEDLE (Canada) 4 4 4 CN


16030 16030-1016 VALVE-FLOAT 4 4 4


16031 16031-1013 FLOAT 4 4 4


16055 16055-010 PLATE,NEEDLE 4 4 4


43028 43028-1025 DIAPHRAGM,VALVE 4 4 4


92022 16034-001 WASHER MAIN JET 4 4 4


92037 16008-014 CIRCLIP 4 4 4


92043 16032-008 PIN,FLOAT 4 4 4


92055 92055-044 "0" RING 4 4 4


92055A 92055-1059 "O" RING,CHECK VALVE 4 4 4


92055B 92055-1105 "0" RING 4 4 4


92063 92063-1100 JET-MAIN,#A127.5 4 4 4 (RACING USE


92063 92063-1100 JET-MAIN,#A127.5 4 4 4 (RACING USE


92063A 92063-1101 JET-MAIN,#A122.5 4 4 4


92063B 92063-1102 JET-MAIN,#A125 4 4 4 (RACING USE


92063B 92063-1102 JET-MAIN,#A125 4 4 4 (RACING USE


92063C 92063-1106 JET-MAIN,#A120 4 4 4 (RACING USE


92063C 92063-1106 JET-MAIN,#A120 4 4 4 (RACING USE


92063D 92063-1107 JET-MAIN,#117.5 4 4 4 (RACING USE


92063D 92063-1107 JET-MAIN,#117.5 4 4 4 (RACING USE


92064 92064-1036 JET-PILOT,#A37.5 4 4 4


92066 92066-1051 PLUG,PILOT SCREW 4 4 4 US


92066A 92066-1064 SCREW,DRAIN 4 4 4


92066B 92066-1086 PLUG,CARBURETOR 4 4 4


92066C 92066-1087 PLUG,PILOT JET 4 4 4


92081 16022-016 SPRING,PILOT SCREW 4 4 4


92081A 92081-1363 SPRING,DPHRGM VALVE 4 4 4


220 220B0406 SCREW PAN HEAD 4X6 14 14 14


220A 220B0510 SCREW PAN HEAD 5X10 14 14 14


220B 220B0514 SCREW-PAN-CROS 16 16 16


461 461F0500 WASHER SPRING 5MM 16 16 16


Pilot Jet #92064 #A37.5 is common to these models:

KZ1000-J1 (1981)
KZ1000-J2 (1982)
KZ1000-J3 (1983)
KZ1000-K1 (LTD) (1981)
KZ1000-K2 (LTD) (1982)
KZ1000-M1 (CSR) (1981)
KZ1000-M2 (CSR) (1982)
KZ1000-P1 (Police 1000) (1982)
KZ1000-P10 (Police 1000) (1991)
KZ1000-P11 (Police 1000) (1992)
KZ1000-P12 (Police 1000) (1993)
KZ1000-P13 (Police 1000) (1994)
KZ1000-P14 (Police 1000) (1995)
KZ1000-P15 (Police 1000) (1996)
KZ1000-P16 (Police 1000) (1997)
KZ1000-P17 (Police 1000) (1998)
KZ1000-P18 (Police 1000) (1999)
KZ1000-P19 (Police 1000) (2000)
KZ1000-P2 (Police 1000) (1983)
KZ1000-P20 (Police 1000) (2001)
KZ1000-P21 (Police 1000) (2002)
KZ1000-P22 (Police 1000) (2003)
KZ1000-P24 (Police 1000) (2005)
KZ1000-P3 (Police 1000) (1984)
KZ1000-P4 (Police 1000) (1985)
KZ1000-P5 (Police 1000) (1986)
KZ1000-P6 (Police 1000) (1987)
KZ1000-P7 (Police 1000) (1988)
KZ1000-P8 (Police 1000) (1989)
KZ1000-P9 (Police 1000) (1990)
KZ1000-R1 (Eddie Lawson Replica) (1982)
KZ1000-R2 (Eddie Lawson Replica) (1983)
KZ1100-A1 (Shaft) (1981)
KZ1100-A2 (Shaft) (1982)
KZ1100-A3 (Shaft) (1983)
KZ1100-D1 (Spectre) (1982)
KZ1100-D2 (Spectre) (1983)
KZ1100-L1 (LTD Shaft) (1983)
KZ650-H1 (CSR) (1981)
KZ650-H2 (CSR) (1982)
KZ650-H3 (CSR) (1983)
KZ700-A1 (1984)
KZ750-L3 (1983)
KZ750-R1 (GPz) (1982)
ZN1100-B1 (LTD Shaft) (1984)
ZN1100-B2 (LTD Shaft) (1985)
ZX750-A1 (GPz 750) (1983)
ZX750-A2 (GPz 750) (1984)
ZX750-A3 (GPz 750) (1985)

Thinking it would be virtually impossible to do a decent cleaning job on the pilot jet or the pilot circuit passages without first removing the pilot jet. And of course the pilot jet must be removed in order to replace it after cleaning or with a new pilot jet.

While it has taken the long way around to get here, I think the root and majority of the bike's carb problems lies with the pilot jet, pilot circuit passages, and correct adjustment of the pilot mixture screw.

The main jet size has little if any influence on fuel mixture except during wide open throttle operation, where its orifice size limits the maximum volume of fuel being allowed up into the bleed pipe to the needle jet. While the main jet is often up-sized for better wide-open-throttle performance with pods and freer exhaust system, the best method of determining and assuring correct main jet size is spark plug reading after a high speed throttle chop (with simultaneous ignition chop and clutch disengagement).

And should remember -- the main jet has virtually nothing at all to do with performance of the pilot circuit, or enrichener circuit, or "popping and cracking" or "surging" or other carb-related performance problems at less than max rpm.

Would also double-check existence and condition of the o-ring #11009B on the pilot mixture adjustment screw. Because might be allowing outside air to leak into the mixture.

And also double-check existence and condition of the o-ring #92055A in the pilot jet assembly.

Being sure of using the correct size screwdriver will help avoid damaging the pilot jet when removing it from the carb. Not supposed to be so tight and difficult to remove. Hope it wasn't installed by Godzilla.

Good Luck!

Edit -- have since read that main jet size in CV carbs does have some effect on lower rpm operating performance.

CV carbs are not that easy to tune, on open headers and some
mods to the motor. Would try making sure all the jets are clean taking a bread rap wire and trip the cover off down to the wire and run it through the jets. Turn air screws out
to 1/2 to 3/4 turns make sure the air jets are clean. You may like to play with the jet niddle lower or bring up.

The main thing if make sure they are clean and no air leaks
Jet main sound to big to me 127.5, 20 22.5 25 some where
around there is this a stock motor with open hearders.
Make sure floats are level and inspecs. Carbs are in sink with each other.

www.iwt.com.au/mikunicarb.htm

www.mikuni.com/tg_poor_mid_range.html

www.factorypro.com/tech_tuning_procedure...igh_rpm_engines.html



Here some pics of carbs I'm working now would not idle popping a little. There are 36mm flat slides.

air jet step up to from 0.8 to 0.9, pilot jet from 17.5 to 20.0, main jets to 22.5 clips on 4th.

If your going to run the 127.5 main jets you may set the niddle clip on 2 clips. what heat range spark plugs are you using... I just don't remember seeing 127.5 on a stock motor kz1000.

im thinking they have to come back off and get alittle more attention, but i have a twist for you. number one and two are fouling out the plugs, while 3 and four are perfect coloring. hmmmm. this one got me . i thought maybe 1,2 were different carbs so i pulled the bowls and checked them against the other side. same jets and same needle jets. that aside, i believe im back to where you pointed me looooong ago. back to pulling the pilots and cleaning some more. the funny thing is, the PO said that he bought the j model carbs for the bigger jets(dont ask why he just didnt rejet) andyways, the stock jets are supposed to be 122.5 i believe and the js are 127.5. well the jets that were in the original carbs were 127s and by comparing them to the supposed j model carbs, the new jets are much larger. thanks for the patience guys, ive always hated carbs and this is pissing me off. ill pull the carbs back out and strip them down clean and go to town on them. gotta wait till tomm cuz i gotta bail for work, but if you guys think of anything else, please write it down. the good news is that it charges, lol, never bought a used bike that did that before.

jag i think i saw it here in the kz info, either there or the book, cant remember. using stock plugs, they look like they are having a good burn. its half way on the electrode.
also i already did that this morning, two slots up, thought maybe i could get alittle close but no such luck. it has larger than 127s in it now, im going to swap the stock 127s in and see if that doesnt do the trick, but reguardless there has to be other issues for two carbs to burn great and two to foul. ill pull them in the morning after work and go back through them. thanks for the ideas guys, gota go.

sully73 wrote:

...number one and two are fouling out the plugs, while 3 and four are perfect coloring...back to pulling the pilots and cleaning some more...stock jets are supposed to be 122.5 i believe and the js are 127.5. well the jets that were in the original carbs were 127s and by comparing them to the supposed j model carbs, the new jets are much larger....

As a matter of information regarding the main jet sizes -- Kawasaki.com carb diagrams for 1981 KZ1000 LTD and J models show 122.5 as standard for LTD plus other sizes of 117.5, 120, 125, 127.5 available for "racing." And shows 127.5 as standard for the J model plus the other "racing" sizes and further adding "racing" sizes 130 and 132.5.

New pilot jets would be best. But if must resort to cleaning and re-using existing pilot jets, another orifice cleaning method is using a small steel "E" guitar string, which fits well and is smooth so it shouldn't scour or deform the tiny precision orifices. Trouble with cleaning old pilot jets is that they can look so very perfect, even under slight magnification and bright light, and still be imperfect enough to prevent precise metering and be unable to perform on par with new ones.

Pilot jet sizes are in steps of 2.5, so the next size larger than 37.5 is 40. And the next smaller than 37.5 is 35. The size is usually stamped into the jet, but is often extremely difficult to read and sometimes hardly visible at all.

Good Luck!

Edit note -- this post has been edited to reflect that the LTD standard mainjet size is 122.5 whereas the standard J model main jet size is 127.5. The standard mainjet sizes of LTD and J model are NOT the same as was earlier posted in error.