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34mm CV 1170cc Lawson main jets?
- Tyrell Corp
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Bike is an'83 ELR z1000R R2. Carbs are 34mm Mikuni CV, will have decent Ramair or APE pods. Vintage competition baffle kerker, GPz11 B motor, zx1100 head with 300 degree J3 cams.
I know a set of flatslides and hotter cams with further head work is the way to go for big bhp , but for me the bike was arm-wrenching fast even on 1098cc anyway. The only reason for the rebore was the 2 stroke like appetite for oil. A crazy fast bike - what sort of headcase would spend all their redundancy pay on one of those :laugh:
The bike was all dialed in nice but the original carbs went awol so I need to start from scratch on the jetting. All opinions and help appreciated.
The carbs are from a tuned GSX1100 , so I'm expecting to have to make some changes. I'd prefer to go for the main jet and needle height/profile before buying a dynojet kit.
1980 Gpz550 D1, 1981 GPz550 D1. 1982 GPz750R1. 1983 z1000R R2. all four aces
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ok, the gsx1100 bit may have been a red herring as the carbs definitely have the vacuum takes offs?, so I guess kawasaki carbs going onto a suzuki gsx and basck to my kawasaki again.
I notice the z1100R had different main jets for the inner and outer cylinders, also gsx1100 spec different intake vacuums to 'balance' carbs...what is best here?
Carbs wearing what seems z1000J3 jetting and needles, 120 mains. would 135 to 140 be a start?
1980 Gpz550 D1, 1981 GPz550 D1. 1982 GPz750R1. 1983 z1000R R2. all four aces
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- PLUMMEN
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Still recovering,some days are better than others.
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Steve
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1984 750 Turbo
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PLUMMEN wrote: Does anybody know if Kano's elr site is still around? I bet he would have some ideas
[Excellent pornographic memory.] :lol:
May find some helpful info from the topics and posts shown in this link:
kzrider.com/forum/search?query=BS34&sear...te=all&childforums=1
Good Fortune!
1973 Z1
KZ900 LTD
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Looking closer it seems the carbs are probably originally z1000J before going onto a GSX.
If I can get it back to how it was; arm-wrenching rpm power but also tractable and responsive for riding slow around town I'll be well happy. The 4-1 supertrapp and pod filter set up previously worked very nicely, although it was heavy fuel consumption.
1980 Gpz550 D1, 1981 GPz550 D1. 1982 GPz750R1. 1983 z1000R R2. all four aces
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Tyrell Corp wrote: c'mon guys
ok, the gsx1100 bit may have been a red herring as the carbs definitely have the vacuum takes offs?, so I guess kawasaki carbs going onto a suzuki gsx and basck to my kawasaki again.
I notice the z1100R had different main jets for the inner and outer cylinders, also gsx1100 spec different intake vacuums to 'balance' carbs...what is best here?
Carbs wearing what seems z1000J3 jetting and needles, 120 mains. would 135 to 140 be a start?
Am I to understand the carbs came off another bike and the jets are different inner and outer? If so, that might be to compensate for problems with the old engine. What do your plugs look like on 1/4-2/3? They should tell you which direction to go. The mains can have a slight influnce on the low end masking low speed issues. That's the problem. Jumping to the mains is an error. Start with the pilot system first, then go from there.
Steve
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I suppose by definition, setting up a GPz1100 motor for carbs will always be a shot in the dark without any factory settings as a baseline.
I was always under the impression that carb tuning should be top down, is WOT main jet first, then, needle, then pilot and airscrew. ???
1980 Gpz550 D1, 1981 GPz550 D1. 1982 GPz750R1. 1983 z1000R R2. all four aces
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