1976 KZ400 jetting w/ pod filters

On my buddy's 400, we had charging problems too, initially, which caused some sputtering and dying. Ours turned out to be the regulator.

We should probably mention, for anyone interested, these settings are only for the 1976, and probably the 1975, and a few 1977 Kz400's which use rigid piston slide CV carbs. Most 400/440's use diaphragm CV's.

That's reassuring, at least I know it's not just a fluke on my bike! Just did a quick dynamo test and the results seem telling. With bike not running, resistance between all three wires reads ~1 ohms. With bike running, AC output reads 3V. I'll post in the electrical subforum to triple check, but to me, this means the stator field coil is fried.

Don't jump to that conclusion based on a single stator voltage test. If you look in the manual it will detail how to do the test properly.

You have to disconnect the regulator and jumper the connections to apply voltage to the field coil. I *think* you jumper the brown wire to the green wire. That applies full voltage to the field coil. But verify that with the manual.
Then you can measure the AC coming from the stator.

The stator windings and field coil are two separate things.

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EDIT: I will repost this in your charging system thread, to keep everything related in the same thread.
www.kzrider.com/forum/4-electrical/60575...-output-test-results

loudhvx wrote:

Nebr_Rex wrote:
I was replying to Patton.

I was just interested in seeing your project and was bummed the link didn't work.

try this

www.dotheton.com/forum/index.php?topic=39120.0

or copy and paste

edit: I tried also and it doesn't work you'll have to copy and paste.


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That's an insane project ! Thanks for the link! Great read.
I saw some HEI modules in there. I don't know if you saw my updated notes on the 4 pin, but there are a batch of newer modules that don't really follow the rules of the original design. They now use microcontrollers instead of an MC3334 chip.
s3.amazonaws.com/gpzweb/Ignition/HeiModules/HeiModules.html

I'm doing research on my 74'/75' KZ400 carbs (CVB36's marked 746E) and came across this thread, amongst others on the subject of getting these carbs to work properly with pod filters (haha) ... I purchased a Keyster rebuild kit KK-0139F which came with all new jets except for a pilot jet (oddly enough, the carbs did not originally come with pilot jet installed, which only begs more questions about what the PO was doing... anyways...). The kit did come with a new slow jet with the emulsifier tube; a #40. It appears to be a common issue locating replacement pilot jets. I saw mention of a Keihin p/n 99101-124-xxx (i.e. 99101-ZF5-xxx), available from Power-Barn, etc, and I was curious if anyone has purchased these to confirm they fit???

For what it's worth, I've found some part fitment/cross-reference information saying that 99101-124 is the Primary Main jet (as opposed to the Secondary Main jet) for multiple later model KZ carbs including but not limited to certain 78-80 KZ400 A/B/C, KZ440's, KZ250, etc. Not sure if the "Primary Main" and "Pilot" jets are somewhat analogous in certain instances concerning these Keihin CV carbs...

Jetting information from thus far...
Removed from my CVB36's:
Main Fuel = 125
Slow Fuel = 35
Pilot Fuel = not installed
Starter = 72
Main Air = 60
Slow/Pilot Air = 90

Keyster Kit KK-0139F:
Main Fuel = 135
Slow Fuel = 40
Pilot Fuel = not included in kit
Starter = 60
Main Air = 60
Slow/Pilot Air = 110

Sizing Suggested by LOUDHVX from notes on 6/20/07, 76'KZ400-S2, EMGO pods and cut 2-1 exhaust:
Main Fuel = 140
Slow Fuel = 37
Pilot Fuel = 64
Starter = 68
Main Air = 60
Slow/Pilot Air = 90
(Note that slightly different jetting was given by LOUDHVX in post on 4/25/06, 76'KZ400-S2 with Uni pods and stock 2-1 exhaust)

As for me and my planned setup on this bike, I'll have Uni pods and an open/cut 2-2 exhaust. I guess my initial target will be to get close to the values mentioned above by Loudhvx… As for the pilot jets I mentioned earlier (Keihin 99101-124), this jet is only available in sizes > #48... I suppose I would look to get a size of ~50 and/or 60, to accommodate my setup.

Other adjustments I think I can anticipate: a #140 Main Jet should be easy to come by (Keihin p/n 99202-601). I can put the original #72 Starter Jet back in. Curious if anyone thinks the #110 Slow Air jet is too big? If so I can put the original #90 back in; otherwise not sure if there's one readily available in some intermediate size e.g. #100 (anyone know of something that will fit, or closely fit with a little modification, perhaps a Mikuni BS30/97 Air Jet? Measurement comparison appears about right).

I wish Keyster would list p/n's of the individual items in there kits. Would've made this much easier; eliminated some of the guessing game.

I would appreciate any help. You guys were a instrumental on my KZ650 project. Thanks!

We are talking over 10 years ago, so my memory is sketchy, but as I recall, we may have used pilot jets from an early 1970's Honda CL350, as we had one with a blown up motor back then and we scavenged parts whenever we could. If you read my posts from back then, it might confirm the Honda jets. If I recall, the Honda Keihins had brass floats and rubber diaphragms which are different from the piston-slide, foam-float Kz400 Keihins, but the pilots would swap over, and maybe some of the other jets too.

Hi there , I’m sure this thread is pretty old but do you have those Mikuni’s still for sale? I ultimately want to but those on my ‘78 KZ400B. Please let me know.

Dredging this up to re-post the o-ring graphic I referred to earlier, for a fellow member.
(I also updated the graphic regarding which models used pistons vs diaphragms.)

This is a good place to get some orings.
newmotorcycleparts.net/fuel_system_parts...al_fuel_o-rings.html

ID means inside diameter of the doughnut.
CS means cross-section as if you were to cut the doughnut.