Patch

Hmm I'm a little surprise by this! Personally Marcarl I do not see this site as one for minors or underage kids. I remember for example the old sears catalog; now outside of the pose my family looked through it for fashion stuff they could order... And.... On this I disagree with you Carl but thank you because you asked opinion verses just pulling it.

WOW! You the man.... You'd think Carl could shake one loose for me, he just down the road a piece, he can't possibly manage them all, can he?

Hmm now I confused again lol at least I know why:) So Don has been right before? Thanks Puc for putting it together! It will be a while before I can back track and pin down things that seem right there but maybe aren't. Till then its just what's in my ram that I can count on and that too is limited at the moment. Patch

Forking EH dude what a rep this fellow has bestowed on the Dutch Carl sounds to me like you need a new rod brother, hmm I think you done plumb wore yours out! But there hope, you could head east on 401 say 350 klm ask for a French Canadian blood transfusion, that'll perk it up OLD COOTS whats cha talking bout WILLIS? Welcome to the Hotel You have me mixed up with PUC and I telling Well it's all about PUC Bluesky called you an old COOT and divey says you ramble! I'd force the group to listen to this bark Thanks Buddy, any pretty nurses your way you could send my way? Kidding aside I am doing fine and it is not life threatening; just need some time to steady up

Hey guys thought I’d share my reasons for not posting these past months. Some years back I developed a medical thingy, being stubborn over the years ignoring or hiding the changes hasn’t of course helped deal with the eventualities. Over recent months it has made my life challenging at times; so, I have been concentrating on understanding it, adapting, and of course insisting the doc’s speak logically to me preferably in volumes and percentages I do not like taking medication and, I am not enjoying all their meddling in my daily routines but, I get change is needed so, I am trying to behave take the meds, stop smoking and wear my running shoes in place of cowboy boots while chasing the ones Carl overlooked. I know you here all are Lady’s & Gents so I’ll be around when I have a better handle on things till then play nice, try not to upset Dad too often Patch

Huh?!? Whatnow?!? SayWhat?!?! What Don said is correct and the theory applies broadly across naturally aspirated engines. Whether you are F.I. or Carb the process of syncing throttles is a matter of volume and velocity balance. F.I. will deliver a programmed fuel pulse (adaptive or not), and carburetors will siphon and atomize fuel. So equalized volume and velocity at the throttle is the task being attempted and is what we are reading via vacuum measurements regardless of tool used. If as he suggest there is doubt over lash then the sync is not balanced because the process is not an individual one, each individually adjusted body affects the other to work as one team. I’ll go a little deeper: When lash is out of spec the valve stroke and duration has changed. This means that volume and velocity has also changed and that means jug to jug efficiency has also changed! When we sync as shown (just the intake side of the equation) and the valve strokes are not corrected then @ WOT (for example) are all throttles at 90*? Or at 4000 rpm.. are they close to equal? (Volume wise) remember that is the task. Ask why the book calls for maximum pressure differentials and minimum pressure potentials? They build volume and velocity base lines. If we ignore the valve duty cycles then we also accept that regardless of intake feed efforts, combustion efficiency may or may not be close enough to produce good throttle response, period because, the volumes and velocities are not as expected: therefore combustion pressures applied to the crank are also less than expected regardless of potential displacement designed efficiencies. Consider this; displacement potential can only be converted to torque after the process of first getting the air/fuel ratios in past the throttles and intake valves… Each link in the change applies forces to the crank; each jug that is lower in fill % is lower in output. This means that syncing the bodies or equalizing them while the valve train is out of spec results in an invalid sync, in fact dumbs the performance poetical. The tool while likely a good investment for a mechanic or serious new comers to the sport is designed around the principles that in this case sound like were ignored. My reference to the vacuummate is simply that the strobe side of it tells you at a glance if it is sensing incorrect pressures form either side of the valve train which means - correct before proceeding to sync. Anyways just an opinion Patch

Hi guys Vacuumate has been and can do both without the headaches of electronics. But this fellow only has a new toy and is using it as a toy. His doubt about the valve lash was answered so why sync? If we sync to unequal valve air flows then we dumb the rest down to mimic the bad one (s) Just sayin Patch

The port that feeds the pilot circuit. The fuel enters thru the main jet shown as 16, it then fills #17 main bleed pipe; then because of demand its drawn thru the pilot circuit #15 ! In between 17 & 15 there exists a port which can only be accessed thru #17 via cleaner with the spray extension! When you spray up thru the bottom of the pilot you only clear/clean the jet and what ports lie after it - not before it! Anyways Jeremy don't over estimate the pilot circuit. The transition problem you describe must lie in the needles diaphragms springs slides or needle jet Meaning they are not acting equally/not in sync or, they are not exact matches to each other. Patch

As explained it is not about vacuum it is about atmospheric pressure which allows for the psiphoning which if not correctly switched will create a rich condition. It will click you'll see Patch

Thank Jeremy, Been waiting for you to chime in, I would like to complete the project with you before I log off, and, will forward my email in a PM as well as my number should you find this helpful. So some years back I caught a new to the dock's mutated virus in my eyes; the one thing I heard over and over was "we are going to try this, see what happens". So may I suggest these, (I need a pointer to the next step) Set all pilots to 4 turns, balance rpm to 1k, take it for a spin; sett all pilots to 2 turns which is better? Now while I think I know a couples of potentials I would like to know the above answers. Also I ask this, when you rev to 4k ish on the stand, is your box and stacks on? (no filter) Do all 4 slides slide evenly? Do they pulse at idle exactly the the same? Where they stop and to what distance they back down is important, or they will trip the jugs! (cause drag) Ok now for a quick connection: If these were direct slides I would think you have a pressure issue or a accelerator pump issue! Right guys that would be easy go to! The thing is, compression is equal and therefore vacuum is assumed equal as is volume; therefore we look to response time differences! So when you pop the the T_plates open you initiate a lean condition at the plates but not on a CV carb! Aw you ask what a a rich condition? 1st deal with the lean because that assumes as in this case stock jetting; because you must have a failure for the carbs to go lean! That is why the CV carb is the closest a carb gets to C or EFI. The reason is in the slide which is actuated by pressure drop or vacuum (there is a reason for viewing it as pressure below atmosphere) When you hit lean or rich the engine stumbles/reacts, both can cause issues low down, the answer lies in air volume and velocity, not jet if funtioning and sized correctly. Jeremy, you have been patient and worked hard to bring the project home! Something went a miss and to find it from here is a bit of a challenge. As for the remaining high numbers I would worry about it, they will drop, we only did the fresh air side, a long run with several\low gear deceleration's will change the readings. crimmer, nice to see your interest in the carbs! If I may again... suggest that you always consider the complete circuit, in this case the history of.. as well as the intention/targets of the project, whatever that project may be! For example a 3/4 to WOT issue after changing needles or needle jets then yes you would need a fatter main whatever that # may end up being, but not for idle when the remaining feed circuits are inactive! The theory expressed to you was incorrect... and as Puc says IMHO;) Patch

Very sorry guys my French was allover my last post. I corrected it, it should read better or make more sense.

Here you go https://redirect.viglink.com/?format=go&jsonp=vglnk_156562867214411&key=e24a6de127caafe43f772df085fb6605&libId=jz8mskf60100a62s000DL9l091hpm&loc=https%3A%2F%2Fwww.venturerider.org%2Fforum%2Fshowthread.php%3F141874-1983-Venture-in-Dublin-CA-Need-Trouble-Shooting-Help&v=1&opt=true&out=https%3A%2F%2Fwww.ebay.ca%2Fitm%2FMotorcycle-Carburetor-Repair-Kit-Main-Jet-Sub-for-Yamaha-VMAX-V-Max-1200-VMX12%2F113753550982%3F_trkparms%3Daid%253D555018%2526algo%253DPL.SIM%2526ao%253D1%2526asc%253D20131003132420%2526meid%253De1d5d47c6b064ba88808147c48229185%2526pid%253D100005%2526rk%253D2%2526rkt%253D12%2526sd%253D142418886727%2526itm%253D113753550982%2526pg%253D2047675%26_trksid%3Dp2047675.c100005.m1851&ref=https%3A%2F%2Fwww.venturerider.org%2Fforum%2Fforumdisplay.php%3F8-Venture-and-Venture-Royale-Tech-Talk-(-83-93)%2Fpage2&title=1983%20Venture%20in%20Dublin%20CA%20Need%20Trouble%20Shooting%20Help&txt=https%3A%2F%2Fwww.ebay.ca%2Fitm%2FMotorcycle-C....c100005.m1851

No Puc I have to agree with you; my thinking is that at the time he checked the short wasn't active. It needs to be vetted before dismissed;)

Sounds like post #3 by Leo is happening. It maybe time to stop riding it before you end up needed a tow. A full tank or half tank difference suggest pump filter problem, but the above is telling you there is a short and it needs to be corrected. Start by cleaning the harness connections, don't ignore any damaged contacts should you find one. Keep the plastics off till you get thru the bike. Check all your switches, clean and lube them.

The Deep Creep will soak and loosen the carbon, the carb cleaner will also dissolve the carbon but, only where it has direct contact with it! Also the carbon/carb cleaner will help dry the areas that the Deep Creep has effected. Deep Creep foams quickly expanding its coverage, so it takes a bit of doing to dry the chambers this is where the carb cleaner will help that process as well as its dissolving efforts! When the chambers are damp in this case wet, it can be a mother to start and so, spraying a combustible fluid early in your first start attempts will lessen the chance of flooding! Be prepare to help it continue to idle with the odd bust of cleaner. Its really not hard just be patient with the soaking time. That fine high pressure tip will help allot.

These are the 2 long tips I use.

Sorry Jeremy I missed the question. As you can imagine she may be hard to start cause its pretty wet. A touch early on when you go to fire her with carb cleaner might just get her to catch. Hope it goes well for you and produces a win;)

Jeremy I know it s trouble Bud but, look at it this way, when I started it was tear down only! The real problem for a methodical guy is cleanup! Yes it s a risk and yes it cost, now look at the other side; you alone have to place the bet then its win or loose! I've done it and lived with the results! It's always tough a penny here a penny there, we only know we won because we played our hunch! The more oil you rinse with the better your chances, and is the reason I keep pales of the good and other ****! But I never compromise on filters, true story No\ problem here if you decide to cut it short

Yes I do Jeremy and you have proven you can as seen in your post! It's not what I use but it is a proven way. Just as we mentioned start the install with the plates bench sync, this may not be spelled out in the manual however it is assumed!

That is ridiculousness and I may add that you are showing thin skin. I have been here a while and nobody that has read my efforts to balance will agree with your first line! Now Your post is not in a magazine print rather a forum that shares opinion mostly objectively and with absolute certainty in a with a community spirit! Perhaps your ego has been pinched, well sir welcome to a free thinking and sharing forum! You are free to present rebuttal to any era in my reply to your OP. In the mean time piss off

Right on Jeremy! Here's a cheat I guess I should of mentioned: a guy could set the plates by using a 3 mm x100 mm drill bit (or whatever) as a feeler gauge. Working of the prime carb set it to allow the bit to just pass between the wall and the plate (never slam the plate against one) and repeat carb to carb by each idle screw. You can use the same shortcut to check which jugs require more or less airflow between the plates and the walls. Why would you want to or why could we expect to see a difference? The two most likely causes are mixture setting which could be jet related (partial blockage) or how you dialed them in when syncing or, when starting it after re installing the carb rack hunting to quickly for a tune. Next is pressure variance between the jugs. The only re adjustment you would need to do is the prime rpm set screw, as the other 3 plates will follow off the prime carb. Patch