Patch

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

I had some time to look up the jets and you are correct Snyper. I'll play with the combo differences over the weekend. But you seem happy with it so that's a win.

Hey Snyper, only have a minute, thinking you are looking for some quick answers... I think if memory serves 37.5 is California jetting which is leanish Now cause you mentioned running on the enricher well best to check compression... I know but.. talk later Buddy Patch

I respect the above as your opinion however, you have conflated the principles that those highlights suggest as faults or incapacitates. The above is in fact a compromise between displacement potentials, volumes, displacement percentages, velocity (torque) then HP for over the line. Carbs were never a replacement for fuel injection, today tho and for some it is the closest to raw power. Both still have flow issues, both still have throttle angle issues. Injection has active logic combined with mapping and nanny's through out the system. Carbs are brutish full of attitude just waiting to run on a rampage! You just need know how to make them crazy, and that is seat of the pants schooling not learnt thru net postings. Patch

Sorry only after posting did I notice you've been a member for a couple of years!

Regardless of make when you purchase an old bike you should check compression as you get to know the bike and go thru the paces of tuning or correcting issues! What you describe above could be likely due to a perforated diaphragm which is my guess from here;) Because it move back then looses position and tries again suggests that the rubber diaphragm cannot hold vacuum; as the diaphragm changes shape the perforation increases in size so it.... But seriously take the time to check compression, this helps us help you. Check coil voltage now post it, then again we have a reference. Is the air filter in good condition, this includes a foam gasket at the top. Do you see any oil pooling in the airbox, not just a coating (normal) but say some oil hanging in the corner? Check the coolant, just like you would on a car, too often the rads are overlooked and a cleaning is helpful. Use some penetrating oil on the oil filter housing the 1st time you remove it, take your time and use steady pressure, the O-ring often get seized up. Check the bolt on your side stand for wear, just in case, she a mother when she takes a nap on her side. How does you front end feel for action, look for smooth compression. Apply the front brake firm and force her to rock back and forth, any noise? Patch

Certainly a clean look! Not sure what you say you cut off? Patch

If you don't get your feet firmly planted soon then, "Dad", we are going to start posting politics! See if that don't keep your pressure up;hmm

I see that Jeremy but it soaks time and with pierced diaphragms you have a leaking low pressure right! At the moment I would hazard a guess as to how or what role that is playing? Lets say the vacuum can't leak to atmosphere due to the pick plug (lean), but one thing for sure it will find a path to least resistance should the brass stop not be in proper order (likely) which would be thru the fuel port - I guess and in this case? It will be interesting to see you pull her thru! A thank you is nice but, you know we enjoy these problems, especial when they belong to someone else;) Patch we'll be here and waiting when you have the time

Not a bod idea Carl! I can just imagine the 3 of us loose up in Northern Ont. between we 3 we could wright a spicy chapter for your book; say we call it The week 3 Experienced Gentlemen Rode Through - a chapter recounting the tails of a long week, from broken promises to broken hearts... Hello lol I'm game, just need to get my mineral count up, and maybe a new set of "cheap sunglasses";)

HOOOO is sadlebum one of them guys Carl, really?hmm What other secrets can you post about your neighbor?

And: you mentioned you cut some of the old wiring out, did you secure the ends of those clipped wire? There are connection plugs throughout the wiring harness, in any case it would serve you well to separate each one pull only on the connection end s little shot of wd40 will help the clean with contact cleaner, I lube the plugs before putting them back together (have for many decades) with dialectic grease, doesn't take much! Is you side stand up tight and not bouncing, it shouldn't but and easy check on that and the switch beside it. Patch

I'd add a couple of items to check, like fuel filter and fuel pump. Also you mentioned new grips and wires being pinched so, when she's running on the pad, play with those wires to see if they have an effect, if so the an easy fix. Backfiring we can cover later if it persists. How long was the bike parked for? Patch

I suppose Freebird that we are not able to pull up members by state? Bill I assume this issue still exists? Its not like y'all talk simple Canadian! "I noodled it out on my own." I found this page: https://atlanta.craigslist.org/search/bbb?query=motorcycle+mechanic

Message Marcarl to join the thread. Old Dutchman is likely in the woodshed teaching some middle age lady some new to her tricks on how to split twigs; a new chapter he been working on for his "touring dessert book"?

A 96 1300 hmm? Well maybe we can help, what seems to be the issue? Patch A quick search I found these https://www.google.com/search?q=old+motorcycle+shops+in+atlanta&npsic=0&rflfq=1&rlha=0&rllag=33775574,-84359678,3256&tbm=lcl&ved=2ahUKEwjD4OuTrefjAhWB_lQKHVwdAsQQjGp6BAgKEEE&tbs=lrf:!2m1!1e2!2m1!1e3!3sIAE,lf:1,lf_ui:10&rldoc=1#rlfi=hd:;si:16521791677563132816;mv:!1m2!1d33.9869262!2d-84.0843137!2m2!1d33.5527307!2d-84.65881449999999!3m12!1m3!1d211159.74980426743!2d-84.37156409999999!3d33.76982845!2m3!1f0!2f0!3f0!3m2!1i210!2i191!4f13.1

I forgot to mention, symptoms like #3 are solved by hot chem baths and a wire run thru the jets and porting's. Generally and like Puc mentioned a strand off an old cable is both stiff and thin enough to do the job without scratching. Befor you post "I know the jets are clear and you sprayed cleaner and air thru" you missed at least one maybe more. Include the port from main to pilot. Patch

Thank you Jeremy, it is obvious to us that once you had the time to you settled into the problem listen to the guys sharing of experience then moved to eliminate the list of potentials. There are times we see here on the forum how many of us at the tail end of are heavy riding days still have a drive to expand out knowledge base and put that new, into practice! There are some spoilers in here that are likely to frustrate but, that too is part of the sport. Below and as of this moment I haven't read the entire post, (had commitments yesterday) but I did read enough clues that clearly show some history and likely why we're here at this point.

Hat is off to you Jeremy for completing the troubleshooting list! I'll need some time to break it down for you, likely tomorrow morning. I should be able to paint you a pretty clear picture;)

Thanks cimmer for the correction! I looked it up last night and will likely (: need reminding next week again. Seriously who puts #1 in the back;)

Its been over honed! 2 choices (yes there are other ways) replace the casting or go to a O-ring supply house and ask for the next size up and again the next size above that one. Check as well that the hone is not too course or too Tall, and that it is round.

Well changing the gasket will put you in a prime position to check your coils and wiring connectors, and cam specs. Ya that #4 eh, not like the jets are fatter, I wouldn't be surprised to see her around 190 ish and the other up and down. Still dude that mileage is a good buy for 400 even to us Canadians with exchange;) Get a gallon of cheap oil and a couple of good filters, well you know the drill..

Had some time so thought I’d do a short revue and some support for the decisions that needed to be made. I do know how difficult it can be to absorb this stuff when we are not in it every day or how simply accepting that some rules just won’t bend to our liking? Engines carboning up is just a reality so coping with it becomes just a procedure, one way or another. Some engines carbon faster than the exact same sister engine, sometimes its pilot style at fault and sometimes its small mods that over time leave their mark; also like many thing s it’s just to be expected. The only thing for you and others that discover this is perhaps and most reason is that likely this could have been added to a maintenance schedule keeping the issue at bay longer. Lately I’ve read posts that date back early in the Venture history, well some brain poster came up with a plan for rejetting based on the similarities to the V-Max this was read on a site before this VR site was established. By the time I finished reading his post I hadn’t a clue to what he had accomplished or what gas and air jets he ended up using!? But one thing was certain in my thoughts as I read on, he had overlooked the main ingredient that punches the V-Max intake and exhaust strokes! The thing that most folks don’t understand about CV carbs is that they are pressure sensitive, all carbs are flow designed with compensations built right in such as and in this case, slides tuning/tweaking, and another is the coasting circuits. On these carb setups we need velocity and we need it above the slide (or before the slide) so we use the V-stacks and box with a calculated intake port. Now with the direct/mechanical slide carbs we can work around that but not with these CV carbs at least not with performance in mind. A properly setup CV carb won’t bog but instead it will delay response, that is because of the pressures it needs to do its job, having said that they pull thru both strong and consistantly. They have to build off the air pump, this is where cams change response times, outputs and of course jet needs but with that, power bands also become a compromise best left often for the track style pilot! These are touring bikes packing a few pounds, what we expect is solid power to pull her up through the gears from the many stops that a touring rider will experience. We also tho have all those unexpected things that pop up in front of us suddenly and are where the throttle chop effects now need a compensating circuit. The crank rotates because we apply controlled energy to it, how much, for how long and at what angles adds up to a well thought out choreograph, chopping the throttle forks it up so doe’s carbon buildup tho for different reasons. Another way we drive the crank is when we use the gears to bleed speed, the rpms go up yet the throttle angle is reducing air flow, and yet the intake strokes are speeding up, so vacuum continues to build against the throttle plates, which now act as engine brakes slowing the decent of the pistons (imagine what the compressions rings are going thru) also the slide is now in the closed position with just short rapid pulses but, air flow is down to bare minimum and what is getting past the slide is both speeding and slowing thru the sequances; anyways, your rpms are up, vacuum is up, plates are at idle, metric is too lean for the rpm. In a sense you have stalled the engine because there’s just not enough fuel at that rpm so; this is when the spring calibration gives way to allow atmospheric pressure to flow the extra fuel above the pilot port! Now here’s the common misunderstanding; the coasting circuit is not a rich mix – it is a richer mix under that perimeter of a chop which produces too lean of a mix! The purpose is to keep the engine combusting even tho it is nowhere near a stoichiometric! In the above we have driven crank rotation via combustion and engine braking, let’s not overlook mass. Where mass takes effort to get moving this too is now part of engine braking, it is still in motion when the clutch is pulled or, when the bike is running on the stand there still exists some kinetic energy behind the rotating mass and so chopping the throttle under this scenario still poses the same lean condition all be it for a shorter duration, if you then try to throttle up she will stumble because, the cycles are still in the rpm string which are too lean and, contrary to that CV carb design so, deleting the circuit causes that stumble response! Helpful? The jet block, sure in your case you’ve spent a lot of time on it but doesn’t have to be that way, a proper kit at the ready and it would have been done just once. The rubber plus chapter 5, 2nd page it clearly shows the plugs force flow thru the main jet also shows the porting that feeds the pilot, same for the jet block gasket. Some carbs need cleaning some need parts. Always consider we’re are working on 30+ year old bikes. They have a proven reliability and often more so than what we spend way too much on for performance today. Everything has a duty cycle, us included That’s my take on it Patch OK finally desperate action is attempted, and I mean desperate action! If you do this it is at your own personal risk of safety! Place a large fan in front of the bike Leave the carbs on pull the slides, leave them out replace the caps only Ready a can of choke/carb cleaner Dial your rpms up to 15/1800 Short burst of cleaner down the thought of each one Allow for recovery Monitor heat stat Don’t flood or she’ll backfire and chase your spray can Can you see the potential for risk doing this? It may be that you are able to blow off enough carbon per jug to reduce the predetonation, which may be causing your stumble. Then slip it back together and see what what Mikuni tuning guide “Please note that there is no point in attempting to tune any carburetor unless the engine is sound and in a good state of tune. If you have any doubts about the general condition of your engine, have it checked by your dealer or an experienced mechanic before attempting to fine-tune your Mikuni.”