flyday58

You could experiment by removing the #4 plug cap and going for a ride, see if there's any change or if if runs exactly the same. We all know the X will run on 3 cylinders, and with a known sooty plug I'd be focusing on that. Don't want to open up the 'what plug do you use' discussion again, but I'd try a new plug in #4 position. Several members have reported having shorted NGKs after way too few miles.

Thanks, looking forward to planting my tushie on it for a mountain ride! Between Cloudcroft and Las Cruces is Highway 70, which passes White Sands on the right and the Organ Mountains on the left. Should be a beautiful ride up and over the pass.

Should be the gray wire from the #2 plug for your tach indication.

You can find them on the interweb at richscustomseats.com. I talked to Quint, he was able to get enough info to do my order from afar, although they really prefer you to bring your bike by so they can take measurements with you on the bike, both at a stop and in riding position. Also you can pick from their range of colors, stitching, gel pads and so on. They are in Washington state, I think on an island in the Sound, so riding from Ole Miss out there wasn't an option for me. Prepare yourself : the price for mine was near 7 benjies, but that included shipping, plus I got new padding. This had better be one comfy seat!:mo money:

Plug your COPs into the wrong connection, so it was firing out of order?

Got the seat back from Rich's Custom Seats, looks great, love the colors. Keeping it clean in the New Mexico dust? Doubtful. Bike and seat are currently 1200 miles apart, so it will be a few months before I can do a butt test on it. So when I get back there, it's install the seat, "shim" the jet needles ( cowpuc), install the COPs, gas and go!

I had an issue like this on a 78 DT175, wouldn't rev past 3000 in any gear. Beat my head against the wall for awhile, parked it for several years. Turned out to be a bad source coil. So maybe yours is electrical, maybe? Pickup coil, ignition coil, TCI if you have one, pickup coil connector?

Beau, will it not rev past 4600 in ANY gear, or just top gear? If it revs in all but top gear, would still seem to be a 3-cylider motor instead of 4. If it's ALL gears, then hmm, do the newer year models have rev limiters?

Thanks Kevin, I KNEW all the noise from my instrument panel was wrong! Replaced the grommets and still have the clunking. Was gonna post about it, but now don't have to! Ditto the clunk in the front end. And to think I bought a new lock tab washer and rubber damper when I did the progressive spring upgrade.

Looking forward to the vid you're gonna post of you firing her up for the first time with the new carbs!

If it's sparking AND dry, sounds like a no-gas condition, even if there was some fuel in the bowl. Vito may be right, float could be hung up. You could try rapping on the carb with the butt end of a wooden hammer handle or similar, if you haven't already. Did you take any pics of the rebuild you could post? Maybe we could spot something.

Thanks again for all the input. Sadly, all this is about to become academic as I return to Ole Miss Monday, leaving the Venture to await my return in the garage. Hopefully it won't be any later than the end of summer. Scott, diaphragms are new, but gotta make a Lowes Depot run in a day or two. I'll take a needle with me and see if I can find some shims for it. My seat is still in the hands of the folks at Rich's Custom Seats, so can't put any hard miles on it anyway. And still have the COPs in a box waiting to be installed. Lots to do, no time.

Somethin' wrong with you, puc, ya know that, right?? Seriously, you want THIS guy flying over your head? or THIS guy???

Monsieur Puc, if I missspellledd "Tweeks" it was totally autocorrect's fault, and I didn't catch it. A pox upon me forsooth!

Do that, too many good AV8tors out there going down with ticker issues. Your friends at FAA are easier to deal with these days on getting your medical back. Bunch of hoops, but jumping thru them just proves your airworthiness! Eat more dandelions, good for all manner of ailments!!

WOW. That's a lot of jets! Guess I'll look into Puc's ideas first on the needle shim thing. Thanks for the post, Kevin.

Love this chart, thanks for posting it. Never knew the 'voodoo' surrounding these carbs. Even has 'cutout' for my 2-stroke Yams. That's cool. Hey ScottPuc, where'dja get them shims, or wha'dja use? Maybe you can just donate your slide needles from Tweeks after you win that Indian in Sandusky, Illinois!

Sandusky. Let's see, I was pretty good in geography and US history in Catholic school. And it's Ohio Bike Week. So Indiana?

Well now that the scoots are in Nueva Mexico I am thinking about rejecting. The first ride from the warehouse the Venture was in to out new house went from 8600' down to about 7900', then up to almost 9000' at home. First noticed it idles a bunch lower so had to tweek that up a bit to get it to where it was in Ole Miss. Throttle response seems about the same but couldn't really tell. I had to follow the wife hauling the other three bikes on a trailer downhill then up the rocky canyon road, so really just puttering along behind her in the dust. During cold start it wouldn't take much choke before bogging, but too little and it wanted to quit. So all in all I'm thinking about going down one or two sizes on the jets. Most of my riding is going to be in the mountains at altitudes ranging from 4000 to 9500 feet. Don't know that I'll ever take it into the lowlands while I have it. So should I just leave it be? Weigh in, one and all!

Hey Vee, these are the exact symptoms I had when my points went bad on the fuel pump. Unfortunately the points I got off ebay, while they were exactly the same as my pump's, refused to work. The gap was not right and no matter how I bent the tangs to adjust them, it would fail after reassembly, although they worked great before reinstalling the plastic cover. I put my original points back in and it's been working ever since, go figure. The points would stay together in the original scenario, resulting in the battery dropping to 10 volts. Since they weren't opening and closing, no fuel was being pumped. And after about three seconds the fuel relay cut power to the pump, so no fuel was ever gonna get through. If you decide to try points, Dingy has this excellent tech article, with pics, explaining fuel pump ops and showing great views of the pump taken apart. I used it. Fuel pump operation

My wiring diagram shows the RW wire goes thru the kill switch and coils directly from the ignition fuse, but the key has to be in the 'on' position to get power to it( BR wire). So is it staying powered all the time and running your battery down to the point the starter will spin it but the ignition won't fire?

Well, as you are the ONLY one EVER to have committed this atrocious act on ANY forum, I am sure the Forum gods' vengeance will be swift and cruel in the extreme!! :canada: (I think I'm up to 4 of these already myself...)

Very little plugged right in when I bought the 41R harness and put in on the 83. Don't remember everything without referring to eBay, but left and right handlebar switches, taillight harness, ignition switch, flasher relay and gear pos indicator were a few. Also the harness wouldn't plug in to the 83 instrument cluster.

I bought an 84 cruise harness (41R) by mistake, about the first thing I got for the bike restoration. So it had the connection for the gear position indicator already. For me it was plug-and-play. My cluster is either an 84 or 85, don't remember which. But once the harness was in I just had to do the indicator swap. If you've messed with the clutch slave cylinder at all you know it's tight in there. But it's do-able.

I got one off ebay for $15.50, shipping included. Did the same swap you're doing.