V-Twin Forum banner

1 - 13 of 13 Posts

·
Bike Driver
Joined
·
114 Posts
Discussion Starter #1
As I'm finally ready to finish my new 98 inch build~!Awesome! I really need some advice
concerning where to start my settings....

The Hardware is as follows:
1999 FXDX
98" cyls
Ported Heads 1.900 in 1.615 ex 87cc chamber decomp valves.
CP(10.5:1) pistons, .030 Cometic (my comp will be 10.26:1)
Woods TW6HG
Rollers
Comp cam/V-Thunder lifters
CV44 & SE a/c
DTT ign
Zippers bypass shim
V&H ProPipe

What I would need (badly) is advice on the starting point for the carb jetting
(altitude aprox 131-262 feet) have ordered the tuning kit,
and
the starting point for the DTT settings
Any help at all is Highly appreciated... cause I don't know sh*t about it

zeb:chopper:
 

·
Banned
Joined
·
5,114 Posts
vt-zeb said:
As I'm finally ready to finish my new 98 inch build~!Awesome! I really need some advice
concerning where to start my settings....

The Hardware is as follows:
1999 FXDX
98" cyls
Ported Heads 1.900 in 1.615 ex 87cc chamber decomp valves.
CP(10.5:1) pistons, .030 Cometic (my comp will be 10.26:1)
Woods TW6HG
Rollers
Comp cam/V-Thunder lifters
CV44 & SE a/c
DTT ign
Zippers bypass shim
V&H ProPipe

What I would need (badly) is advice on the starting point for the carb jetting
(altitude aprox 131-262 feet) have ordered the tuning kit,
and
the starting point for the DTT settings
Any help at all is Highly appreciated... cause I don't know sh*t about it

zeb:chopper:
I would start with the 220 or 230 main jet....and the NE8''M'' needle. Remember this is to START you need to get it on the dyno
 

·
Bike Driver
Joined
·
114 Posts
Discussion Starter #3
Thanks Doc :thumbsup: (dyno is coming after break in next season)
as I now only got 175-195 main jets I'll wait for my tuning kit to arrive
any suggestion for the slow jet ?:confused:

If any have suggestions for the DTT please chime in :whistle:
 

·
Registered
Joined
·
9,250 Posts
Zeb,

Given differences in our builds and locales - I started where DTT recommends and ended at 1 initial and 6 advanced. HDMD is right - you have to do it on the dyno in orde rto see the incremental changes the different settings make.

Sounds like you're going to have a REAL STRONG runner there Zeb -- keep us posted with the results!!
 

·
Banned
Joined
·
5,114 Posts
vt-zeb said:
Thanks Doc :thumbsup: (dyno is coming after break in next season)
as I now only got 175-195 main jets I'll wait for my tuning kit to arrive
any suggestion for the slow jet ?:confused:

If any have suggestions for the DTT please chime in :whistle:
You said you had a 44 mm C/V carb...they come stock with a 220 jet, you need to find out what carb you have then let me know...the jet sizes I gave you won't work in a 40mm C/V carb. Again find out which one you have the 40mm comes stock and the 44mmis a Screamin' Eagle carb that cost around $300.00. Let us know...
 

·
Bike Driver
Joined
·
114 Posts
Discussion Starter #6
Yes I do have the SE 44mm CV,
I was given these 175-195 jets... guess it was plain the wrong sizes,
I was also given a 52 slow and a needle without any marking...
that I can see anyway :huh:
 

·
Premium Member
Joined
·
3,288 Posts
vt-zeb said:
Yes I do have the SE 44mm CV,
I was given these 175-195 jets... guess it was plain the wrong sizes,
I was also given a 52 slow and a needle without any marking...
that I can see anyway :huh:
I have a SE CV 44 and it came with a 52 slow, the L needle and a 220 main. Probably not very far off. Take the carb apart and look what's in there......
 

·
Banned
Joined
·
5,114 Posts
vt-zeb said:
Yes I do have the SE 44mm CV,
I was given these 175-195 jets... guess it was plain the wrong sizes,
I was also given a 52 slow and a needle without any marking...
that I can see anyway :huh:
If you look at the top of the needle in very small letters you will see N8EL, N8EK, N8EM, or N8EN....the last letter is the one your looking for the K is the leanest and the N is the richest. That might read NE8 instead of N8E....can't remember right now which way it is but the most important is the last letter.
I'd start with a 48 pilot and if it spits coming off idle go up one size till it quits spitting out the carb at operating conditions.
 

·
Bike Driver
Joined
·
114 Posts
Discussion Starter #9 (Edited)
Thanks for all great advice :thumbsup:
I still can't see any marking on the needle (even using a magnifying glass...:confused: )
well, I will wait for the tuning kit anyway.

Lets say that with 230 main jet, 48 pilot and the NE8''M'' needle
it will be perfectly tuned using the Pro pipe HS (standard baffle)

In what direction would one jet it using SE slip-ons ???:hmmm:

One more thing...;)
Could it be wise to keep my SE Race (10 degree advanced) ign. under the break in period, and 'try' to set up the DTT when doing the dyno ???

zeb
 

·
Banned
Joined
·
5,114 Posts
vt-zeb said:
Thanks for all great advice :thumbsup:
I still can't see any marking on the needle (even using a magnifying glass...:confused: )
well, I will wait for the tuning kit anyway.

Lets say that with 230 main jet, 48 pilot and the NE8''M'' needle
it will be perfectly tuned using the Pro pipe HS (standard baffle)

In what direction would one jet it using SE slip-ons ???:hmmm:

One more thing...;)
Could it be wise to keep my SE Race (10 degree retarded) ign. under the break in period, and 'try' to set up the DTT when doing the dyno ???

zeb
The carb WILL NOT BE tuned intill you get it on the Dyno, I gave you a STARTING point.
Keep your 6200 rpm ignition till you break it in then dial in the DTT pon the dyno. Now you have to get the fuel done first then the ign.
 

·
Bike Driver
Joined
·
114 Posts
Discussion Starter #11
hdmd88 said:
The carb WILL NOT BE tuned intill you get it on the Dyno, I gave you a STARTING point.
Keep your 6200 rpm ignition till you break it in then dial in the DTT pon the dyno. Now you have to get the fuel done first then the ign.
Doc, I understand that it's only a starting point,
it was all my intention with this thread aswell.

My question regarding the different in carb tuning for those 2 pipes
was only for trying to learn about the true difference of those pipes
and to see if it might affect both jets(main&pilot) and the choice of needle,
or just one, or two of the above
all in a learning-example way I mean.

I hope you don't get me wrong (second language you know :D )
I just like to learn, even if I'm slow at times :blink: did I say that..???

Thanks
zeb
 

·
Banned
Joined
·
5,114 Posts
vt-zeb said:
Doc, I understand that it's only a starting point,
it was all my intention with this thread aswell.

My question regarding the different in carb tuning for those 2 pipes
was only for trying to learn about the true difference of those pipes
and to see if it might affect both jets(main&pilot) and the choice of needle,
or just one, or two of the above
all in a learning-example way I mean.

I hope you don't get me wrong (second language you know :D )
I just like to learn, even if I'm slow at times :blink: did I say that..???

Thanks
zeb
I understand but I see too many times people ask these jetting questions and get realy screwed up by the advice givin....I don't like giving this advice unless I state it very clear its a starting point...thats all.
 

·
Bike Driver
Joined
·
114 Posts
Discussion Starter #13
It's totally fine I see your point,
I really appreciate your help, a lot !!! :thanks:
----------------------------------------------------------

zeb :cheers:
 
1 - 13 of 13 Posts
Top