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Switching to Super G

Discussion in 'Fuel / Air' started by Spikes05, Mar 15, 2017.

  1. SEAL-rider

    SEAL-rider Member

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    Call S&S and give them your engine #. Ask for BD specialist. She knows.


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  2. pauldeepsea

    pauldeepsea Well-Known Member

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    IMG_0849.JPG
    Well just got back after taking it for a short ride and it's running a hell of allot better. I will explain and post the dyno readings not that I am any good at reading the damn thing.
    S&S 100" it's small compared to what allot of our dogs are running for such a long bike. Shit my pitbull has a 107 in it and is half as long. But it's allot smoother of a motor imo.
    The tech tried to bump up my main jet but he explained when he did that it caused it to drop off. He went back to the jets that I had changed to running a main of .068 and intermediate of .034. So really he made no changes to the jetting. He had to adjust the carb which is what I have been doing for over the last month. It's running allot smoother now and the decel pop is gone. So the problem really was the fuel mixture and the accelerator pump not being adjusted properly. All I can say is that I got sick and tired of watching the s&s videos of how to adjust the carb and could never get the idle to settle within the range.
    So was it worth paying someone to get the bike running good? I think so and what the hell now I know what the bike is putting out.
     
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  3. Th3InfamousI

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    Well that's very interesting!

    I don't have a clue how to read a dyno either hahaha..

    I just played with my carb and I'll know tomorrow if I got it right. Plugs are no longer lean. Front plug is rich rear is spot on tan color.

    Thats pretty much how my 107 runs too. I think it has to do with the rear having a significantly shorter exhaust run on both my bikes.


    I'm not 100% clear I'm following you on the 68 if you go bigger it drops off? What do you mean by drop off? High RPM?

    Also did he mention anything about the no baffles?
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    #43 Th3InfamousI, Mar 17, 2017
    Last edited: Mar 17, 2017
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  4. pauldeepsea

    pauldeepsea Well-Known Member

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    With the bigger main jet the power range would flatten out. No issues with with the pipes or baffles. It's running good now and idles right where it should between 950-1050 rpms.
     
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  5. Th3InfamousI

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    Cool so only issue is right turns? Lol

    Well glad you got it dialed in and are happy

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  6. pauldeepsea

    pauldeepsea Well-Known Member

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    not sure if it was worth the 3 bills but I am pleased with how it's running. Right turns are a bitch.
     
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  7. Butch Cassidy

    Butch Cassidy Member

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  8. Th3InfamousI

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    Hmm..thats a little confusing as far as I am aware there is no difference in a main jet air bleed and an intermediate jet air bleed. There is only one air bleed on an S&S so it can't be a 0.40 and a 0.60. I'm not sure what that means in that slip.


    31/76 with a 0.40 air bleed is what I run on my 107 as well and it runs like a raped ape

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  9. Butch Cassidy

    Butch Cassidy Member

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    This is what he did to my Super G shorty:

    WANT TO IMPROVE YOUR
    S&S 'E' OR 'G' CARB?
    TRIPLE X CARBURETORS HAS A PACKAGE THAT PROVIDES THE RIGHT MODS TO INCREASE HP AND KEEP THE COST DOWN!

    THE EASY HP PACKAGE

    CARB IS COMPLETELY DISASSEMBLED, CLEANED, AND CHECKED.

    TO PREVENT THROTTLE SHAFT BINDING
    :

    • THROTTLE SHAFT IS CHECKED FOR STRAIGHTNESS. THROTTLE SHAFT BUSHINGS ARE ALIGN REAMED. THROTTLE SHAFT END PLAY IS INCREASED
    TO IMPROVE AIR FLOW, FUEL EMULSION AND CYLINDER FILLING:
    • VENTURI BORE IS INCREASED FROM 39MM TO 42MM ON 'E' CARBS AND FROM 44MM TO 47.6MM ON 'G' CARBS.
    • PURPLE .600 ID BOOSTER KIT IS ADDED TO 'G' CARBS AND .375 ID BOOSTER KIT IS ADDED TO 'E' CARBS.
    • VENTURI ANGLES ARE RE-MACHINED WITH SMALLER ENTRY AND EXIT ANGLES.
    • THROTTLE SHAFTS ARE CUT THINNER IN BUTTER FLY AREA, FROM .277" TO .177".
    TO IMPROVE THROTTLE RESPONSE
    • CARBS OLDER THAN 2003 ARE MACHINED TO ACCEPT A REPLACEABLE MAIN JET AIR BLEED. MODIFIED AND NEWER CARBS GET A NEW LARGER SIZE A/B TO ELIMINATE MID RANGE CRUISING (3000 RPM) STUMBLE AND ENGINE ROUGHNESS.
    • ACCELERATOR PUMP IS MODIFIED TO PROVIDE A LARGER VOLUME OF FUEL WHEN OPENING THE THROTTLE. TO DO THIS THE PUMP NOZZLE HAS AN ADDITIONAL HOLE ADDED. PUMP IS NOW CAPABLE OF SQUIRTING FUEL UP TO 10 FT.
    • TO ELIMINATE A LOW SPEED ENGINE ROUGHNESS AND HESITATION IN THE 2000 RPM RANGE THE PUMP NOZZLE TUBE IS GIVEN A NEW A/B TO REDUCE FUEL FROM BEING DRAWN FROM NOZZLE TIP. THE PUMP COVER IS ALSO GIVEN A NEW FUEL PROOF RUBBER SEAT FOR ONE OF THE PUMP CHECK BALLS.
    • THROTTLE RETURN SPRING IS GIVEN ADDED TENSION TO AID IN THE RETURN OF THROTTLE AND GIVE THE ACCELERATOR A BETTER FILL OF FUEL.
    CARBURETOR IS THEN ASSEMBLED:
    • WITH ALL NEW 'O' RINGS, PUMP DIAPHRAGM, FLOAT NEEDLE AND BOWL GASKET.
    • BRASS PARTS ARE POLISHED
    • CARB IS RUN ON A TEST MOTOR TO ENSURE PROPER IDLE, IDLE MIXTURE, ACCELERATION RESPONSE AND NO LEAKS.
    • CARB IS CLEANED AND PACKED FOR SHIPPING USUALLY BY USPS PRIORITY MAIL ( TAKES 2 DAYS TO REACH ANYWHERE IN US)
    TURNAROUND TIME 2-3 DAYS AFTER RECEIVING YOUR CARBTHE ABOVE GIVES THE MOST HP GAIN, THE MOST IMPROVEMENT IN PERFORMANCE AND FOR THE LEAST AMOUNT OF MONEY. CALL IF OTHER OPTIONS ARE NEEDED.
    COST: ONLY $345.50 PLUS SHIPPING ($18.50)
     
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  10. Th3InfamousI

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    Ahh it's a xXx carb...that makes sense. I thought it was stock

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  11. SEAL-rider

    SEAL-rider Member

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    When you call S&S ask them what size intake valves you have. If the smaller EPA valves then I am told the Super G won't help and might make worse.


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    #51 SEAL-rider, Mar 18, 2017
    Last edited: Mar 19, 2017
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  12. liferider

    liferider Guru

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    Woooooow there partner! Went from 43-45 down to 38-37 but woke the shit up out of the 107!!!!!!!! I'll take a 6 mpg drop to get the response I got 7 days a week and twice on Sunday!!!!
     
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  13. john sachs

    john sachs Active Member

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  14. T.Byrd

    T.Byrd Well-Known Member

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    Jerome go to S&S web page and look up where the vent plug is on the bottom of the carb. I also ran a vent tube from the bottom of my carb so it would not discolor it .
     
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  15. Spikes05

    Spikes05 Member

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    Hey John s&s says the intake I need is part # 16-2592 and I am wondering if I need to have head work done to be able to install a new 585 cam. Because I have seen posts were guys are installing the 585 cam and they aren't saying anything about the heads.


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  16. Spikes05

    Spikes05 Member

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    I am not sure what you mean I have the carb vented at the air cleaner. Why do I need to double up the vents and what will discolor if I don't?


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  17. Spikes05

    Spikes05 Member

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    I am very happy that your bike is running great for you now. I also have my running really good also. I am running a.032 intermediate jet and a .078 main jet. And it is running really fast. I might try and go up to a.033 intermediate jet just to see if there is any difference. I also changed my main air bleed to a.050 from a.040 and I installed a Boyesen Quickshot 3 for S&S super E/G carbs it modifies the accelerator pump you can look them up on eBay or just google it. It allows you an extra way of tuning your carb and it provides a maximum spray tip. Anyway all is great on my end I am still hoping to switch to the super G setup if I can find the intake manifold which Is part number 16-2592 according to S&S.


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  18. pauldeepsea

    pauldeepsea Well-Known Member

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    I googled your quick shot 3. The xxx modified uses a very similar setup. My big dog 107 uses a super g and to be honest I don't notice much of a difference. IMG_0815.JPG
     
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  19. pauldeepsea

    pauldeepsea Well-Known Member

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    If it's running good with the .32 how are your plugs looking? I would say if it's running good and your plugs look good I would stay.
     
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  20. Spikes05

    Spikes05 Member

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    Ya I know that they modified it buy taking the check ball furthest from the carb out to give it a stronger spray but you can not adjust how much fuel that it will push through the accelerator pump like you can with the quick shot 3


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