Author Topic: Air Filter & Stack Filter Kit for 550's & 750's / The end, see post #898, pg 36 (Read 200788 times)

Tintop · « **Reply #600 on:** June 18, 2011, 02:59:18 AM »

Thanks Terry. It just got out of the country before we got nailed with a postal strike.

Looking forward to hearing how everything sets up with the F2. Try not to blow this one up though mate.

Cheers,
Brian

sixthwisconsin · « **Reply #601 on:** June 18, 2011, 05:58:40 AM »

Postal strike?? BOOOOO...
Figures that as soon as I place my order there is a postal strike.
Really looking forward to a cleaner idle. Now off to meet my buddy with his Triumph for a ride.

hapakev · « **Reply #602 on:** June 18, 2011, 10:41:01 AM »

Man, I really want one of these. I gotta sell some stuff, so I can get one ordered up.

Tintop · « **Reply #603 on:** June 18, 2011, 02:44:22 PM »

Quote from: sixthwisconsin on June 18, 2011, 05:58:40 AM

Postal strike?? BOOOOO...
Figures that as soon as I place my order there is a postal strike.
Really looking forward to a cleaner idle. Now off to meet my buddy with his Triumph for a ride.

Not to worry sixx, the government says they will legislate them back next week. Only a few days delay.

voxonda · « **Reply #604 on:** June 19, 2011, 04:43:24 AM »

Thanks Brian. Got mine in good order. Will see to mount them asap.

Cheers, Rob

Ryan66 · « **Reply #605 on:** June 20, 2011, 04:21:35 AM »

Anybody got one on a 550 yet and got it jetted? Wondering how much the jetting is changing with this airbox

y2kc0wb0y · « **Reply #606 on:** June 20, 2011, 01:48:21 PM »

Quote from: y2kc0wb0y on May 14, 2011, 05:02:43 AM

Quote from: Tintop on May 13, 2011, 05:25:12 PM
Your going to need to know the clip position. That along with the jet sizes (known) will give you your baseline. I've got the needles lifted 1 position, and if I remember correctly, Terry's are in the stock position. Don't take this the wrong way, but I'm kind of glad there's a bike with fueling issues. It will give us all a chance to help you (and us) find the right jetting for your situation, and add to the info data base.

That sounds like a great idea. I'll leave everything as it is right now and get some pre-filter (or with pods) data for us and we can go from there. Then we can start messing with the jets and needle height to see what works once your filter/stacks solution is installed. Maybe we should start another thread?

In case you're still curious.
My needles are currently in the second lowest position closest to the needle tip. After reading the Carb Faq's I probably need to move that back to the middle clip given my symptoms. My specs are 40/120 with a mid-cam and slight porting work on the head. Yosh 4/1 exhaust baffled. I got 53 miles out of my last tank of gas....lol

wannabridin · « **Reply #607 on:** June 20, 2011, 01:52:09 PM »

TT,

what's the status of setting up the tuning thread? any luck on that front yet?

Tintop · « **Reply #608 on:** June 20, 2011, 05:25:32 PM »

Hey wannabridin, that kind of got lost with everything else going on in my life right now.

So I'm thinking the best place is either SOHC, or High Preformance. Thoughts? Links to any dyno results in the dyno thread of course.

Thanks for posting that info y2kcowboy. Are you thinking of doing a before / after dyno run(s)? Odiewan mentioned he might, as he has already done one with pods.

y2kc0wb0y · « **Reply #609 on:** June 21, 2011, 10:34:17 AM »

Quote from: Tintop on June 20, 2011, 05:25:32 PM

Thanks for posting that info y2kcowboy. Are you thinking of doing a before / after dyno run(s)? Odiewan mentioned he might, as he has already done one with pods.

Alhought that would certainly be a way to tune it right, I started thinking about adjusting those needles on the dyno and watched the $$$ signs ring up; likewise, I totally see myself dropping parts straight into the jaws of the dyno...Not good. Do not think dyno passes are in my future.

Tintop · « **Reply #610 on:** June 21, 2011, 02:46:34 PM »

I hear you on both watching the clock tick as dollars fly, and losing something while making a change.

I won't be doing a needle change (already done), just main jets. If it looks like it needs another needle move, or bigger slow jets (press-in), then its packup, rebuild at home, and make another appointment. If the slow jets need to be larger, I will drill out these, as the emulsion tubes have been modified.

Jon · « **Reply #611 on:** July 07, 2011, 01:38:10 PM »

Filter arrived thanks, very happy, quality product.

Will post a write up on fitting these to non SOHC carbies on a SOHC when I get it done, will be fitting up to GPZ600 carbies on a 550/650 hybrid running a 1982 650 head.

Thanks
Jon

Tintop · « **Reply #612 on:** July 07, 2011, 02:53:43 PM »

Quote from: Jon on July 07, 2011, 01:38:10 PM

Filter arrived thanks, very happy, quality product.

Will post a write up on fitting these to non SOHC carbies on a SOHC when I get it done, will be fitting up to GPZ600 carbies on a 550/650 hybrid running a 1982 650 head.

Thanks
Jon

Glad to hear it arrived Jon. The postal strike here really slowed things down, and they haven't cleared to backlog yet.

Look forward to hearing how things work out, and seeing some pictures.

sixthwisconsin · « **Reply #613 on:** July 25, 2011, 05:17:23 PM »

Received my filter in good order, thank you. I was a bit concerned about being able to use my side covers with this. TinTop and I exchanged several e-mails with measurements and It was close. I decided to order and am glad I did. It does fit with the cb550k0 side covers but just barely. I had to lean on the side covers a bit to install but it did not even really indent the metal cage much at all. Its a really tight fit with the 550 even without the covers but if you want to run your covers, rest easy...

Tintop · « **Reply #614 on:** July 25, 2011, 06:06:14 PM »

Thanks for posting the pics sixthwisconsin. Pleased to hear your happy with the kit. We both knew it was going to be tight using covers, thanks for being willing to give it a try.

It looks like the side cover edge is pushing into the foam (around the bottom edge). However, the back plate spacing looks OK, if a touch tight at the top.

Tintop · « **Reply #615 on:** August 06, 2011, 07:03:07 AM »

Posted what happened in my build thread during the carb setup. Long and short there was a major failure of the bolt securing the remote filter plate. Ended any thoughts of finishing the setup. However I do have some more info to pass on regarding jetting.

Current setup -
Engine > stock with 1st over Honda pistons / stock cam (currently) / Swarbrick 4/4's (no baffles) / filter kit

Carbs > '77' PD46A's / #38 slow jets (stock) / #115 mains / emulsion tube top hole drilled 1 size bigger / needles lifted 1 notch / stock float height

Most people would consider the current setup to be working OK. Good, steady idle / clean off idle / very slight 'blubbering' from over rich in the transition (1/8th to 1/4 throttle, needle position?) / clean and pulls strong in the top end. However, I'm not happy yet. So I will lower the needles a 1/2 notch using Suzuki shims. If it is still rich, they will go to the stock position. It should be noted that I purposely setup the carbs in a rich condition. There was also an issue with the ignition which was caused by a low battery, and possibly ignition wires. I've never been a fan of non solid core wires. So I may change out the Dyna wires for some high performance solid core wires (if the problem persists). Before the next test session the ignition will also be rechecked for points gap, and timing (with light again), also a check of the valve lash.

The PD's because of their lean burn pollution design create some unique issues. The main problem is the small air corrector. The PD's use a 130, while earlier carbs used a 150. This restricts the size of jets that can be used, and ultimately power. One solution is to drill the air correctors out to 150, then start again. If I was looking at doing a displacement increase, this is the route I would go.

Flying J · « **Reply #616 on:** August 07, 2011, 06:39:22 PM »

Or would you change to a set of older carbs? That is the situation im in, PD carbs but a bigbore motor. I have a set of older carbs so do you think i should clean them up and run those instead?

Ryan66 · « **Reply #617 on:** August 08, 2011, 07:09:12 AM »

Hows that setup translate over to the 087A's?

Tintop · « **Reply #618 on:** August 08, 2011, 02:29:54 PM »

Quote from: ffJMoore on August 07, 2011, 06:39:22 PM

Or would you change to a set of older carbs? That is the situation im in, PD carbs but a bigbore motor. I have a set of older carbs so do you think i should clean them up and run those instead?

What caught me out with the PD46A's was the small air corrector size. I have some 78 46C's, and as the air corrector size is not listed in the chart, will clean & measure mine. On a basically stock engine, either should work fine. The 550 was running great, until...

. The midrange issue is definitely richness, not the typical lean flat spot. It may be that my modified emulsion tube is working as intended, and the additional fuel from the needle lift is more than needed. Dropping the needle will answer that question. As to using PD46's on a big bore engine (590+?), humm....I think that would depend on what kind of engine you were building. A torque bias street, or high HP screamer. Yes for the 1st, yes/no for the 2nd. I'd still use PD's on the 2nd, just that they would be 750's with the accel. pump.

Quote from: Ryan66 on August 08, 2011, 07:09:12 AM

Hows that setup translate over to the 087A's?

From my experience Ryan66, and Terry's feedback, also from what other's have said so far - the stock slow jet seems to work fine, although a small increase may be needed with large over bores / main jet (low restriction exhaust) up 2/3 (from stock) depending on engine mods; with a stock engine & exhaust or MAC, 1 or 2 most likely/ needle position (?). I don't have a definite answer here, however current feedback & testing would suggest either stock, or at most one notch up (richer).

Flying J · « **Reply #619 on:** August 08, 2011, 06:23:25 PM »

Thanks Tin, i think im leaning toward the older carbs. The PD carbs dont seem to offer any improvement over the older carbs, and i can get a full set of rebuild kits for the price of 1 rebuild kit for a PD carb (if you can find them). Sorry for the hi-jack but to bring us back on topic, i will be running you filter on that setup.

Tintop · « **Reply #620 on:** August 08, 2011, 07:01:26 PM »

Not a problem, carbs are a part of the thread.

I've never had an issue getting PD parts through Sirius though; and I have been using the 750 screw-in Keihin mains. There are lots of options besides $800 CR's. Now if the older 750 carbs had the accel pump.....

Retro Rocket · « **Reply #621 on:** August 08, 2011, 07:48:42 PM »

Hi Brian, could you put detailed pics of your stacks on page one please mate, every time i try to point someone to this thread i have to look through piles of pages to find one with detailed pics. It would make finding them a whole lot easier ..... I'll earn a free set yet.....

Tintop · « **Reply #622 on:** August 09, 2011, 02:50:25 AM »

Thanks for the suggestion RR. Any photo(s) in particular you think would be best?

Retro Rocket · « **Reply #623 on:** August 09, 2011, 04:19:23 PM »

Quote from: Tintop on August 09, 2011, 02:50:25 AM

Thanks for the suggestion RR. Any photo(s) in particular you think would be best?

What ever best shows the details of the system mate, i have usually looked for the page that shows them all set out in boxes, 22 maybe.?

Tintop · « **Reply #624 on:** August 09, 2011, 05:12:51 PM »

Thanks RR, one of those and one of it mounted would probably cover the bases.

'edit' - 1st post updated.

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Author Topic: Air Filter & Stack Filter Kit for 550's & 750's / The end, see post #898, pg 36 (Read 200788 times)