What should my slow speed and main jets be for stoichiometric running throughout the powerband?
For power/acceleration, you don't want stoichiometric, you want about 12:1. For idle and cruise, you want stoichiometric for optimum air density, temperature and humidity. Since all of the latter are variable, you have to compromise with carburetors. For ideals, you'll need a closed loop injection system.
How do I get rid of this annoying sputtering and hesitation? What other information do you need?
The IMS screws need to be opened, perhaps beyond 2 turns to attempt compensation for Pods (shudder).
I don't really see the requirement to "pin the throttle" (it's not like a there is a computer on the bike to compensate for brash human behavior). But, to get proper throttle twist response, that accelerator pump system must work very powerfully, dribbling, sputtering, drooling, just won't do. The two holes on the pump diaphragm ears must be size matched to the mating surface holes. One hole feeds gas from bowl to the pump, the other hole is the discharge path from the pump to squirt jets. The two check valves must open for full flow in
only one direction and completely block flow in the opposite direction. The lines between pump and squirt jet must hold fuel and not leak, maintaining full fluid retention between pump pressure cycles. The squirt jet exit orifices must be clear and clean but never enlarged beyond factory dimensions. Finally, the actuating arm must have correct clearance to the pump rod.
When all is proper, those squirt jets will shoot a fuel stream about eight inches from the nozzles. Even if your pilot and IMS setting is lean, the accel pump should make the engine pick up briskly. That is precisely what it is for.
Have you taken the actuating arm mechanism apart? I haven't need to.
I just want it to run reliably.
Then return it to stock.
They did exactly what you are asking for when brand new.
With the frickin' pods and no back pressure exhaust, the slide needles will have to be lifted and the main jet orifice sized larger.
Certainly, the bowl fuel level must be within 1-3mm from the bowl's gasket when full.
FYI
Here is why your bike "bogs". (<---hate that description, btw. How the engine recovers tells you why it had "hesitation". "Bogs" just says the operator ain't happy.) Anyway...
Mechanical slides, when nearly closed, route all the vacuum from the motor to the pilot jet exit orifice. This vacuum pulls fuel from the circuit and drags it into the carb throat.
Engine says "yum".
Suddenly snap the slides open, and all that atmospheric pressure coming into the carb throat chases the vacuum away from ALL the fuel exit ports into the carb throat. The fuel circuits either stop delivering fuel or reduce volume to a mixture level that can't support combustion.
The engine says "aaaawwwe".
The only way to get the exit port pressure back to effective vacuum is to have higher air velocity in the carb throat, so the venturi can provide the required pressure drop needed to suck fuel.
Can't get air velocity without the engine revving, but won't rev without fuel. Chicken vs egg.
So, to get fuel into the engine with the slide's sudden opening, a separate pump shoots raw gas into the carb throat, without a care about actual carb throat vacuum. With lots of air from the open slide, and fuel to mix with it, the engine says "varroom".
Cheers,
