In honor of the 37 pages of topics when searching for "rejet", and since the matrix only has 1 or 2 data points for each configuration, please reply with:
- Year of bike
- Location/Elevation
- Type of air filter
- Type of exhaust
- What size jets you used (2 numbers for 89-00, 3 numbers for 01+)
- How many washers
- How well it runs (very qualitative, think of warmup time ,flat spots, bogging compared to stock)
- Your favorite food
And repeat if things changed (ie you bought a lunchbox, rejetted, and then later bought a can and rejetted again, or if you had a life-altering meal).
Once I get mine (lunchbox, 40/140, drilled stock exhaust) dialed in, I'll add it. Then I'll put the V&H exhaust on, dial it in, and add that too :thumb:
1997
K&N RU-2970 Lunchbox
Custom exhaust: stock header & ZX11 Yosh muffler
40/147.5
1 washer
3 turns
elevatation: 900'
Main was selected by plug chop. 145 was a tad lean.
<edited with elevation info>
2005
K&N Ru-2970 Lunchbox
Full Jardine Exhaust (Straight through design)
20 - 65 - 145
nothing else in the carbs touched
Runs fantastic! Much more pull but retains excellent fuel economy. Warm up times slightly better than stock.
Pizza!
Year of bike - 2002
Location/Elevation - Europe, about 300 feet.
Type of air filter - KN Drop in replacement, removed the restrictor to have a little more air flow.
Type of exhaust - Full Aftermarket, but i don't think it is sports. It doesn't sound very mean but better than stock
What size jets you used: I finaly settled on 17.5/60/132.5. I have tried 135 and 137.5, but the bike chokes on full throttle around 6-7k (although after 7k it was very nice). I had to go down to 132.5 and it was gone. Note: carb syncing helped a bit when using 135, but not completely.
How many washers: I have european model with C clip and 5 positions. I have it on 4th, ( 5th being richest). It feels a little bit rich in mid range, but adds a nice growl when using full throttle on around 5-6k rpm (tested several times changing clips)
How well it runs: Warm up changed only a bit since i didn't change pilot jet. Air screw is at 3 turns. Bike came originaly with 115 jets, so now it takes of from 7k rpm and doesn't want to stop. There are no flat spots, I give it full throttle at 3k and it smoothly climbs to 10k.
I jetted so that i am on the rich side on the limit where problems appear. I believe it is better for the bike. Though fuel economy dropped from 48 mpg to 41. This includes city and traffic riding, with lots of acceleration.
Your favorite food: acetone peroxide.
- 96'
- Sturgeon, PA (near Pittsburgh)
- Elevation: ?
- 1 size up pilots from stock (did it a while ago, don't remember the number offhand... to 40 from 37.5, I think, but not sure)
- Shimmed needles with 1 #2 washer a piece (again, best recollection, I did the first re-jet three years ago, but remember buying the washers, so I'm sure I used at least one, can't imagine I used 2 with stock airbox and pipe)
- 140 mains
- K&N (Dukes of Hazzard) Lunchbox.
- 2.5 turns out mix screw
Notes: Runs great, but I cant tell lean/rich conditions by sound or smell yet, but no dead spots, much improved acceleration and power, sounds growlier through intake, exhaust note is still the same, doesn't smell gassy to me. The K&N and 140 mains are within the last couple weeks, but the changed pilots and needle were some time ago (didn't mess with them this last time), sorry for the unsureness. Thinking of getting the exhaust upgrade soon, if I do, I'll be back in the carbs and can validate or refute my claims here on needle and pilots, but 95% sure it's accurate as it stands. But don't think I'm gonna take apart again just for kicks...hehehe
Also of note, but not necessarily pertinent to this post, however makes bike 'feel' like it has more power (tho doesn't really affect it): 15t. front sprocket (1 tooth down from stock), 44 t. rear in the mail (5 up from stock, I think)
The front added quite a bit to acceleration at the cost of top end. Rear will do the same. Expect power wheelies in first once I swap out the rears... if not, I'm chaning the pipes...
1994
South GA/ 200-250 ft. ASL
K&N RU-2970 'lunchbox'
CF Wileyco w/ Srinath flange
150/40
No washers
Runs freakin Awesome :thumb: ( Just ask all the little Civics, Accords, and Neons in town, They know :laugh: :laugh: ) Choke time is very minimal now (2-3 miles) And just pulls like hell from about 2.5-3k up to about 9.5k ( pulls like hell relative to a stock GS )
Ummmmm I'm gonna go with a cold beer after a long ride :cheers:
bump
yo, is this info getting posted in the wiki? the old jetting matrix table loooks like poo
O0
Quote from: sanjay on May 17, 2007, 01:40:43 PM
In honor of the 37 pages of topics when searching for "rejet", and since the matrix only has 1 or 2 data points for each configuration, please reply with:
- Year of bike
- Location/Elevation
- Type of air filter
- Type of exhaust
- What size jets you used (2 numbers for 89-00, 3 numbers for 01+)
- How many washers
- How well it runs (very qualitative, think of warmup time ,flat spots, bogging compared to stock)
- Your favorite food
And repeat if things changed (ie you bought a lunchbox, rejetted, and then later bought a can and rejetted again, or if you had a life-altering meal).
1999
Tallahassee, FL, ~200' AMSL
K&N airbox
Stock
40/127.5
2 (1.2mm total lift)
Well. I'm happy with it now.
Is beer a food?
Beer is not only a food, it is a major food group :cheers: :cheers:
'94
San Jose/300' above
Stock airbox with Unifilter foam filter
Stock exhaust
40 non-bleeder type pilot jets, 125 large round mains
2.75 3 turns out on the mix screws, floats set to .5inch.
One 0.48mm washer Removed washers in search of better fuel economy; no change in performance.
Warmup time is about the same, but low-end throttle response is better, and low-end power delivery is smoother (even before a Bob Broussard advanced ignition rotor). Doesn't hesitate at steady mid-range throttle settings (cruising at 50-60mph).
Currently averaging 57mpg.
Cashews
- 92
- Florida (bottom of the sea)
- Universal k&n clamp ons (on on each carb type)
- Yoshi full i think, pipes go towards each other near front engine)
- 150/ 40 / 1 washer/ 3 turns
- Lasagna !!!!
Just did it bout hour ago so still tweaking, increased pickup and less bog, still acts lil like it could take a good kick in the ass an go faster.
-Alan-
-98
-Grand Rapids, MI / 800 ft
-Stock filter (currently dirty)
-Stock exhaust
-40 / 125
-1 washer
-3 turns out on air mix screw
-Runs better than stock, warmed up enough after putting on gear to not bog w/out choke, more responsive, possibly even a little touchy
-Can't go wrong with pizza
Year of bike: 2000
Location/Elevation: Mexico City, MEXICO / 7300 feet +/-
Type of air filter: KN Lunchbox
Type of exhaust: Stock
What size jets you used (2 numbers for 89-00)... don't know pilots/mains 140(car jets), before tried 150 and 145 (car jets too) but bike smelled like gas station.
How many washers: It has 4 notches and C clip, moved from 3rd to 4th (richest), 2-3 turns out... not sure of set up
How well it runs: Due to local weather never had issues to warm up, after rejetting still warm up ok, however, takes off crappy, bogging a little bit, mid range seems to be too rich but from 7K up the bike pulls deliciously. Mileage went from 43mpg to 34mpg
Your favorite food: authentic mexican tacos, not crappy ones from Taco Bell
I´m planning to set needle back to 3rd notch to improve mileage...
* 1996
* Detroit - 900'
* Stock
* Stock
* #40 pilots, stock main
* 1 #4 washer, 3 turns on screws
* Runs w/o choke after about 3 miles (much better than before which was liek 20 minutes of riding!), drivable at low RPM in lots, pulls from 3000 RPM in any gear
* Paella
- Year of bike: 2004
- Location/Elevation: Austin, TX - 600'
- Type of air filter: K&N Lunchbox
- Type of exhaust: Stock
- What size jets you used: 22.5 pilot, 65 mid main, 137.5 main (though I'd recommend a 140), 3.5 turns out on mixture screw
- How many washers: None
- How well it runs: Warm up was extremely quick, choke was only necessary in very cold weather. When I did my dyno run I was running a 20/62.5/135 jet setup and the air/fuel graph showed that it was lean all over. I bumped up the sizes of all the jets and it felt much better. Plug chops and subsequent riding showed that it was fine, with a clean pull all the way from idle. It wasn't a strong pull, but it was clean. It started running out of steam towards the top end, so I'd recommend using a 140 main jet. Board member Turd Ferguson used that setup (22.5/65/140) and noted that it felt spot on.
- Your favorite food: Mexican
- 2005 GS500
- Kansas, 1050ft above sea level
- K&N Lunchbox
- Stock exhaust
- 22.5/65/137.5
- No washers, 3 turns out on mixture screws
- Bike runs fantastic and warms up much quicker than stock. No flat spots, power very linear.
- Owner loves long walks on white sandy beaches.
&&
*1997 GS500E
*San Diego/sea level
*K&N Drop in
*stock exhaust
*127.5/40
*1 washer
*runs good but still getting the bugs out I think i need to adjust my throttle cable or something but for the first five minutes it's excellent
*I like Speghetti :icon_lol:
Phew WW, absynth is rough, even the legal US version...
[**
Year: 2006
Location/Elevation: Maryland, 400ft above sea level
Air Filter: KN Lunchbox
Exhaust: Stock
Jets: 20/62.5/142.5
Two washers under the needle
Warmup time was greatly shortened
No Flat spots, smooth pull all the way through
Manacotti.
PS: I am a complete noob when it comes to wrenching and I did it (It took me a few days split into 3-4 hour sessions). Much thanks goes out to Wrecent_Wryder for all of his helpful advice. :)
Year: 1995
Location/Elevation: Camano Island (Seattle)/Sea level
Air filter: KN drop in
Exhaust: Stock
Jets: 127.5/40
I washer under needle
Two turns out for idle
Runs great. I tried 3 turns out and the thing would bog off idle, but at 2 turns pulls well from idle. Much smoother power curve and more low end pull after rejet. Warmup is slightly faster.
BTW...After cleaning my tank/carbs and the rejet, I've never had any "fuel starvation" problems. Used to be quite noticeable at freeway speeds and very bad if I jumped hard on the gas. I wonder if alot of the fuel starvation problems are gunk or jetting related and have nothing to do with the petcock..
- 2001
- Arlington VA, 200'
- K&N Lunchbox
- Stock headers, midpipe flange, Wileyco CF
- 40 / 150
- 1 washer
- How well it runs - warm up time is shorter, the flat spot in powerband from 4-6k is gone
- BLT on toasted everything bagel, beers :kiss3:
1997 GS 500E
Milwuakee(idk elevation)
Lunchbox filter
stock exhaust
pilots-40
main-137.5?(pretty sure)
1 washer
runs great esp. when warm out, had to fool around w/ air/fuel screw but then great!
Unfortunately Im about to sell the gs500. She wasnt running well so we took off the carbs and cleaned the jets etc. WE might need to do a full clean im not sure. It runs a lot better but there is a flat spot somewhere in the lower rpms. The jets are not stock and i cant figure out what size they are. Im about to sell the bike I just want it in pristine considtion cuz I want to milk 1800 out of my 98. Im putting on a new chain and going down two teeth in the front just gfor the hell of it. I can ride it until I sell it aned hopefully it will feel like a different bike.....dont worry though I got a ninja 636 now and IM used to the power. I really want to keep the gs500 but it has to go. I just want a stunt bike because I dont want to mess up my mint 636.
Think i need new jets. Any pointers? Im trying to get this thing sold and I want it to be running perfectly. A friend and I are also adjusting the valves tomorrow...can you get the proper shims at an auto store or what?
Quote from: okayf00l on June 15, 2007, 02:57:43 AM
Unfortunately Im about to sell the gs500. She wasnt running well so we took off the carbs and cleaned the jets etc. WE might need to do a full clean im not sure. It runs a lot better but there is a flat spot somewhere in the lower rpms. The jets are not stock and i cant figure out what size they are. Im about to sell the bike I just want it in pristine considtion cuz I want to milk 1800 out of my 98. Im putting on a new chain and going down two teeth in the front just gfor the hell of it. I can ride it until I sell it aned hopefully it will feel like a different bike.....dont worry though I got a ninja 636 now and IM used to the power. I really want to keep the gs500 but it has to go. I just want a stunt bike because I dont want to mess up my mint 636.
Think i need new jets. Any pointers? Im trying to get this thing sold and I want it to be running perfectly. A friend and I are also adjusting the valves tomorrow...can you get the proper shims at an auto store or what?
Now, I may be wrong, but I'm pretty sure this thread is packed full of rejetting pointers. Shims typically have to be purchased at a dealer.
This thread is really only for entering your jet sizes and other details, as a reference. In the future, a question like this deserves a separate thread.
In any case, take a look at past posts and compare your setup (exhaust, air filter, possibly elevation) with others who have '89-'00 bikes (which all have the same carbs) that are running well. You can get jets at a dealership, usually.
Bumpskies :thumb:
Please reply if you haven't already!
2001
Mountain View, CA (sea level)
K&N Lunchbox
Yosh TRS slip-on
22.5/65/147.5, no washers, 3 turns
Runs well, but warmup time could be a little better. No bogging or flat spots.
Gyros
01'
Boston, MA / sea level
K&N drop in
V&H full
20/62.5/135, 2 washers, 2.5 turns
runs well but still doesn't like wot too much.
d
2004
Va, Sea level/slightly above
EMGO Pods
Modified Exhaust can, nearly strait through exhaust
22.5/65/147.5, 3 turns
warms up fast, Seemed a little scratchy at higher rpms when I first test rode it, but I haven't got to fine tune it as of yet. May need a couple washers on the needles. My last ride it ran fine, but I didn't really wring it out either. Will need more test rides to determine.
1999
Umm not sure of my elevation here in Indiana...
Uni drop-in filter
Stock exhaust w/ drill baffles
#40 / 127.5, 3 turns out
Virtually no warm-up time. Choke needed *sometimes* for startup, but once the bike fires I can kick the choke off.
Acceleration is smooth with NO hesitation. Much more predictable response.
I like me some steamed crab legs!!! Or Barbeque ribs. MMMM :icon_razz:
-2004
-montreal, elevation>> have no clue
-K&N lunchbox
-22.5/65/147.5 no washers, 3 turns
-JARDINE RT1 STAINLESS FULL EXHAUST SYSTEM
-always need choke for a short moment if left overnight! runs smooth pulls all the way to 10k-10.5k
-love sushi!
Quote from: dchrist on September 06, 2007, 02:31:22 PM
01'
Boston, MA / sea level
K&N drop in
V&H
20/65/145, 2 washers, 3 turns
warms up fast, no choke if its warmer than 65 degrees. has a flat spot at 6500 rpm. exhaust pops pretty good when I back off the throttle at high revs. other than that, no complaints.
oh, general Gao... how I love your chicken.
anyone know what size I should go to to get rid of that flat spot?
d
Yes i do, you are too rich on the main jet, 145 with drop in? :nono: try 135-137.5
2005-
watertown, NY...sea level?
K&N drop in
stock head pipes, yoshimura silencer(strait through) on custom flange
22.5/65/137.5
0 washers, 3 turns on the mix screw
I think it's a touch lean @ WOT but I'm not sure...
I'm locked in the basement... they haven't let me eat in DAYS! Please send help!... I'm begging you!
Year of bike 2004
Location/Elevation Queens, NY - sea level
Type of air filter K&N Ru-2970 (lunchbox)
Type of exhaust Stock headers + Leo Vince SBK (bolt-on)
What size jets you used DJ Kit - 18.5, 60, 132
How many washers Needle on fifth notch
How well it runs warmup time is greatly improved, better pull (more power) all the way from 3k-9k(I never pass the 9k) NO flat spots.
Your favorite food Thick, juicy, medium done beef steak :thumb: followed by a beer :cheers:
Previous settings: 1st try: same jetting, HiFloFilto air filter, GSXR stock pipe, needle on fourth notch = flat spot between 5-7 RPM on every gear.
2nd try: K&N RU-2970 air filter, needle on fifth notch = got rid of flat spot but hated the sound of the pipe.... freakin lawn mower :)
3rd try: current settings = love the sound of Leo Vince!
MY=2000
San Diego, CA/about 100ft above sea level.
K&N Pods RU-800.
Yoshimura "Stealth" full system (black AL can).
Stock pilots, "Stage 3" Dynojet kit mains. Mixture screw 2.5 turns out.
Dynojet needles, clip in the middle (out of 5). Did not drill the slides.
Starts right up with just a hint of applied throttle. Pulls clean from 4.5k to 11K, under that (if I'm in too high of a gear and go WOT) it'll bog and stutter. No flat spot, no stumbling (after I raised the needles more) at that 7-8.5K range.
It varies, lobster tacos/pizza lately. Beer, or gin-n-tonics or ameretto-n-cokes.
I had initially ran a larger main with a stock (drilled baffle) pipe and filter setup for the longest time (about 22K miles), but I found the full pipe for cheap and decided to go for it. Riding a stock CA-model '97 with 28K on it now feels like a wheezy, tired POS compared to mine with the 1/5 throttle, airflow mods and ignition advancer. Would NOT go back.
[/quote]
1997
Kansas City, KS
Uni in airbox
Cobra F1R with stock headers
40/1 washer/125
2.5 turns out (about, I tuned it more by idle response than specific # of turns)
Runs good. There's a little hesitation at about 1/4 throttle, but is easily surpassed. Otherwise pulls all the way through RPM range. Still tweaking a bit. Considering 127.5 mains or experimenting with more/less washers on the needle, but I won't do that for a while as it is running well.
Love me some Chinese food. Mongonlian beef, General's Chicken, and Peppered Chicken especially....with a side of Crab Rangoon. Good stuff.
Edit: Installed 127.5 mains, left everything else alone. So far it seems better. The hesitation is gone and still pulls well. Haven't tested it on a cold morning (which was when the hesitation was worst) or checked plug color yet, but I'm optimistic.
Quote from: waiho on September 06, 2007, 07:02:17 PM
-2004
-montreal, elevation>> have no clue
-K&N lunchbox
-22.5/65/147.5 no washers, 3 turns
-JARDINE RT1 STAINLESS FULL EXHAUST SYSTEM
-always need choke for a short moment if left overnight! runs smooth pulls all the way to 10k-10.5k
-love sushi!
So you went with what Wiki says and it runs real good? Good news now i can finally put my jets on over winter...! Best news this month!
mine now:
2007*
Toronto, ON CANADA
Lunchbox Filter
Jardine RT1 - Full
-Stock jets
-Runs great but takes a bit to warm up, "farts" when im down shifting. Able to muscle up the front-end up 1St - 2Nd
Food: a fine pinot noir with aged parmagana'
Quote from: can_rizla+. on December 17, 2007, 09:52:09 AM
Quote from: waiho on September 06, 2007, 07:02:17 PM
-2004
-montreal, elevation>> have no clue
-K&N lunchbox
-22.5/65/147.5 no washers, 3 turns
-JARDINE RT1 STAINLESS FULL EXHAUST SYSTEM
-always need choke for a short moment if left overnight! runs smooth pulls all the way to 10k-10.5k
-love sushi!
So you went with what Wiki says and it runs real good? Good news now i can finally put my jets on over winter...! Best news this month!
mine now:
2007*
Toronto, ON CANADA
Lunchbox Filter
Jardine RT1 - Full
-Stock jets
-Runs great but takes a bit to warm up, "farts" when im down shifting. Able to muscle up the front-end up 1St - 2Nd
Food: a fine pinot noir with aged parmagana'
Lunch box filter and STOCK JETS!!!
When I did the same I couldn't get my bike to exceed 6000rpm! :o
1996
Newark, California - 20' above
K&N Lunchbox
Vance & Hines full
40 Pilots, 147.5 mains
2 washers, 2.5 turns out
Very fast warm up. Smooth all the way through.
Yo' mama
1989
Stock airfilter, Stock exhaust
2 7mm holes in silencer
air screw 3 turns out, std pilot jet
#125 main jet
Runs really well. Good throttle response and noticeble more power @ 7k rpm and up
2006
K&N Lunchbox
Stock Exhaust
pilot 20
mid-main 62.5
main 142.5
Too rich.
Will change back to original..
EDIT: Disregard that post. There was a problem with one of my carburetors. I fixed it, but also have installed a Jardine exhaust, so I can't commend on the above setup. I will do some tests and then I'll update the post again. New post here http://gstwins.com/gsboard/index.php?topic=35237.msg493115#new (http://gstwins.com/gsboard/index.php?topic=35237.msg493115#msg493115)
Maybe swap out your stock exhaust first, likely just not enough air out the back.... or try the dreaded mufflerectomy. :icon_confused:
Guys, a little help for lamoun here? :icon_mrgreen:
Quote from: lamoun on February 23, 2008, 01:34:07 PM
2006
K&N Lunchbox
Stock Exhaust
pilot 20
mid-main 62.5
main 142.5
Too rich.
Will change back to original..
Doesn't sound right. That's not a very aggressive rejet. :icon_confused:
Quote from: galahs on February 25, 2008, 03:55:43 AM
Doesn't sound right. That's not a very aggressive rejet. :icon_confused:
Yes I know, it's on the matrix but the bike is slower everywhere.. :dunno_white:
It's a european model with PAIR system, but that shouldn't make a difference.
I don't know, used the 60mid, lowered the needle.. not much better. I should lower the main jet now, but frankly, I don't see why I should bother.
I will just convert it to stock and when I buy a new bike, I will convert this one to a track bike and then I will rejet it properly ;)
Maybe the PAIR system is making a difference.
It isn't the restricted model the UK gets?
Nope, it is the unrestricted model.
I think the PAIR system just injects air in the exhaust, and has nothing to do with the fuel mixture.
By the way, it works overtime :laugh:
Where's it get the air from?
It might be sacrificing engine intake pressure to inject into the exhaust... hence there is less air in the engine to burn... hence why your bike was running rich?????????????
Nowdays?? From everywhere!! :laugh: I just have the intake hose lying there, on the cylinder block. :icon_mrgreen:
Anyway the only reason I can think of, is a misadjusted TPS unit, since I didn't mark where it was exactly, when i removed the carbs to jet them.
Year of bike - 2008
Location/Elevation Charlotte NC
Type of air filter - Race Uni-pods/foam
Type of exhaust - Yosh RS-3
Pilot Jet - 27
Mid Main - 65
Main - 150
How many washers - X2 under each Needle. so a total of 4
How well it runs - Pulls like hell @ wot / Take off seems a lil sluggish (too rich)
Air-fuel Mixture Screw @ 3 turns
will keep riding it this way till my 17 tooth sprocket comes in then i'll turn the A/F screw back in to 2.5
Your favorite food - to hell with Beer ! Jack & Coke mainstay Of life ATM
2006 GS500F
South Florida
22.5
65
147.5
2.5 turns
3 #3 washers
K&N Lunchbox
Full Jardine System
15T front 43T rear sprockets
Runs perfect, not rich or lean. Took somebody 8 tries to find out this set up. If you have Lunchbox and Jardine this is the way to go!!
89 GS
D&D Exhaust
K&N lunch box
Bob B. ignition advancer
E3.36 Diamond Fire spark plugs
Elevation 900'ASL
40
142.5
1 washer per carb
2.5 turns out on the mix screws
Adjust valves before balancing carbs.Always check float height after all carb work and before a carb balance.
- Year of bike: 1994
- Location/Elevation: Cary, NC (~500ft)
- Type of air filter: KN Lunchbox
- Type of exhaust: Stock Drilled
- What size jets you used (2 numbers for 89-00, 3 numbers for 01+): 40/140
- How many washers: 1
- How well it runs (very qualitative, think of warmup time ,flat spots, bogging compared to stock):Much better than before I rarely use the choke and has more power for sure
- Your favorite food: American Home Cooking
1994 GS500ER
6ooft,alt.
40 pilots/125.5 mains
1 washer
uni foam aircleaner
connected vaccum lines on carbs
muffler nipple cut one inch
Iridium plugs
44tooth rear,17tooth front
Runs great,less cold natured.Retained stock mileage.Twist the throttle and hang on. :thumb:
Chinese Garlic chicken! :2guns:
1990 gs500e
125 above sea (santa rosa CA)
40/150
drilled stock pipe (8x 1/2 inch)
uni foam air filter
RUNS LIKE CRAP fouls plugs at about 350 miles....
added one then two washers to the needle... ran worse
hugs flat spots and would not rev past 9k
Quote from: starshooter10 on July 12, 2008, 08:11:26 PM
1990 gs500e
125 above sea (santa rosa CA)
40/150
drilled stock pipe (8x 1/2 inch)
uni foam air filter
RUNS LIKE CRAP fouls plugs at about 350 miles....
added one then two washers to the needle... ran worse
hugs flat spots and would not rev past 9k
Adding washers makes the mixture richer -> more fouling.
I see that the wiki comments the following.
pilot 40
main 125
washers 1
turns 3
Quote from: starshooter10 on July 12, 2008, 08:11:26 PM
1990 gs500e
125 above sea (santa rosa CA)
40/150
drilled stock pipe (8x 1/2 inch)
uni foam air filter
RUNS LIKE CRAP fouls plugs at about 350 miles....
added one then two washers to the needle... ran worse
hugs flat spots and would not rev past 9k
This is entirely to rich.This jetting is for a K&N lunch box and a full exhaust system.This was to much jetting for me using a K&N lunch box and a D&D exhaust from a GSXR1000.
Quote from: lamoun on July 13, 2008, 03:51:07 AM
Quote from: starshooter10 on July 12, 2008, 08:11:26 PM
1990 gs500e
125 above sea (santa rosa CA)
40/150
drilled stock pipe (8x 1/2 inch)
uni foam air filter
RUNS LIKE CRAP fouls plugs at about 350 miles....
added one then two washers to the needle... ran worse
hugs flat spots and would not rev past 9k
Adding washers makes the mixture richer -> more fouling.
I see that the wiki comments the following.
pilot 40
main 125
washers 1
turns 3
lamoun has the correct jetting posted.
* 1992 GS500E
* San Francisco - 500' (I live on a hill)
* K&N Drop-in Air Filter
* Stock Exhaust
* 127.5 mains, 37.5 bleeding pilots (holes on shaft)
* 2 Washers
* Runs very well compared to stock, really happy with it. Just make sure to compensate with smaller pilots if you use the bleeding type.
* New Mexican Green Chile Stew
What does "How many washers?" mean? Does the washer go on the pin? Does anyone have a picture of this? Thanks.
hmmm
anyone running lunchbox and a slip-on
at sea level?
whats ur jet sizes etc....
Mods:
K&N Lunchbox
Yoshimura RS3 Slip-On
Bob Broussard Advanced Rotor
Settings:
150 Mains
40 Pilots
3 turns out
1 washer
Runs GREAT! It idles so smooth at 1500RPM it gets really quiet. And it pulls hard! :thumb:
Anyone live somewhere higher than 1000ft? Im at 7500ft above sea level. Just curious on a set up for that elevation. I have a lunchbox from the PO but don't think it was ever rejetted. Anyone recommend something?
Thanks.
Lunch box and pipe ??? or just lunch box ?
If pipe, try minus 1 on the 150 ... 147.5.
Cool.
buddha.
Quote from: lamoun on February 23, 2008, 01:34:07 PM
2006
K&N Lunchbox
Stock Exhaust
pilot 20
mid-main 62.5
main 142.5
Too rich.
Will change back to original..
EDIT: Disregard that post. There was a problem with one of my carburetors. I fixed it, but also have installed a Jardine exhaust, so I can't commend on the above setup. I will do some tests and then I'll update the post again.
2006
K&N Lunchbox
Jardine Full System
pilot 20
mid-main 62.5
main 142.5
Neadle at potition 4 (5 been richer)
Mixture screw: 2 3/4 out
Air Fuel Ratios measured with wideband lamda:
Idle: About 13:1
Idle - 6000rpm: 12:1 - 13:1
6000 - red line turns lean quickly reaches about 17:1.
Clearly needs a bigger main jet.
What seem strange (or not???) is that it feels stronger from 6000 and up. :dunno_white:
Can someone help me out because I have been searching wiki and everywhere...this is starting to drive me nuts.
I have a 2007 and just want to do a lunchbox filter and keep the stock exhaust for now. Would the 20/62.5/142.5 be a good combo for this application?? IF SO, Then should I use 2 washers on the needles and 3 turns?? I have not been able to find any consistency! Please help, thanks!
Brian
Charlotte, NC
K&N Lunchbox,Breather filter, Yoshi Carbon TRS cut @ collector w/ 2" pipe fully welded, Moded ignition advancer
40 pilots
150 mains, 1 washer, 3 turns ( Buddha Special !)
Runs like crazy @ 3500 RPM's to Redline, little sluggish under, Still tweaking air/fuel, Just hooked it all up Monday.
Oh Yeah, Sounds mean as hell, Ya can hear it from pretty far away! Loud Pipes Save Lives (and are just plain cool)
Quote from: B kizzle on September 17, 2008, 12:43:48 PM
Can someone help me out because I have been searching wiki and everywhere...this is starting to drive me nuts.
I have a 2007 and just want to do a lunchbox filter and keep the stock exhaust for now. Would the 20/62.5/142.5 be a good combo for this application?? IF SO, Then should I use 2 washers on the needles and 3 turns?? I have not been able to find any consistency! Please help, thanks!
Brian
I'm not a pro but I read many times on this board that lunchbox and stock muffler is not a good combination (too much air in too little air out). Therefore it's not easy to jet it properly.
Give a quick look at a pages in this thread. you should find similar combination to yours.
good luck
2000 GS500E
Massachusetts
1 washer on each needle
3.5 turns out on each carb
Stock everything else.
Economy: 47-53mpg
Top speed: 107mph
Cruising speed: 70-75mph, 6th gear, 6000rpm
Currently:
2000 GS500EY
O-H-I-O --GO BUCKS!!!
Stock filter
Stock exhaust
40/125
1 no. 4 per needle/ only 2 turns out
...need more time to properly assess, seems pretty good though. Bottom end still a bit touchy, midrange seems awesome, haven't yet seen top end...
I love good ice cream. Haagen Dazs is number one brand.
gs500f 2005
England
Drop in K&N filter
Standard exhaust
pilot 20
mid 62.5
main 137.5
Only did this mod as i needed to repair carbs after vandalism so made sense to remove restrictor in filter and have garage replace jets as recommneded on matrix.
Bike warms up much quicker and sound smoother and has a low pitch. Much more pulling power from 3000rpm with instant response from throttle. Fuel economy has dropped from 63mpg to 53mpg but this is probable more to do with me using more throttle at the moment checking things out.
The upgrade to the front spings is now a priority so new Hagon progressive will be fitted shortly.
Favorite food pasta
Quote from: Tang on July 15, 2008, 10:25:33 PM
hmmm
anyone running lunchbox and a slip-on
at sea level?
whats ur jet sizes etc....
2002 gs
tel aviv
lunchbox , yoshi rs3 .
20\65\147.5
1\16 in the city
1\18.5-19 highway
top speed 180+ km"h - ~115 mph
.
2001
350ft.
Stock Intake
Stock Exhaust
20/Stock/Stock
2 Washers
3 Turns Out
Stock Ignition
Idles great
2005 GS500F 2400 miles
Good Question?
Stock for now(kn drop-in in mail)
Full Vans and Hines Exhaust (Very Nice)
20/stock/135
1 Washer
2.5 Turns out
Stock ignition
Idles beautifully(now i dont want to add the k&n)
im looking for info on a 95 gs500 with a k&n filter in the stock airbox with a slipon pipe. How would the settings be different from a lunchbox and a slipon?
2008 GS500F
Canberra, Australian, 450m (1500 ft)
Twin K&N RU-0800
Full Formula1 exhaust (http://www.formula1mc.com.au/)
20/62.5/142.5 - tried 22.5/65/147.5 but way too rich
no washers
Quicker warmup time, no flat spots, goes hard at full throttle.
3.5 turns out, and increased idle to approx 1400-1500 when warm.
Almost stock economy.
Quote from: drewbytes on February 17, 2009, 03:11:16 AM
Twin K&N RN-0800
um RN-0800 is HUGE, where did you hide it?
is it the RU-0800?
Quote from: allaussiegrown on February 28, 2009, 08:37:51 PM
Quote from: drewbytes on February 17, 2009, 03:11:16 AM
Twin K&N RN-0800
um RN-0800 is HUGE, where did you hide it?
is it the RU-0800?
My apologies for the typo - RU-0800 for sure.
FK6
Jardine full system
K&N Ru-2970
Sea level, 50-90 degree F air temps
20/65/145
2 #4 washers
It's surging between 6-7k. Been having lots of tuning problems, cant seem to get it to have good part throttle driveability. I'm about to go back to stock. Some people with this combo run 20/62.5/142.5 and some run 20/65/147.5. Who's right? :dunno_white:
So does anyone have jetting for Jardine system and stock airbox? 20/60/135 with 0-2 washers might work?
20/60/130
2 #4 washers under each needle
stock filter
Jardine full system
runs much better now. needs very little choke. I'm wondering if i could use slightly larger mains.
04
Full Jardine Exhaust
K&N Lunchbox
1 #3 washers
20 pilots
147.5 mains
Stock Mids (I believe 60)
65 mids
2.5 turns out
Central NJ
Elev = ?
2002
Roanoke VA, approx 1000 ft (to those who have ?? here, you CAN just google "city, state, elevation" and get some numbers you know....)
K&N Lunchbox, ignition advanced
Stock exhaust
20/65/142.5
no washers
3 turns (stock was ~2.5)
Runs like stock, which is a good thing, because it ran great. Warms up a little faster and requires a little less choke. I didn't even have to adjust the idle. I also got some 140 mains I might try just to make sure the 142.5 isn't too much. I still have some testing/confirmation to do, but it seems awesome. :thumb:
Lasagna
Year: '90
Elevation: 95ft (29m)
Pilots: 40
Mains: 150
Washers: 1
Turns: 2.5
Additions: V&H full exhaust, K&N lunchbox
Warms up quick, little choke needed, & I haven't noticed any flat spots yet.
Year: '00
Elevation: 900ft
Pilots: 40
Mains: 125
Washers: 1
Turns: 3
Stock air
stock exhaust
Warms up quicker, needs about quarter to half choke on a warm day and about three quarter choke on colder days for here (40's 50's). No flat spots. Power down to about 1600 rpms. more low end.
- 2009 GS500F
- Kennesaw, GA, USA / 1,089 ft (332 m) above sea level
- K&N Drop In
- Yoshimura TRS Slip-On (Carbon Fiber)
- 20/62.5/142.5
- Zero Washers, * also left the air pilot screw at stock 3 turns out
- Runs great! Sounds like a real bike now! :flipoff: Takes off quicker at lower RPM's! Runs smooth, although I may give the air pilot screw a tiny adjustment later to make a tad richer. No hang ups on RPM's either. And the rejetting tutorial on beercangarage made it easy. :thumb:
- Pus**! Lots of it! In fact, a whole 'all u can eat' buffet!!
2009 GS500F
Pacific Northwest, Elevation 0-700ft majority of the time. Occasional mountains.
Stock Air
Stock Exhaust
Jets 20,60,132.5
One o-ring washer (probably equal to 3 metal washers?)
Approx 3 turns out on pilot air screws
Runs happy all the time so far. Hot/Cool (no cold weather start yet). I have usable power down to about 2k now where that would have been a mandatory downshift before (probably still good idea to downshift that low). Seems like it pulls better at all RPM's, but especially <5000 and >9000. I don't feel like I need to shift as often. Lean surging at cruising speeds is mostly gone.
Before new jets I needed choke every cold start, even in the afternoon. Needed to give it minimum 30-60 seconds to warm up or it would bog down under load taking off.
After new jets I don't "require" the choke for summer morning starts, and I can leave immediately after starting without issue. I recommend a little choke and warmup time for other reasons however. I'm curious to see how it handles in a really cold morning start. I expect it will need choke, but be better than before.
Food. What's not to like. So many choices. How about Hamburger gravy over mashed potatoes.
Bike: 2009 GS500F
Filter: K&N SU5589 (no restrictor)
Exhaust: Yoshi Slip on (SS)
Jets: 20/135 (Buddha jet kit)
Location: Ontario Canada
Elevation: ~275m/900ft
Runs excellent!
Have read all the jetting differences and find 2 things missing.1 float level height and..2 if the ignition timing has been changed .these would have a large effect on jet change results .Also what spark plug being used..
First n00b post!
2007 GS500F
-Vancouver, Canada - just above sea level
-K&N drop-in (no restrictor)
-Yoshimura TRS slip-on
-Dynojet stage 1 pilot jets (18.5 ?) / 62.5 / 137.5
-3 turns
Only have 3 full days on the new setup, but so far it seems a very good combo with smooth acceleration and greatly improved throttle response. I grabbed a pair of 140 mains as well
when I got the TRS, but doubt I will need to put them in, as she pulls strong through the upper RPMs with no flat spots.
Also switched to NGK DPR9EIX-9 iridium plugs at the same time, and the first plug read is great!
I felt comfortable switching to the #9 heat range, as platinum/iridium plugs run approx. 1/2 heat range hotter than their copper siblings, and car tuning has consistently shown me that stock heat range plugs on modified engines is a no-no.
2006 F
PAIR system removed and vac source capped at "T"
Pilot screws 3 turns out (found at about 2.25 from factory)
1 Radio Shack steel shim for each slide needle
TPS reset to factory spec - The orig owner took the bike back to the dealer for high and hanging idle and they cranked the TPS to "fix" it!!!!!????? It was a mile off.
Stock exhaust
Stock Intake and filter
Stock plugs
Timing left alone
Runs perfect across RPM range. Now I'm just gonna RIDE it.
Bump for good info
Hey, I thought I'd post my info even though I'm still having trouble with it (perhaps BECAUSE I'm having trouble with it).
1999
New Zealand/sea level
K&N Lunchbox
Vance and Hines full
Pilot 40
Main 150
Washers 1.5mm
Turns 3
Runs great until I'm about around 90-95kph+ then there're lots of fluctuations with speed (almost as if it's just about to run out of petrol). After much testing with settings, jets and swapping valve shims I've come to the conclusion it's because there's no velocity chamber/air box.
Slapping a filter directly onto a carburettor is not a good idea as it doesn't steady the air. When the wind starts getting blustery the air intake is no longer consistent, giving questionable performance once you're out of the suburbs.
Unfortunate that it's taken me this long to come to that conclusion as I'll be having to ride 1400kms before I can even have another look at the engine.
I'll repost here once I get something that works.
I'm missing vacuum port o-rings, apparently. Also I remove the frame-mounted tap and just plugged the tank straight into the carb which helped a lot.
You should have started your own thread for this, it will get more replies. As for the problem, it is one of two things:
1. The drain hose for the carbs is facing into the wind, creating a negative pressure in the carbs, leading to fuel starvation.
2. You have the stock petcock which is vacuum operated and is known for starving fuel at higher speeds (one of the fuel openings in the petcock is too small of a bore).
This thread is only for people who have GOOD jet settings so that others may use their settings.
The search box in the top right of the screen will always yield some good results based on keywords. Good luck :cheers:
1998 w K&N Drop in w/ restrictor - 40/125, 1 washer on needles.
-Note: It starts great at full choke. Once the RPMs jump up, it's hard to find a setting for the choke that won't either make it die or stay really high. Once the engine is warm, all is well in the world and it idles at 1200 RPM confidently.
- 2004 GS500F
- Los Angeles, CA, ~800 feet elevation
- K&N Drop in air filter
- Stock Exhaust
- 20/62.5/137.5, purchased from jetsrus.com: http://jetsrus.com/a_jets_by_carburetor_type/a_jet_kits_mikuni_selection.htm (http://jetsrus.com/a_jets_by_carburetor_type/a_jet_kits_mikuni_selection.htm)
- Stock # of washers (one washer is already on there stock)
- 3 turns out on pilot screw (stock preset was 3 1/8 turns on left carb, 3 3/4 turns on right carb)
- Runs great! Don't notice any obvious difference in warm up time, but it is slightly more responsive on the throttle through the entire rpm range
- Garlic shrimp pizza
2007 GS500F
Albany GA - approx 200ft above sea level
K&N Lunch box
Yoshimura TRS
20/62.5/142.5
No washers
2 turns out (2.5 and choke wouldnt work)
Runs great, no idle off WOT throttle issues
2009 F model, 10,300 miles
Cincinnati Ohio, 750 ft. Above Sea Level
K&N Lunchbox
Stock Exhaust
20/65/142.5
No washers
2.5 turns (3 turns too much)
Plugs tell me slightly rich especially at idle, but I ride year round. Helps in Winter and quicker warm-ups.
Make sure your carb is clean, free of air leaks, and valves are PERFECT, otherwise you will never be able to tune your bike. Ask me how I know this.
1998
K&N Lunchbox
Slip-on exhaust made for a Honda VFR
40/150
1 washer (I think)
3 turns
elevatation: 250'
I'm In Los Angeles, CA and I'm trying to figure out what jets i should order for less fuss. I want a smooth ride with better pickup.
I have a 91
Just ordered the K&N Lunchbox
stock pipes with a 08 R6 oem Slipon
What jets and setup should i start with?
I love it but requires a little more throttle to launch well after muffler install.
Video after i put it on.
http://www.youtube.com/watch?v=yjAS8U8qC18 (http://www.youtube.com/watch?v=yjAS8U8qC18)
2007 K&N Lunchbox filter, Full Jarding Exhaust, 20/65/145. Bike starts better, runs great, nothing else touched except Idle adjusted just alittle. Maybe some on can answer. Bike pulles hard up to 7 or 8 grand then seems to be starved at wot. I did not adjust the mixing screws or add a washer to the needle. The carbs have been synced. Maybe try 20/65/147.5? The bike does run great and I don't need to fix it but I would like to tweak it for optimum performance. Thanks :thumb:
might want to try the 147.5, but first make sure there are no kinks in fuel or vacuum lines. If you have an inline filter, get rid of it. Check for vacuum leaks, and make sure your valves are in spec. Then try the bigger jets. If the bigger jets don't work, try a size smaller.
Graham :2guns:
Thanks...... I will try 147.5 because lt runns soooo much better. It just needs a tweak. It will be a while before I pull it apart but I will update when I do. Thanks again :D
Plug chops will tell you if lean or rich at WOT.
If you have never done this before, it's easy. Go to a highway. Remove existing plugs and replace with new ones (Regular, not iridium). Immediately accelerate to near or at WOT. You may need to drop down a gear or two to maintain high RPMs WITHOUT excessive speeding. After 2 minutes, hit kill switch, pull in clutch and check the white porcelain on plugs near center electrode.
You want brown. If black, rich. If white, lean. That easy.
Thanks... I will do that once the weather warms up. I will post results when I do it :cheers:
Update: The jet info on the bike is the same and runs GREAT :icon_mrgreen: Full Jardine, Lunchbox, 20/65/145, nothing else touched. I believe the problem before was bad gas. I filled the tank with fresh gas and sea foam and its running better than ever, even at wot. Very Happy with the mods and recommend them on the GS. :cheers: Plugs Look like they are suppose to. Thanks!!
91 Gs500
K&N Lunchbox
08 R6 Slip on
Stock pipes
40/150
no washers
2 1/2 turns
Los Angeles, CA
Elevation 131 ft (40 m)
gm51b / 1989
Baden (Germany) / 210m
K&N Lunchbox
Jama Laser Deeptone
Pilot 40/Main 147,5
no washers
3½ turns
perfect
Pilsener
[attachment deleted by admin]
1989 GSE
Las Vegas, NV: ~2,000'
K&N RU-2970 'lunchbox'
Stock pipes with Yoshimura R-77 slip-on
40/147.5
2 washers
3 turns
Runs great. Warms up much faster, no more backfires on deceleration, pulls well from about 3k on up. Idles a bit high after the rejet, so I need to adjust.
Spaghetti!
Anyone know the metric conversion for a #4 washer? Getting right on my nerbs!
2009 GS500F
Morgantown, WV
K&N Drop-in - no restrictor
Stock exhaust
20/60/142.5
1 washer
2.5 turns
Runs great with a hard pull over the entire rev range; no flat spots. Normally no choke required; only when it's been sitting in the cold for a while. Very responsive and fast acceleration at highway speeds.
Stock jetting felt flat over 7K RPM and didn't have a hard pull.
Favorite food would have to be a home-made Black Forest cherry cake, but seared scallops are a close second.
•Year of bike: 2011
•Location/Elevation: Hobart, Tasmania 10-300m
•Type of air filter: K&N slip-in
•Type of exhaust: gutted stock can
•What size jets you used (2 numbers for 89-00, 3 numbers for 01+) 20/60/142.5
•How many washers: -1 compared to stock
•How well it runs: better warm up, dull between 5-7k, better (more powerful) at other rpm, rich on throttle roll-off especially between 5-7k rpm
•Your favorite food: bbq grilled holumi
Oops
Quote from: Golly on November 21, 2013, 10:23:36 PM
1990
Standard airbox
Standard Exhaust
120 main
40 pilot
Aussie carb top circlip position on needle.
Standard performance so far. Starts instantly and warms up quick
Sent from my GT-I9210T using Tapatalk
Sent from my GT-I9210T using Tapatalk
1990 Engine
Elevation 30ft
42.5 pilot, 150 main
Yosh Slipon with stock headers.
K&N Lunchbox
My needle is the notched one with the c-clip, and I believe it is on the second from the bottom.
Warm-up time is around 2-3 minutes.
Runs good (better after I finish the valve adjustment I am currently doing.) No flat spots, and it pulls hard.
1990
Standard airbox
Standard Exhaust
120 main
40 pilot
3 turns on mixture
Aussie carb top circlip position on needle.
Standard performance so far. Starts instantly and warms up quick....but floods easy..dont think its right.
Sent from my GT-I9210T using Tapatalk
so many lunchboxes in here.
is that filter easy to fit inside the frame? I don't want to buy aftermarket only to experience the same pain that the factory box gives me.
Factory airbox and factory filter with factory exhaust and just a little bit of rejetting 20/60/132.5 gave me an absolutely perfect result at sea level. Just sold my GS and it ran and idled perfectly, and still had the factory valve shims well in spec after 76k kms.
Cleveland, OH: HiFlow air filter in factory airbox with factory exhaust: tiny re-jet to 20/60/132.5 runs great for me on my 2004!
2006 GS500F
Located in Wichita KS
K&N Lunchbox air filter
stock exhaust
New Jets: 20/65/142.5
Mixture screw at stock setting
Might try moving the mixture screw out to 2-3 turns later to see if it makes a difference.
Currently runs good but seems like the throttle response isn't as quick as it could be. Definitely warms up quicker with the #20 jet. Still getting some popping during warmup like the stock jet.
Favorite food is Coors Light
2008 GS500F
Melbourne, Australia, 30m
K&N Lunchbox drop in - no restrictor
Yoshi TRS Slipon
20/62.5/142.5
No change in needle clip height
Power curve feels notably smoother, less jerky. Idles smoother. No more pops with harder engine breaking.
If I was doing this again I'd switch to a lunch box filter just so I can avoid having to manhandle the stock one back in the f%$king frame again.