Solutions: '78 GS750, VM26, stacks, 4-1.

[broquo]

This is a new thread so i can attempt to correct the misleading title of my previous thread:

http://www.thegsresources.com/_forum/showthread.php?t=174351

FIRST, I checked ign timing other day with a non-powered test lamp, and apparently i wasn't as good of a wrench when i last touched these......it was way off. So while everything was off i took the time to change the points and condensers pending digital ignition since i already had a set. i set the points and and assumed the ATU was good. Need a timing strobe. I suppose i'll have to re-sync the carbs now.....my "doh".

I got VM26 jets in the mail today. Four 125's and four 127.5's in case they gotta go richer.
I get the carbs off the bike, drain the bowls and open them up to find that everything looks rather nice, moves free and is super clean. good ole wiredgeorge. Except, i get all the old jets out and start checking them over and i have three #112.5's and a solitary #127.5 from my #2 carb?!. I also had #17.5 pilots which should be right, but not what was listed on the build specs i got from wiredgeorge. wait a minute, what's going on here?

I can only assume wiredgeorge cleaned the carbs correctly and serviced any part that needed it. I hope he set the float levels correctly. I won't get into a long story but he makes claims that he doesn't keep. According to several members who have been here he knows little about jetting and the most recent complaint came from a 1000 owner who nearly had a melt down due to george's jetting. I don't trust anything he did.

Well KEITH, Amen. Add me to the choir.

So the specs sit at: #17.5 pilots, 1.5 slides, 5F21-5 (5th slot, richest; may raise to 4), 87 octane gas.

I decided to try the 127.5 mains on first; Figured the richer the better. And with all this ethanol....hmph.
Set fuel screws to 1 turns out, and side air screws to about 1.5 turns out, and it was a very nice improvement over the "mix and match" i had goin' on earlier. Started up with one friggin' kick.
the test drive around the alley proved quite inspiring. I noticed the idle sound also changed dramatically, probably cuz it wasn't exploding out of control halfway down the power stroke. Came home, tuned the pilot to highest idle, and went tearing around chicago for a bit. Holey kamoley that bastige can move! Gotta do some chops to get it tuned in.

Stay tuned for vids.

Gonna go ride a bit.

[BassCliff]

Hi,

Wow! I love it when a plan comes together. Nice work.


Thank you for your indulgence,

BassCliff

[broquo]

Raised to 4th slot, sync'd, vac sync'd (10.5"/hg across the board), rode.

B-]

[KEITH KRAUSE]

Jeez I can't stand that SOB george. The least he could do is install jets correctly. Makes you wonder what else he did. He's a liar and a cheat.
Sounds like you're getting there. One thing bothering me is you say there are NO nylon/plastic spacers for the jet needles. There should be. Someone else with a '78 750 has a thread going that shows pics of his slide/needle assembly. Spacers are there.
Without the thicker spacer (actually called a "ring") installed directly on top of the e-clip the jet needle will rise much higher than intended. Typical jet needle e-clip positions that are known to work well will be richer without that spacer. There should also be a thinner spacer under the clip.
Unless there's something else going on that we don't know about the jetting suggestions I gave would be too rich without that spacer.
After installing the spacers, plug reads at the various throttle positions will help. A VERY good bench synch (at least) is needed before testing because if the vacuum levels are uneven enough how do you trust the reads? A vacuum tool synch is a basic part of jetting but if you do a careful bench synch you should be good to get the jetting close. When you know it's right then vacuum tool synch and it will run that much better and smoother.
I explain the entire bench synch in detail and it's easy to follow. Finding the thread is the hardest part.
Search for it if you want to know how. I think the thread title was '78 GS1K rejet, bad fuel economy" or something like that. The author's name is "Hoomgar". Big thread. Go to reply #36 I think.

[KEITH KRAUSE]

OK. I was replying as you posted. Glad to see you have a vacuum tool.
If you raised the e-clip to position 4 it appears you're testing said it was rich. Not surprising as I said the missing spacer on top is going to mess things up. Without the thick spacer the jet needle is already approx' a couple of positions richer to begin with.
If your factory e-clip position is #3 ??? then it's not typical that position 4 will work well, not with a decent pipe and the stacks. One position just isn't enough. Please verify factory position for me so I know what the starting point is. There are 750's out there that came from the factory with the e-clips in position 2 from the top but I believe those were '77 models only??
If you want the bike to run right and the jet needle asembly to operate as it was designed to you need those plastic spacers. I'm sure some members here can hook you up or maybe Bikebandit or another store has them.

[chuck hahn]

Keith , then part that was giving me fits was that it didnt matter what i did the bike was adog and ran poorly.Then when i opened it up and seen that bGeorge had put 117.5 mains and 20 pilots it started to make sense why it wouldnt run. I went with the stock stuff that Cliff posted and it was a game changer. Its a brand new machine now.

[KEITH KRAUSE]

Yeah. When I saw wiredgeorge involved with this guys problems I knew it wouldn't be pretty. George is a fat old blowhard and I'd really like to make an adjustment on him if you know what I mean. People have faith in him and he simply screws 'em.
Now we're trying to figure out how to get things back to right. I'm thinking george should know how to assemble these carbs right. He should know what's missing and how important it is. He should know the main jets should be a certain size and install all four the same size. He claims to re-build hundreds if not more carbs each year. It's bad enough he cheats you with a basic re-build but then he can set you up with jetting that will either hole a piston or give you 24 MPG. Take your poison.

[chuck hahn]

Are we still talking about George..

[KEITH KRAUSE]

Are we still talking about George..

I'm sorry. Really. I don't know why I let him tick me off.

[chuck hahn]

same reason i got ticked at the guy that advertises here..claims didnt match up to the work delivered..took the cash and gave back trash. I asked about Geogre cuz i was thinking of the guy that advertises carb services on the forum..

[cowboyup3371]

Wow...just can't leave it alone can we Chuck.

[broquo]

Hot Dayum, yall. Didn't mean to start a flame. Well, he kinda looked like colonel sanders, but i figured you'd have to be old and bloated to be into this stuff


For real, though: Fv*k that dude. wiredgeorge can eat it. Ripping off people to fill the winebago tank...or simply incompetent.

I went on a romp around chi city this evening with a harley and ninja '02 600r and whoooo boy! Put some dang tracks down, easing through 110-120mph (according to the harley speedo). Stood her up a few times through 2nd and 3rd. Clean burnouts, and i can lose the rear end into 2nd if i time shifting and rpm just right. I noticed the shifter's getting sticky.

I think the 127.5's may be a tad rich. Probably gonna keep 'em that way though. Have to do chops to confirm, but this thing is blazing fast. Nice to see what it will do when it has enough fuel to satisfy the powerband. It runs a lot better with the needle on the 4th notch. I need a V&H exhaust next...

Keith , then part that was giving me fits was that it didnt matter what i did the bike was adog and ran poorly.Then when i opened it up and seen that bGeorge had put 117.5 mains and 20 pilots it started to make sense why it wouldnt run. I went with the stock stuff that Cliff posted and it was a game changer. Its a brand new machine now.

Yup.