Announcement

**GateKeeper** · 06-05-2013, 11:27 AM

you will find the answer here

http://members.dslextreme.com/users/bikecliff/images/carbspec_float_height.html

GS 750
1982
EZ/TZ Model

Carb -------. BS32SS (4 separate carbs)
bore size -----. 32mm (1.26)
id no -------. *45420
idle r/min---.... 1050 +/- 100 r/min
fuel level -----. 5mm +/- 0.5 (0.20 +/- 0.02)
float height ---- 22.4mm +/- 1.0 (0.88 +/- 0.04)
Main jet------. 112.5
Main Air jet----- 1.7
jet needle-----.. 5C28
Needle Jet------ Y-4
Throttle Valve… *135
Pilot Jet--..----. 42.5
By-pass-.------ 0.8, 0.8, 0.8
Pilot Outlet------ 0.7
Valve seat------ 2.0
Starter jet------ 50
Pilot Screw............. Preset
Pilot air jet……….. 170
throttle cable play -. 0.5-1.0 (0.02-0.04)
Choke cable play… *0.5-1.0 (0.02-0.04)

*Indicates new Z model spec

.

**Chum** · 06-05-2013, 11:44 AM

Wow, that's a great lead. Thanks GateKeeper.

**GateKeeper** · 06-05-2013, 11:52 AM

if you liked those, and have not gotten this one, then your in for a treat...

http://members.dslextreme.com/users/bikecliff/

that one will give endless hours of reading....

.

**Steve** · 06-05-2013, 12:18 PM

Those are, obviously, the stock sizes. What should you have in there now? That depends on your pods and your pipe.

General rule of thumb is to add 2-4 sizes for a pipe and another 3-6 sizes for pods. That will depend on how free-flowing the pipe is and whether you have good pods or junk.

Ultimately, your spark plugs will tell you whether you are jetted correctly.

.

**BassCliff** · 06-05-2013, 01:20 PM

Hi,

Originally posted by Chum View Post

Wow, that's a great lead. Thanks GateKeeper.

Doesn't anybody ever actually read their "mega-welcome"?

Mr. Chum, you received yours in THIS THREAD, your introductory thread. I hope you take the time to go through all the links and all the information available. It will save you money, save you time, grow your hair, help you lose weight, make you taller, give you more stamina, make you regular, and you will be more popular with the ladies.

We love to share the love around here.

Thank you for your indulgence,

BassCliff

**Chum** · 06-05-2013, 01:29 PM

Bass, I do still read the big welcome. I go back to that thread multiple times a day. There is no way to get through it all so I missed your direction to this answer there and for this I am eternally sorrowful! HA. Thanks guys.

**BassCliff** · 06-05-2013, 01:36 PM

Hi,

Originally posted by Chum View Post

Bass, I do still read the big welcome. I go back to that thread multiple times a day. There is no way to get through it all so I missed your direction to this answer there and for this I am eternally sorrowful! HA. Thanks guys.

Sorry to give you a hard time, just yanking your chain. Yes, I know there is quite a bit of information on my little website and it's not organized very well. One of these days I will redesign it. Feel free to bookmark my website and explore all the links. You may be surprised what you find.

Thank you for your indulgence,

BassCliff

**spwalker09** · 06-05-2013, 03:11 PM

In for results...I too am running a 4-1 and pods on my '82 GS750E. I posted earlier looking for some ballpark jetting advice but nothing so far...

I'm started with the initial DynoJet Stage 3 kit + their recommended settings but its way too rich for my setup. I've got it at least drive-able by lowering the needle by 1 notch (before it wouldn't go above 4k), but I think my mains are still a little too big for WOT (still doesn't pull hard in the top range) so I'm gonna experiment with a smaller main and raise the needle back up.

**Agemax** · 06-05-2013, 03:20 PM

Originally posted by spwalker09 View Post

In for results...I too am running a 4-1 and pods on my '82 GS750E. I posted earlier looking for some ballpark jetting advice but nothing so far...

I'm started with the initial DynoJet Stage 3 kit + their recommended settings but its way too rich for my setup. I've got it at least drive-able by lowering the needle by 1 notch (before it wouldn't go above 4k), but I think my mains are still a little too big for WOT (still doesn't pull hard in the top range) so I'm gonna experiment with a smaller main and raise the needle back up.

FWIW - when I disassembled my carbs, I found Mikuni 115 mains. Bike ran great and had the stock airbox/exhaust. Methinks a previous owner found the factory settings a little too lean, and went higher on the mains to compensate.

did you not get 2 main jet options in the dj kit? most stage 3 kits come with 2 different size jet options.

**Staninator** · 06-05-2013, 03:30 PM

Here you go brother. Follow what DynoJet recommends.

Stage 1:

Jet Kit for 1980-1985 Suzuki GS750

http://www.dynojet.com/pdf/3102.pdf

Dynojet Jet Kits Whether you run a standard motorcycle, or a tuned sportbike, Dynojet Carburetor Jet Kits can provide you with a simple and affordable solution to all your carburetion problems. Dynojet Jet Kits increase power and smoothness throughout the entire rev range, while maintaining optimum fuel economy. Each Dynojet Jet Kit includes comprehensive instructions which show step-by-step installation and testing procedures to ensure a perfect setup every time. This is backed by free telephone and Internet support to Dynojet customers. Kit installation and Dynamometer services are available in many parts of the world. Please see the Dynamometer Center Search Page to locate your nearest dyno shop. Read Full Description Jet Kit Types Needle & Needle Jet Caps Many newer bikes have very flat power and fuel delivery curves when used with the stock exhaust and air-box. When aftermarket pipes are used, the power curve is usually not flat. You find the need to lean out for low speed and richen up for top end; or leaner on the top end and richer at the low speed. In order to achieve full function and driveability, Dynojet develops shrouds or cap style nozzles for adjusting the upper or lower top end. They also have an effect similar to fuel injection by breaking up the fuel as it enters the air stream. Fuel Needle The design of the needle is where Dynojet spends most of its R&D time. The needle is designed to give the correct amount of fuel throughout the mid-range and is also designed to allow adjustment from groove 1 to groove 6 with little or no effect below 3000 R.P.M.; then with the correct end dimensions, the needle will have little effect on the main jet regardless of needle position. This isolates all circuits from each other and ensures easy set-up of the midrange and driveability. Main Air Jet This jet allows air into the emulsion tube to mix with fuel being drawn up from the float bowl. It controls the amount of fuel which can be pulled from the float bowl into the venturi. The larger the size of the main air jet, the more air you get and less fuel. The smaller the main air jet, the more fuel you get and less air. Dynojet alters this only to achieve the flattest possible fuel delivery curve. Pilot Circuit This controls 100% of the engine idle and 25% of the transition onto the needle. Dynojet has found that the engine will idle with the standard pilot jet, with or without the air-box and with the slides and needles removed from the carburetors; therefore we never change the pilot jet. Doing so is proof that you are not using the other circuits correctly. Idle and off idle is controlled by the mixture screws and the float level which have the most positive effect below 4000 R.P.M. On some models the pilot air jet is changed to provide optimum fuel economy. Correct balancing of the carburetors also ensures a smooth idle. Main Jet We develop our main jets to correctly serve two functions; static load and dynamic load. The static load is the fuel received through the main jet in the upper gears, where the tachometer is moving very slow. The dynamic fueling portion of the main jet is the amount of fuel received from the jet in the mid-range potion of the power. For example, you have a GSXR1100 G,H with #130 main jets. You then install #125 mains. After running the bike you notice the top end has improved but the mid-range doesn't pull as well. You then install #135 mains and you notice the mid-range is great but the top end is slower. This is a common compromise when using stock main jets and needles. If you install Dy 93 Dealers Orders Dealer Orders "Dealer Orders Dynojet Research Inc. dealers much call in to place an order. Please call us at: 1-800-992-4993 (Toll Free)/Suzuki/GS750/1985

Stage 3:

Jet Kit for 1980-1985 Suzuki GS750

http://www.dynojet.com/pdf/3315.pdf

Dynojet Jet Kits Whether you run a standard motorcycle, or a tuned sportbike, Dynojet Carburetor Jet Kits can provide you with a simple and affordable solution to all your carburetion problems. Dynojet Jet Kits increase power and smoothness throughout the entire rev range, while maintaining optimum fuel economy. Each Dynojet Jet Kit includes comprehensive instructions which show step-by-step installation and testing procedures to ensure a perfect setup every time. This is backed by free telephone and Internet support to Dynojet customers. Kit installation and Dynamometer services are available in many parts of the world. Please see the Dynamometer Center Search Page to locate your nearest dyno shop. Read Full Description Jet Kit Types Needle & Needle Jet Caps Many newer bikes have very flat power and fuel delivery curves when used with the stock exhaust and air-box. When aftermarket pipes are used, the power curve is usually not flat. You find the need to lean out for low speed and richen up for top end; or leaner on the top end and richer at the low speed. In order to achieve full function and driveability, Dynojet develops shrouds or cap style nozzles for adjusting the upper or lower top end. They also have an effect similar to fuel injection by breaking up the fuel as it enters the air stream. Fuel Needle The design of the needle is where Dynojet spends most of its R&D time. The needle is designed to give the correct amount of fuel throughout the mid-range and is also designed to allow adjustment from groove 1 to groove 6 with little or no effect below 3000 R.P.M.; then with the correct end dimensions, the needle will have little effect on the main jet regardless of needle position. This isolates all circuits from each other and ensures easy set-up of the midrange and driveability. Main Air Jet This jet allows air into the emulsion tube to mix with fuel being drawn up from the float bowl. It controls the amount of fuel which can be pulled from the float bowl into the venturi. The larger the size of the main air jet, the more air you get and less fuel. The smaller the main air jet, the more fuel you get and less air. Dynojet alters this only to achieve the flattest possible fuel delivery curve. Pilot Circuit This controls 100% of the engine idle and 25% of the transition onto the needle. Dynojet has found that the engine will idle with the standard pilot jet, with or without the air-box and with the slides and needles removed from the carburetors; therefore we never change the pilot jet. Doing so is proof that you are not using the other circuits correctly. Idle and off idle is controlled by the mixture screws and the float level which have the most positive effect below 4000 R.P.M. On some models the pilot air jet is changed to provide optimum fuel economy. Correct balancing of the carburetors also ensures a smooth idle. Main Jet We develop our main jets to correctly serve two functions; static load and dynamic load. The static load is the fuel received through the main jet in the upper gears, where the tachometer is moving very slow. The dynamic fueling portion of the main jet is the amount of fuel received from the jet in the mid-range potion of the power. For example, you have a GSXR1100 G,H with #130 main jets. You then install #125 mains. After running the bike you notice the top end has improved but the mid-range doesn't pull as well. You then install #135 mains and you notice the mid-range is great but the top end is slower. This is a common compromise when using stock main jets and needles. If you install Dy 93 Dealers Orders Dealer Orders "Dealer Orders Dynojet Research Inc. dealers much call in to place an order. Please call us at: 1-800-992-4993 (Toll Free)/Suzuki/GS750/1985

**Chum** · 06-05-2013, 03:34 PM

Originally posted by BassCliff View Post

Hi,

Sorry to give you a hard time, just yanking your chain. Yes, I know there is quite a bit of information on my little website and it's not organized very well. One of these days I will redesign it. Feel free to bookmark my website and explore all the links. You may be surprised what you find.

Thank you for your indulgence,

BassCliff

No Sweat. Just messing back. I'm afraid to get too deep into it because I won't remember the way back when I really need specific info. Great stuff you got there, Thanks

**Chum** · 06-05-2013, 03:45 PM

It appears you guys favor the DJ kits, but I took the advice of another member and ordered a kit from 6Sigma. I'll keep you posted on the results. I think the jets in my carbs are already larger than stock and I may not need the kit, but their ordering process seems to ensure jetting taylored to my set-up. We'll see and I'll let you know how this kit works out.

**spwalker09** · 06-05-2013, 04:32 PM

Originally posted by Agemax View Post

did you not get 2 main jet options in the dj kit? most stage 3 kits come with 2 different size jet options.

Yessir I did. The DJ130s (Mikuni equiv. 122.5 according to JetsRUs) mains are recommended for 4-1 + pods. For just pods with stock exhaust, they supply DJ124 jets (in-between Mikini 115 and 117.5). I have the DJ130s installed right now, with the needle clip installed 3rd from the top (DJ recommended is 4th from the top)

**Agemax** · 06-05-2013, 04:39 PM

Originally posted by spwalker09 View Post

Yessir I did. The DJ130s (Mikuni equiv. 122.5 according to JetsRUs) mains are recommended for 4-1 + pods. For just pods with stock exhaust, they supply DJ124 jets (in-between Mikini 115 and 117.5). I have the DJ130s installed right now, with the needle clip installed 3rd from the top (DJ recommended is 4th from the top)

if yours is to rich, drop to the 124's and raise the needle back up again. that should be better......

Announcement

What size jets should I have on my GS

What size jets should I have on my GS

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