83GS550E Pilot AIR jet which one???

[SqDancerLynn1]

His problem is that he has the basterdised 2BBL muniki carbs that no one admits to having made

[MelodicMetalGod]

SqDancerLynn1 is correct Suzuki_Don. Below is one of two carbs but, as you can see, TWO of four barrels. Each barrel has the screw in pilot air jet and the adjacent jet (which I can't identify for sure, but I've never tried to remove any of mine). The "Weird Carbs", as I call them.

[MelodicMetalGod]

I can't thank you enough for your offer i sincerely appreciate your being so generous. I'm sure a bike will run fine with 155's because the numbers are not that far off from stock adn when the mixture screws are turned to adjust the idle it falls within the range of adjustibility. So it could be why no one checks these. I just wanted to make sure i did it right so i didn't have to waste any members time on common sense stuff. If you have #145 air jets please let me know how much and i would be interested. Thank you again for your help.

I've got four more to check but they're being "stubborn". Got 'em soaking in PB Blaster now. Hopefully they'll be a bit more agreeable tomorrow.

[Suzuki_Don]

SqDancerLynn1 is correct Suzuki_Don. Below is one of two carbs but, as you can see, TWO of four barrels. Each barrel has the screw in pilot air jet and the adjacent jet (which I can't identify for sure, but I've never tried to remove any of mine). The "Weird Carbs", as I call them.

Thanks for the information. I am getting an idea now what is going on.
Cheers

[GQROD]

Sorry for the late reply but Melodic's pic is worth a thousand words.
In essence each carbuerator as you can see by the pic has 4 air passages.

Only 2 passages on each carb have removable jets.

Each cylinder is fed by it's own venturi, so each venturi has one removable jet and one pressed in jet.

In the factory manual is a drawing which shows the path of the air as it enters the Main Pilot Air Jet which goes to the Starter jet ( this is where the choke plunger is ). Some of this fuel air mixture is bypassed through extra orifices or holes in the venturi tube along the inside top of the carb. This is the slow or idle mixture.

The other orifice or passageway directs air into the emulsion tube which mixses with fuel, atomizes and enters the venturi for each respective cylinder.

Hope this clears this up some, it's easier to see from the drawing in the manual.

By the way i am no expert on this, i have just had two months of waiting for jets to re read my factory manual a hundred times and have considered getting the Japanese language version to read for S_ _Ts and giggles-lol Kanpei !!

[MelodicMetalGod]

I can't thank you enough for your offer i sincerely appreciate your being so generous. I'm sure a bike will run fine with 155's because the numbers are not that far off from stock adn when the mixture screws are turned to adjust the idle it falls within the range of adjustibility. So it could be why no one checks these. I just wanted to make sure i did it right so i didn't have to waste any members time on common sense stuff. If you have #145 air jets please let me know how much and i would be interested. Thank you again for your help.

Well, got good news and bad news... (ain't that always the way?):

Good: One of my carb sets has 145's in it! (So far, in each of three sets of carbs there have been three different sizes - #1 has 155's, #2 has 150's, #3 has 145's and that's not considering my 4th set which is on the bike, but now I'm really curious as to what those are).

So, here's the bad news: I could only get two of the 145's out of the carbs. The worse news, after sitting in PB Blaster for 24 hours the slot on the other two jets just ground right off without the jets budging at all, so I think they're done.

If you're interested in the two jets and/or the carbs in general, PM me.

Sorry the news isn't better.

[GQROD]

Just the fact that you tried means a lot to me knowing that a fellow member would go through to that much trouble to help me out! I sincerely appreciate the effort.
I at least hope this question has raised some eyebrows and awareness of this jet in the possible cause of idle problems for this model which those of us seem to have in common and can hopefully cure it so we can all enjoy riding and not just repairing these great bikes.

PM sent.

[skreemer]

I've had good luck getting pilot jets and stuck air mix screws out with the Sears "easy out" kit and a steady hand on a reversible drill press... Not the best use of all the equipment but it's worked for me....

Kinda wish I woulda tried it first before I broke a set of carbs and seriously screwed the threads in another set.

[GQROD]

I've had good luck getting pilot jets and stuck air mix screws out with the Sears "easy out" kit and a steady hand on a reversible drill press... Not the best use of all the equipment but it's worked for me....

Kinda wish I woulda tried it first before I broke a set of carbs and seriously screwed the threads in another set.

I can agree with you on that skreemer believe me i know what a headache it is when even the drill bit or the extractor strip trying to get out frozen bolts and jets. I did strip two jets trying to remove them with just the drill, but a drill press does make it much easier to do this, which is why i recommended the bull dog brand on another thread but any brand that works is definetly worth mentioning on this site since we all go through this more than once in our projects, thanks for the advice on the sears brand.

[MelodicMetalGod]

RE: "Easy out" or "back out" tools for jet extraction.

I've got a back out set but I didn't want to use is on the jets b/c I assumed that the soft brass of the jets would be at risk of damage from the hardened steel of the back out bit. Wouldn't any damage to the interial of the jet effectively up-size the jet and effectively make it useless or at least un-sizeable?

[Suzuki_Don]

RE: "Easy out" or "back out" tools for jet extraction.

I've got a back out set but I didn't want to use is on the jets b/c I assumed that the soft brass of the jets would be at risk of damage from the hardened steel of the back out bit. Wouldn't any damage to the interial of the jet effectively up-size the jet and effectively make it useless or at least un-sizeable?

I think the people using this technique are just wanting to get the jet out and are not intending to reuse it.

[GQROD]

Yes you are right, there is no easy way to get a jet out adn still have it useable. This method is just to get the old jet out without runing the threads in order to put a new one in.

[GQROD]

Just wanted to update teh progress on the jets.
1- I found the old jets size #150

2- Bike runs VERY lean. Plugs show signs of blistering, insulator is pure white.

3-Does not start unless the throttle adjusment knob is turned all the way in ( for highest idle speed ) then it races too high adn needs to be turned down, however it will not hold an idle!

4-Chances are the size #145 is CRITICAL! or i wll have to go smaller to maybe #135 or even #130 Main Pilot Air Jet if it is still runs too lean.

5-Adjusting mixture screws had no effect on plug readings. Still lean!

6-Adjusting choke had little to no effect on idle speed.

7-Plugs are 9EA stock for this bike with the smallest gap allowed.

8-Hangs up when throttle is blipped so it is still lean. I will have to wait to get the jets and try all the above size ranges but it does seem this is the last and crucial step to a good idle since the plug readings are so dramaticly different from what i had encountered before.

9-Hope this helps our "splinter group" with the twin carb set-up.

10- Hi melodic i sent you a pm on those carbs.

[MelodicMetalGod]

Just wanted to update teh progress on the jets.
1- I found the old jets size #150

2- Bike runs VERY lean. Plugs show signs of blistering, insulator is pure white.

3-Does not start unless the throttle adjusment knob is turned all the way in ( for highest idle speed ) then it races too high adn needs to be turned down, however it will not hold an idle!

4-Chances are the size #145 is CRITICAL! or i wll have to go smaller to maybe #135 or even #130 Main Pilot Air Jet if it is still runs too lean.

5-Adjusting mixture screws had no effect on plug readings. Still lean!

6-Adjusting choke had little to no effect on idle speed.

7-Plugs are 9EA stock for this bike with the smallest gap allowed.

8-Hangs up when throttle is blipped so it is still lean. I will have to wait to get the jets and try all the above size ranges but it does seem this is the last and crucial step to a good idle since the plug readings are so dramaticly different from what i had encountered before.

9-Hope this helps our "splinter group" with the twin carb set-up.

10- Hi melodic i sent you a pm on those carbs.

FYI: Been short on time the last day or so. Will get pics of the carbs and pulled jets sometime today.

It makes perfect sense that adjustments to the pilot screws (mix screws) don't effect the lean condition as it sounds like that condition is not likely at idle. However, have you considered ajusting the main jet needles to open up the main circuit capacity? Also, have you ensured that you're air intake is sealed (no vacum leaks)? Just some thoughts that came to mind.

Taking a look at one of your other threads, it seems that you were originally experiencing a rich condition? Have you made changes that might have brought on the change?

[GQROD]

FYI: Been short on time the last day or so. Will get pics of the carbs and pulled jets sometime today.

It makes perfect sense that adjustments to the pilot screws (mix screws) don't effect the lean condition as it sounds like that condition is not likely at idle. However, have you considered ajusting the main jet needles to open up the main circuit capacity? Also, have you ensured that you're air intake is sealed (no vacum leaks)? Just some thoughts that came to mind.

Taking a look at one of your other threads, it seems that you were originally experiencing a rich condition? Have you made changes that might have brought on the change?

All great thoughts, since the plugs are so lean i thought of going to bigger pilots but i want to make sure i get the right size air jets in order to have a baseline for comparison.

I originally bought 1.0 mm air jets installed them and had a rich condition yes. That is how i knew they were the wrong jets.

1-Now that the plugs are NOT sooty i need to get it to idle in order to put the carb tune on it and see how each cylinder is burning at idle.

2-The only change i made from before was to install the #150 air jets that originally were in the carb, thankfully i see a major diference and can now proceed onto the next smallest air jets in increments of 2.5 in order to see if the mixture gets better. If not i will go one size higher on the pilots and read the plugs to see if there is a difference.

3-I double checked for leaks around the boots, airbox etc. and could not find a leak. O-rings are new oem from suzuki dealer.

4-I cannot adjust the needles to my knowledge since these do not have the multiple grooves on the needles of the earlier bikes, which means that these carbs are more dependant on the amount of air coming in from the air jets and the amount of fuel from the pilot jets to attain the proper idle mixture.

5- It's difficult since it will not idle long enough to do proper adjustments. Hopefully the new jets will alleviate this.

6-Thanks again for taking time to help me out and yes i am interested in the carbs, i'll take both first sets you mentioned in the pm.