Okay, heres my current layout...

I have:

HMF slip on
DG5
Dalton clutch kit
DynoJetkit

First off let me say I'm taking out the DynoJet mains and going back to OEM mains.

My new layout after all my parts get to my house will be:

HMF slip on
DG5 w/ 6* Key
Dalton kit
DynoJet needles w/ OEM mains
Custom ATV products FULL snorkel kit
Twin Power Flow kit

So as you can see by my list that I'll be adding some airflow w/ the snorkel and TwinAir kit.

HMF recommends 155F/165R w/ 2.5 Turns on the A/F for their Slip on pipe.

They are at 800 ft elevation... I generally ride between 800 ft -1,500 ft.

I think I am definitly going to go 2 3/4 turns on the A/F and run the DynoJet needles on about notch 5 from the top.

But my big question is how much to increase the main Jets.

I'm thinking either 160F/170R or 165F/170R

HMF recommended 165F/170R... but I'm not so sure...


What do you guys think????

 

You're going to take the Dynojet mains out? Why? Were you were running too rich with those jets? You can check the conversion chart below (which is a rough conversion) to see where you're at. After doing a lot of reading, I think Dynojet's recommended needle setting is too rich. My riding partner with another V-Force followed Dynojet's recommended needle setting. I stayed with the stock needle. His bike stumbles during intial throttle response. Mine snaps to life immediately.


Dynojet Keihin
122 135 Stock Front
124 138 Stock Rear
126 140
128 142
132 145
134 148
136 150
138 152
142 155
144 158
146 160
148 162

 

Bama, the bike runs strong with no stumbles from 1/4 throttle to WOT now right ? If so, leave the jetting as is and put in the degree key, Twin air and snorkle. The folks that make that snorkle claim that no re-jetting is required in most circumstances ?? Regardless, if your bike is running good now you'd be better off adding the aftermarket items and then re-jetting. It would be a safe bet that any stumble at any throttle position after modification will be due to being lean condition. If you start re-jetting now and then add the parts you won't know if a stumble is rich or lean. It's very hard to tell them apart.