Since im trying a 450 carb ive got a general jetting ?

If i jam the throttle rolling slighty and it bogs almost to stalling
what would be to rich main jet or needle.

If i roll the throttle on it runs great.

thanks for the help.

 

Do you think you are close? Check your plugs, and go from there. Dark/wet=rich, grey/white/dry=lean. I would also think you would wnat to play with the needle. Raise it(rich) all the way and test, then lower it(lean) all the way and see where that gets you. It may dial it in, if not you know which way your jetting needs to go.

 

addict..so, whats your thoughts on the 450R carb..better than stock?...Details!!

 

Ill tell you more when i get it dialed in.

 

I've not played with or tuned the 450 carb, but I do know its a pumper carb and the symptoms you describe are pretty much the same symptoms you get if a pumper is not set up correctly on the mikuni TM's. I do not know if the pumper on the 450 carb is adjustable or not.

I don't know anybody who has dynoed one of these carbs on the DS, so tuning recomendations are gonna be few and far between from anybody. with pumper carbs people often get confused between problems with needle settings, and pumper settings. to raise a needle when its the pumper that is lean, means to run rich when maintaining throttle, and bandaiding the real issue. on the flip side, to richen the pumper when the problem is really needle setting means to run lean while maintaining a throttle position.

I would work from top down with this unventured territory - tune the main jet first making full throttle runs across a field or something, pay no attention to throttle response on the low end, jsut get the main tuned for maximum top end power judged by seat of the pants. then try all needle positions until you find the one that gives the best throttle response feathering from 1/3 to 1/2, and 1/2 to 3/4, and 3/4 to full, while not paying any attention at all from idle to 1/4 just yet. now after setting needle is done and also feel good about main, tune idle mixture and pilot if need be. now you can see how response is off idle, and if still boggy when hitting throttle hard then its pumper play time, and not knowing if or how this carbs pumper is set up I have no real advise there but basically you want the squirt to start just off idle and continue to....well....not sure on this carb....

 

atvaddict,

Change thread title to '450r general jetting ?'
Then you could have one here and on Honda site maybe too. Honda has some high tech vendors/users that may help.
I figured you may be having problems since didn't hear from you.

Hightowers suggestions are the standard way to tune carbs, so search web for different ways to tune carbs (there are a few), but they will always be in the order Hightower cited.
Garage thread said to remove pumper, so review that thread as well. Bartlett racing is very smart guy.
Removing pumper was cited for a couple of reasons. That's ok though for me, and I think its a bitch getting dialed with it anyway. THAT may be your problem as indicated also by Hightowers expert opinion.

EGT and CHT gages are the ultimate way to tune initially and monitor while driving. Digatron meters sell on ebay once figure out which one want.
Once tuned correctely, adding dual dialajets will supply 20-30% atomized fuel throughout whole range, as another level of performance (and efficiency) later. But you have to get tuned right/smooth/constant first.

So where as Barltett racing thought 450r was the best solution for the price, I think it has a strong possibility of being the 'best' solution for many reasons, to me any way. Of course EGT/CHT gages, dialajet, and intake manifolds (for me) will more than double the price but it will be the difference between best for money and best total performance system (for street bike any way).

Take a deep breath, do your reasearch, and then do what your research indicates (with different methods providing clues on how to verify each stage).
And then tell me what you did, ha-ha. Seriously though, following Bartlett Racings thread should get you close, if not there already; and then step each stage down like Hightower said. You are a smart guy too, so you will get it soon I bet. Write everything down, because air/fuel/exhaust relationships get kind of funky to hold in head until you do it a few times.

 

http://www.nightrider.com/biketech/hd_cv_mods.htm

http://forums.atvconnection.com/mess...id=467164&high

http://www.aircooled.net/gnrlsite/re...es/jetting.htm

http://forums.atving.com/messageview...did/484475.cfm

http://www.eric-gorr.com/tech/carb1.html

http://forums.atving.com/messageview...did/484937.cfm

http://forums.atvconnection.com/mess...did/485577.cfm

http://www.4strokes.com/tech/honda/xr650lcarbmods/

http://72.14.207.104/search?q=cache:...&ct=clnk&cd=12

http://extremegarage.com/forums/show...5&page=3&pp=15

http://www.eric-gorr.com/techarticles/HONDAFMWEB.htm

http://72.14.207.104/search?q=cache:...&ct=clnk&cd=23

http://www.sledbc.com/Documents/Soyo...eldtesting.htm

http://www.factorypro.com/tech/carbt...m_engines.html

http://www.atvmx.com/MainForum/index...topic=723&st=0