General Carb Question

[2004BC]

One last thing John. If I can't straighten this E out do you have one of your modded G's that you would sell me? I just have a feeling the E never worked right for Bruce and will probably be a pain for me even if I get the jetting close. Thanks!

 

[john sachs]

YOU have a great memory!!! That's the guy I bought it from! I got it with the E. It also had about .100" shims on the clutch pressure plate to try and hold the power. Lever was Jack Armstrong hard to pull. Dropped it to .060", much better, but slips and lets loose at redline. Time to change the clutch plates I guess! I took the RB off and put these drag pipes on. It also had metal struts (hardtail) and I put the shocks back in to return it to a softail.
124" engine. That explains why I almost flew off the back of it when I hammered it the first time!!! Thanks! I'll let you know how I make out this weekend.

The RB WILL make more power than the straight pipes. Are you sure about the carb? Check the left side of the carb where the E or G letter is. I might have milled the letter off, or measure the venture bore to verify it's an "E". He may have sold or traded the carb. That bike made BIG power.
John

 

[2004BC]

Update: Yes I am slow but I have done a total of 14 main and Int jet changes to finally dial this in. Also, I need glasses. It was a Super G from John all along! Final is a 28 Int jet, 74 main jet, 100 T jet, and pretty sure 60 air jet. Very finicky relationship adjusting Int jet and accel pump. This engine ended up liking more accel pump and less Air fuel screw adjustment. But, the bottom line is this engines acceleration is instant and tight. Throttle cracks are instantaneous. Now that it is breathing right with the short pipes Johns build sounds like a funny car on nitro. I'm deaf but happy. Rebuild is complete. Here are a few pics.

 

[john sachs]

Update: Yes I am slow but I have done a total of 14 main and Int jet changes to finally dial this in. Also, I need glasses. It was a Super G from John all along! Final is a 28 Int jet, 74 main jet, 100 T jet, and pretty sure 60 air jet. Very finicky relationship adjusting Int jet and accel pump. This engine ended up liking more accel pump and less Air fuel screw adjustment. But, the bottom line is this engines acceleration is instant and tight. Throttle cracks are instantaneous. Now that it is breathing right with the short pipes Johns build sounds like a funny car on nitro. I'm deaf but happy. Rebuild is complete. Here are a few pics. View attachment 71155View attachment 71156View attachment 71157

IMO, if your Carb set up likes the 28 int. jet, those pipes must be KILLING the power output.
John

 

[2004BC]

No doubt! Agreed, leaning the carb down to a 28 AND turned in A/F screw is not ideal. Also the pipes that came with it, the 2 into 1 RB's? were ideal for back pressure and flow. Tuned beats drag pipes any day. But, my priority is looks over maximum performance. That's why my 2000 C5 has rear mount turbos not exhaust manifold mounting and my worked shovelhead chopper has upswept fishtails with the baffles cut out. Engine is big bore, 10:1 Wisco pistons, Sifton cam, Dudley lifters, dual pluged and Branch flowed heads, but SU carb. Looks sounds cool but definitely leaving HP on the table. I accept my self inflicted shortcomings but appreciate the workmanship/craftmanship of a well built engine!!! Thanks!