Hello Steamer riders/mechanics,
I have 132 main jets. I can't find a size on the pilot jets-no stamps anywhere on them. Mods are k/n filter and aftermarket cans. Somebody school me on the size-Why so big? From what I've searched out on this forum, 40/105 is the magical combination. Thoughts?
Thanks all for replies,
Lynn
This makes for a good read
http://www.triumphrat.net/maintenance-tips-and-tricks-for-the-t3-classics/66638-proven-setups-for-hinckley-classics-carb-jets-pipes-airbox-cams-etc.html
Quote from: London_Phil on December 09, 2016, 10:40:42 PM
This makes for a good read
http://www.triumphrat.net/maintenance-tips-and-tricks-for-the-t3-classics/66638-proven-setups-for-hinckley-classics-carb-jets-pipes-airbox-cams-etc.html
Wow there are many combos.
Thanks Phil. My eyes are opened.
Gday mate. Glad to see you are playing around with your bike. As well as my 93 tiger, I have a fairly full-noise 92 Trophy. It has modified intake with K & N filter and Aussie-made Staintune mufflers. Sounds grouse, BTW!
However, my point is that it runs nice on 130 mains (sea-level). Therefore, I imagine 132 jets on a Tiger are worthy of investigation.
As you can see, there are a lot of knowledgeable people on this forum and a pile of excellent information to be had.
Lucky us!!
Quote from: Beernard on December 10, 2016, 11:52:51 AM
Gday mate. Glad to see you are playing around with your bike. As well as my 93 tiger, I have a fairly full-noise 92 Trophy. It has modified intake with K & N filter and Aussie-made Staintune mufflers. Sounds grouse, BTW!
However, my point is that it runs nice on 130 mains (sea-level). Therefore, I imagine 132 jets on a Tiger are worthy of investigation.
As you can see, there are a lot of knowledgeable people on this forum and a pile of excellent information to be had.
Lucky us!!
:wheel
132 is bigger than STD on the Daytona?My Steamer's fitted with 42.5/105. Runs nice. Been tempted to go 'up' on the mains? But will I burn more fuel,for more 'top end' ,which I don't really need? Or what other difference??
I've gained better performance on the road by going 'up' a tooth on the front sprocket :thumbsup
On my 95 Steamer, I used 130's on my K&N airbox with Mikuni's for 10 years before finding some Keihins in newer shape. They took 122.5's to do the same job. Over 90,000 km since the start of this project. All this to make easier maintenance. I can remove & re-install the whole airbox in under 3 minutes now. No seat, tank, fairing removals
Trial & error pointed out the smallest jet that works at full throttle higher rev's. Suggest playing with that to get best trade-off between performance & economy.
I originally had 53mpg UK gallon, with the new jetting I get 47 mpg, but a much larger top end with a minor drop in torque below 4000rpm. Still get 300~340 km before reserve. Not enough to be a problem.
I also did the Mustang "Sprocketectomy" to allow easier maintenance. I can now change between a 17 & 19 tooth sprocket in 15 minutes, depending on my riding style needs.
Quote from: fishnbiker on December 14, 2016, 08:04:33 AM
On my 95 Steamer, I used 130's on my K&N airbox with Mikuni's for 10 years before finding some Keihins in newer shape. They took 122.5's to do the same job. Over 90,000 km since the start of this project. All this to make easier maintenance. I can remove & re-install the whole airbox in under 3 minutes now. No seat, tank, fairing removals
That is the coolest airbox mod I've seen so far. Is it fastened to the tank? I'm thinking about pods, much to most evidence suggesting otherwise.
My Steamer has the Keihins. You indicted a process of trial and error to find the best combination. In my mind that means having a few main and pilot jets on hand to try. Correct? It is not obvious to me, so sorry if it is a dumb question. Which sizes should I try?
Quote from: bemusedinsojo on December 14, 2016, 06:35:04 PM
That is the coolest airbox mod I've seen so far. Is it fastened to the tank? I'm thinking about pods, much to most evidence suggesting otherwise.
My Steamer has the Keihins. You indicted a process of trial and error to find the best combination. In my mind that means having a few main and pilot jets on hand to try. Correct? It is not obvious to me, so sorry if it is a dumb question. Which sizes should I try?
You could join www.triumphrat.com
Lots of info on there as londonphil pointed out. Or Hinckley Triumph Owners Club on Facebook? Seen a lot of bikes fitted with pods on there?
I'm having pods fitted to my Steamer now. I should have it back in my hands tomorrow. The shop I used rebuilt the carbs, rejetted and dyno'd the old girl. I'll report back on how she is running with them.
:wheel
Quote from: KamikazeKunze on December 29, 2016, 06:45:00 PM
I'm having pods fitted to my Steamer now. I should have it back in my hands tomorrow. The shop I used rebuilt the carbs, rejetted and dyno'd the old girl. I'll report back on how she is running with them.
:wheel
:new_popcornsmiley
I suppose for the general edification of folks around here I'll obtain what main jets they used and what the HP/Torque figures are.
I'm about a mile in altitude (1609.34 Meters) here in Denver, so it should be interesting to see the results. :thumbsup
Quote from: KamikazeKunze on December 29, 2016, 06:56:52 PM
I suppose for the general edification of folks around here I'll obtain what main jets they used and what the HP/Torque figures are.
I'm about a mile in altitude (1609.34 Meters) here in Denver, so it should be interesting to see the results. :thumbsup
I am waiting like a kid a Christmas. Mains, pilots, sage burning, etc.
Quote from: bemusedinsojo on December 29, 2016, 07:04:21 PM
I am waiting like a kid a Christmas. Mains, pilots, sage burning, etc.
To tantalize a bit more......They are done with it but I can't pick it up until tomorrow morning with my work schedule.
They said for having 61K miles on it that it really runs now. I gained 6hp over what it was when I brought it in. :wings
I'll take a pic of the dyno chart and get the specifics on how they jetted it.
OK.....here are the results.
About 60hp (45kw) at the rear wheel and 48lbs (65nm) of torque at 5280ft (1610m) in elevation.
No change to pilot jets.
Apparently there was a jet kit in it already and (fuzzy memory) turned an adjuster from 3 to 4 clicks, I hope that makes sense.
They used 128 mains and installed foam pod filters.
Not sure if this is a tiger thing but it's really cold blooded. Once it's warm she runs, boy does she run.
Also they installed a YSS Rear shock and rebuilt the front forks with stiffer springs and thicker oil......AWESOME now!
Pics to come....apparently I need to resize them to post. :(
You might not like this post so I'd better explain :augie
I'm not posting this as a "Mine's bigger than yours", to piss you off or depress you in any way but more as a guide, becasue I want everyones Steamer to run like a raped ape, so bear with me.
The below was done on my 96 after a bit of a rebuild, mainly new inlet valves, timing chain etc. but is totally stock. When I got it there was a "Dynojet kit" installed (installed by a racing specilist I was informed :icon_rolleyes:) , it more or less wouldn't get out of bed until it saw over 3500 rpm but then it went and did a good impersonation of trying to suck the tank inside out in the process. The carbs and airbox were returned completely to stock with nothing more than a K&N intake filter and a set of low mileage stock cans. It had around 85k miles on the clock when this run was done. I've never run it in any mountains above 1000m and it's never felt lacking or reluctant even loaded up, I'm sure there will be some effect but just how much I'm not in a position to speculate.
If it's better than it was before, then it's progress and you're heading the right way :thumbsup and with the new suspension you'll be able to exploit what you have a lot more :wheel
Sin_Tiger,
Not at all offended. If anything, if mine doesn't perform like I want I can take this information to my shop and we can try again. I kept my stock air box and K&N, so if we head that way I'm not throwing more $$ out the window.
This old girl has had a rough life. She's been run hard and put away wet most if it. So now that she has someone to respect her she'll get taken care of better. :)
Thanks again for the input! :wheel
Quote from: KamikazeKunze on December 30, 2016, 09:31:23 PM
Sin_Tiger,
Not at all offended. If anything, if mine doesn't perform like I want I can take this information to my shop and we can try again. I kept my stock air box and K&N, so if we head that way I'm not throwing more $$ out the window.
Thanks again for the input! :wheel
This article explains a little bit of why the higher altitude affects performance:
http://www.cycleworld.com/2015/06/25/technical-update-effect-of-altitude-on-engine-performance-project-156-at-pikes-peak-hill-climb-race
Good Read!
Thanks Bemusedinsojo
I know that Denver is at 5200 feet but getting there from SLC will get up to over 12000 feet and altitude plays hell on carbed vehicles. That may be the why of lower horses. Not to spit in the face of those who have slaved to get their Steamer to run well. Just high altitude woes.
I hear ya, my son and his grandpa are usually riding in the hills between 9,000 and 11,000ft and I plan on joining them this summer.
The guys at my shop said I'm a little lean now but once up there I should be good. I'll definitely report back on how she does........or maybe I'll take a run at Pikes Peak as well. :5moped
Quote from: bemusedinsojo on December 14, 2016, 06:35:04 PM
That is the coolest airbox mod I've seen so far. Is it fastened to the tank? I'm thinking about pods, much to most evidence suggesting otherwise.
My Steamer has the Keihins. You indicted a process of trial and error to find the best combination. In my mind that means having a few main and pilot jets on hand to try. Correct? It is not obvious to me, so sorry if it is a dumb question. Which sizes should I try?
It is fastened via a bracket to the rearmost ignition Coil mount. I had to attach 2 more pegs to move the coils forward for clearance.
The Keihin jets were determined by trial & error. The method is to find the minimum size that allows full throttle at full revs. Anything larger is wasted fuel. Anything less strangles the engine at full load. All this depends on inlet & exhaust specs.
My airbox inflow surface area is about 20% larger than stock, passing more air/fuel mix. A free flowing muffler is also part of the equation. Mine is a GSXR titanium can behind a Girly 3 into 1 header (put on to lose 18lbs over the stock 3 into 2 boat anchors).
Without the benefit of a dyno test, trial & error is the method. It took me about 3 tries to get it right for my system.