The 152 on the early bikes is from when they had better fuel with lead and without ethanol, and also fewer emissions laws. It's too rich for these days. Your bike is meant to have 135 on the lower cylinder and 140 on the upper. If everything else is in good condition, the standard factory jets and adjustments will be good, but you will get better performance with a slightly larger idle jet, either 65 or 68. You'll find that you get smoother running with a smaller jet but the weakness as you've described. The bigger idle jet will run richer and rougher and may pop now and then, but gives you stronger pull. But no matter what you do, the bike will make the plugs dirty, because of the modern fuel. The best way to deal with that is to mix in some high octane leaded fuel (e.g. LL100 aviation fuel). Then it'll run like in the 1970s. The alternative is to try an octane boost, Brook recommends Fuchs Silkolene Pro Boost Fuel Additive, but that isn't available everywhere. I hope Google can translate this properly into Japanese :)
That's right, I was thinking that the numbers in the manual were larger than they actually were. When I tried the 152 when I was riding with a conch muffler, I didn't think it was the best and went with the 145. I didn't think this was due to the difference in characteristics between leaded gasoline and unrelated gasoline. Most of my ride time I use the sylentium muffler, but I was worried that the plug was dirty, so I was squeezing the main jet. I've even squeezed pilot jets and tried 55 and 58. The decrease in torque was obvious, and there was no benefit to changing from 60. It is a new perspective that modern fuel contaminates the plug no matter what you do. Next time, I thought I'd give the Pilot Jet 65 a try to get a better feeling. It's really nice to get advice from an authority like you. Thank you.
Yes, that's exactly right... The best power is when it runs rich, and the plugs will always be dirty because of the fuel. This came from my tests and also talking to Brook at VeeTwo. Another related problem is riding where speeds are always 100kmh or less and mostly behind slow cars. The bike seldom gets to run freely with a high throttle. I have that issue here as well where I live. I'm running standard jets everywhere except for a 65 idle jet. I also went all the way down to 55 just for interest and had the same lack of power. I always check your videos because you go through the same steps that I went though with my bike and so I can share what I learned. I have a long playlist of AFR (Air Fuel Ratio) videos where I tested all of this, but it has a lot of talking and may be hard to understand. And now you've already learned the result anyway. Keep at it :) @@kazu900ss
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The 152 on the early bikes is from when they had better fuel with lead and without ethanol, and also fewer emissions laws. It's too rich for these days. Your bike is meant to have 135 on the lower cylinder and 140 on the upper. If everything else is in good condition, the standard factory jets and adjustments will be good, but you will get better performance with a slightly larger idle jet, either 65 or 68. You'll find that you get smoother running with a smaller jet but the weakness as you've described. The bigger idle jet will run richer and rougher and may pop now and then, but gives you stronger pull. But no matter what you do, the bike will make the plugs dirty, because of the modern fuel. The best way to deal with that is to mix in some high octane leaded fuel (e.g. LL100 aviation fuel). Then it'll run like in the 1970s. The alternative is to try an octane boost, Brook recommends Fuchs Silkolene Pro Boost Fuel Additive, but that isn't available everywhere. I hope Google can translate this properly into Japanese :)
That's right, I was thinking that the numbers in the manual were larger than they actually were. When I tried the 152 when I was riding with a conch muffler, I didn't think it was the best and went with the 145. I didn't think this was due to the difference in characteristics between leaded gasoline and unrelated gasoline. Most of my ride time I use the sylentium muffler, but I was worried that the plug was dirty, so I was squeezing the main jet. I've even squeezed pilot jets and tried 55 and 58. The decrease in torque was obvious, and there was no benefit to changing from 60. It is a new perspective that modern fuel contaminates the plug no matter what you do. Next time, I thought I'd give the Pilot Jet 65 a try to get a better feeling. It's really nice to get advice from an authority like you. Thank you.
Yes, that's exactly right... The best power is when it runs rich, and the plugs will always be dirty because of the fuel. This came from my tests and also talking to Brook at VeeTwo. Another related problem is riding where speeds are always 100kmh or less and mostly behind slow cars. The bike seldom gets to run freely with a high throttle. I have that issue here as well where I live.
I'm running standard jets everywhere except for a 65 idle jet. I also went all the way down to 55 just for interest and had the same lack of power. I always check your videos because you go through the same steps that I went though with my bike and so I can share what I learned.
I have a long playlist of AFR (Air Fuel Ratio) videos where I tested all of this, but it has a lot of talking and may be hard to understand. And now you've already learned the result anyway. Keep at it :) @@kazu900ss
くっそええタイトルや俺も乗ろ
どうもどうも(^_^;)
初期型のデザインが良かったね、も少しエッジ立ってました。
そうですね。当時、いろいろ探しましたが弄った改造車しかなく決定打に欠けるなぁと思っていたら、コレが出てきたのです。程度優先でしたね。
エンジン掛ける所じゃなくて走らないと駄目だね！😊😊写真変えたねクリスタルキングにのボーカルじゃん！😢
どうもどうも、クリスタルキング、調べちゃいましたよ(^_^;)
今日は寒かったっス。
Show full front and backsides of yourself in the Levi’s jeans and zipped up leather biker jacket
I agree. I want a good action camera.(´- `*)
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Still waiting on that video request ☹️☹️☹️