I didn’t listen! Need help now.
Dec 17, 2018 21:14:55 GMT -5
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190mech and harleyracer59 like this
Post by repherence2 on Dec 17, 2018 21:14:55 GMT -5
Changed all kind parts all at once...? I did the same thing you did when I was a scoot newb. Massive headaches.
In my experience, backfires out of the exhaust was related to an air leak between the head and the bore or a leak between the bore and exhaust at the flange.
Oil and fuel spitting out of the carb mouth, it happens. However, if it is excessive, you might want to check your reed vavle and make sure the reeds are shutting properly.
As far as throttling up the engine...many variables there. For one thing, unless you are good at carb tuning, install the stock air box and filter. It will make tuning easier. When you get better at carbs, then you can switch over to pod filters.
To get it All in tune, you gotta figure out the RPM sweet spot for your bore and pipe combination. If you put a bore and pipe on that have higher RPM power bands than stock, you gotta play around with jets, rollers, and clutch springs. If your motor is designed to rev higher than stock, most likely you have to go lighter on the rollers to get the revs into that higher RPM band where the bore/pipe makes its power. If the weights are too heavy, the variator starts to shift before the motor gets to its power band and it will feel like it is lacking.
You also have to stall the clutch so that it engages at a higher RPM, an RPM level right before the bore/pipe starts to build power. If not, the power falls flat. The clutch will engage at an RPM where the motor is not making much power and it will feel like the scoot is struggling to get moving. Such a condition will make you think that the carb is out of tune, then it becomes an endless struggle.
Carb tuning: you need jet kits. Pilot jets and main jets. And get yourself a Cylinder Head Temp gage before you end up soft seizing your new set up. I know the CP carbs are pretty efficient on fuel (the main jets I used for my CP 24 was smaller than the ones I use on my 28 OKO). Read up on carb tuning and familiarize yourself with needle clip position and airscrew adjustment.
You gotta get the carb in decent state of tune first. Then you can move on to clutch engagement RPM. If the clutch engages too soon, the scoot will lug. Then after that, you can fiddle with roller weights.
In my experience, backfires out of the exhaust was related to an air leak between the head and the bore or a leak between the bore and exhaust at the flange.
Oil and fuel spitting out of the carb mouth, it happens. However, if it is excessive, you might want to check your reed vavle and make sure the reeds are shutting properly.
As far as throttling up the engine...many variables there. For one thing, unless you are good at carb tuning, install the stock air box and filter. It will make tuning easier. When you get better at carbs, then you can switch over to pod filters.
To get it All in tune, you gotta figure out the RPM sweet spot for your bore and pipe combination. If you put a bore and pipe on that have higher RPM power bands than stock, you gotta play around with jets, rollers, and clutch springs. If your motor is designed to rev higher than stock, most likely you have to go lighter on the rollers to get the revs into that higher RPM band where the bore/pipe makes its power. If the weights are too heavy, the variator starts to shift before the motor gets to its power band and it will feel like it is lacking.
You also have to stall the clutch so that it engages at a higher RPM, an RPM level right before the bore/pipe starts to build power. If not, the power falls flat. The clutch will engage at an RPM where the motor is not making much power and it will feel like the scoot is struggling to get moving. Such a condition will make you think that the carb is out of tune, then it becomes an endless struggle.
Carb tuning: you need jet kits. Pilot jets and main jets. And get yourself a Cylinder Head Temp gage before you end up soft seizing your new set up. I know the CP carbs are pretty efficient on fuel (the main jets I used for my CP 24 was smaller than the ones I use on my 28 OKO). Read up on carb tuning and familiarize yourself with needle clip position and airscrew adjustment.
You gotta get the carb in decent state of tune first. Then you can move on to clutch engagement RPM. If the clutch engages too soon, the scoot will lug. Then after that, you can fiddle with roller weights.