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  #11  
Old 9th July 2018
argos587 argos587 is offline
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Sportster/Buell Model: XL 1200 (883 conversion)
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45 slow jet, 81 main jet
Slide has been drilled as per Kuryakin instructions
Stock slide and spring, slide needle is on the top adjustment slot
Emulsion tube is stock.
Will take a look at the carb tuning instructions you provided.
Also, I did completely disassemble the carb earlier for full inspection. No visible issues found (float, Needle and seat, bisible issues, etc) and cleaned all ports.
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  #12  
Old 9th July 2018
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What size did you drill the hole in the slide?

Where did that needle come from? The Keihin does not have notches...
Often, when the needle is changed, so is the Emulsion Tube - Are you sure it's a Keihin?
How many holes are in the Emulsion Tube?

Did you check the length of the Slide Spring? Is it 6" long?

Do you have an upgraded fuel tank with the vacuum operated petcock? I ask, because a leaking petcock will add fuel to the mix thru the vacuum port at the top rear of the carb... (1994 did not have one on the stock config)

Once mods are made to the carb, it's difficult to tell what is going to get it functioning correctly - There's a lot of experience with the STOCK CV40 carb, but making changes to it's operation (so called performance mods) often has unintended consequences... You then have to trial-and-error a lot of different settings to see what will or will not work...

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  #13  
Old 10th July 2018
argos587 argos587 is offline
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Took some research as the hypercharger and carb mods were done about about 18yrs ago.
Slide hole: 1/8 in
Needle and emulsion tube from Yost power tube kit (forgot about that). Tube has only two small holes near the jet base.
Slide spring 5 in
Petcock is not vacuum
Wonder if it’s the emulision tube? Believe I had the stock tube (about 10-12 holes) with the Yost needle before all this began.
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  #14  
Old 10th July 2018
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So -
The slide is not stock
The needle is not stock
The emulsion tube is not stock
And the spring is not stock

Quote:
Originally Posted by argos587 View Post
45 slow jet, 81 main jet
Do you know, FOR A FACT, that these are as listed, or are you guessing?
Are these Keihin jets? With the Keihin 'K' on them?

Every modification has consequences - most have unintended consequences - Many of your changes help in one area of carb functioning but cause issues in others...

If you carefully & thoroughly read and understand the SP section on the Idle Circuit & Transfer Ports, you can try to get these cobbled mods to work together at Idle and at Cruising (which is very close to idling)...

Good Luck...

If it were me, I would:

Replace the Ignition module with a Q-curve version (HD# 32465-95A, Q-curve, Limit 6250)
Replace the Slide (HD# 27585-88) (CVP Eqv,)
Replace the Emulsion tube (HD# 27101-88) (CVP Eqv,)
Replace the Needle Jet (HD# 27100-88 .114“ ID) (CVP Eqv,)
Replace the Needle with an N65C (N/A from HD) (CVP Part)
Replace the Diaphragm Spring (HD# 27162-89) (CVP Modded - Maybe)
Replace the Slow Jet with a known Keihin 45 (27170-89) (CVP Eqv.)
Replace the Main Jet with a known Keihin 175 (HD# 27090-89) (CVP Eqv.)
Spare Main Jet in case of 175 lean - Keihin 180 (HD# 27114-88) (CVP Eqv.)

Or find a stock CV40 carb that has not been molested (and buy the additional parts still needed)...


But you have to decide whether you want to keep trying to make what you have work...


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Last edited by IXL2Relax; 10th July 2018 at 08:29..
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  #15  
Old 10th July 2018
argos587 argos587 is offline
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These are actual parts, took apart the carb and verified before the last post.
Thanks for the advice.
I’m sure I’ll get it right eventually.
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  #16  
Old 10th July 2018
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Forgot to add the jets do not have a “k”.
The one thing that is interesting about this whole thing, is the carb configuration worked for 18yrs. Why now the change? Intersting and a bit frustrating.
Still have the stock emulsion tube and spring. May get a new slide and start over.
Really appreciate your input, have learned more than anticipated.
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Quote:
Originally Posted by argos587 View Post
The carb configuration worked for 18yrs. Why now the change? Intersting and a bit frustrating.
Understood - I have no theory about how replacing head gaskets would cause the issue... Perhaps your initial assumption of electrical issue is correct... (although the IMS should definitely function to set your Idle)

When you said 'the misfire' is better hot than cold - How Cold? Are you using the enrichener WHILE RIDING until the engine warms up? How hot does the engine have to get to make the 'misfire' better?

Coincidence of a bad IgMod just then? Shorting somewhere due to vibration? Plug wires shorting to cylinders? Bad Plugs? Decorative covers over plugs causing shorts?

Loose or broken wire in the harness or other wiring?

Did you take compression readings recently? Since replacing the head gaskets? The valve seals?

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Old 15th July 2018
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Finally, it is now working good and smooth in all areas. The true source of the misfir was not found, other than it was running rich. Found old carb parts. Installed original pilot jet, think this is a 40 as I can only read a “ 0 “, slide spring and needle but kept the 81 main jet. Plugs are clean after several miles. Will look into changing to 42 pilot jet and possibly CP emulssion tube and main jet. But donone at a time to limit any source of issues. There is a little less power than before, but it works. Will wait to make any changes later in the year, as now I just want to ride.
Since the engine is 883-1200 conversion with original 883 heads, the air flow is not as efficient as a full 1200. Will keep this in consideration until I get the 1200 valves.
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