Simmo737
Gold Level Site Supporter
That settles it. I'm getting a new one
I feel very responsible
Jetting Database - PLEASE ADD YOUR SETTINGS
- Thread starter MattR
- Start date
I feel very responsible
Jakobi
Super Moderator
My 2013 250 is pretty good on the fuel as well. Spooging with 40 N3CW#3 175 but haven't run out/hit reserve. Seems to do as well or better than my 2010 running similar jetting. Both heads setup by Dave! The newer cylinder definitely makes more power down low, but then again, the ports have been dropped, and on my 2010 I'm running a race ported cyl which has them raised, and this last rebuild I raised them a touch more for more top end. She goes.
Simmo737
Gold Level Site Supporter
Nope, but I was using a 42 and 178 with the yam needle though so that would account for the head work, I'm not sure what effect the shorty would have, I'd suspect more flow so richer settings so your leaner again, interesting.
Bike year & model = 2011 EC300E fitted with oval bored 36mm x 39mm PWK ASII carb and reed block spacer and fitted with modified head
(squish - 1.45mm, compression ratio - 12.7:1)
Temperature (degC) = 18 - 25 degC,
70% - 80% humidity
Elevation (feet) = 1000f, or 300m.
Main jet = 172
Pilot jet = 40
Needle & notch = NEDJ #2
Air screw setting = 2 turns out
Throttle valve/slide = 6.5 notched
Results:
Good torquey power lugs down quite well, it is still rich on the bottom as indicated by the air screw. It was loading up ever so slightly just off idle but cleared its throat quite well once on the taper and had great wheel lofting ability. I was a bit rich on the main but it still had good over rev and the humidity was high so don't know if I'll go down a step or not.
The fuel economy was ok just under 8l for 70k's. Nearly all of it single track at a decent 2nd/3rd gear pace.
http://youtu.be/kLdmTXuvMSo
(squish - 1.45mm, compression ratio - 12.7:1)
Temperature (degC) = 18 - 25 degC,
70% - 80% humidity
Elevation (feet) = 1000f, or 300m.
Main jet = 172
Pilot jet = 40
Needle & notch = NEDJ #2
Air screw setting = 2 turns out
Throttle valve/slide = 6.5 notched
Results:
Good torquey power lugs down quite well, it is still rich on the bottom as indicated by the air screw. It was loading up ever so slightly just off idle but cleared its throat quite well once on the taper and had great wheel lofting ability. I was a bit rich on the main but it still had good over rev and the humidity was high so don't know if I'll go down a step or not.
The fuel economy was ok just under 8l for 70k's. Nearly all of it single track at a decent 2nd/3rd gear pace.
http://youtu.be/kLdmTXuvMSo
Simmo737
Gold Level Site Supporter
Bike year & model = 2013 EC300R fitted with 38mm PWK ASII carb (with the new cylinder)
50 percent humidity
Elevation (feet) = 1000f, or 300m.
Main jet = 172 (previous 175)
Pilot jet = 40 (previous 38)
Needle & notch = NECJ3
Air screw setting = 2.5 turns out (previous 1.5)
Throttle valve/slide = 7
Results: Not as super crisp off idle as the 38pj but that's the only difference apart from running cooler, a 39 pj if they are around would be perfect, but this is good enough for me, head work would probably clean up the tiny blubber. It's a bit more torquey as well which you would expect. Less spooge I reckon from the smaller main than I started with, and it revs out to a mad top end now. Coming into winter in australia would have forced me back to a 40 anyways. Still starts so easy but I'm thinking going to motul transoil expert in the gearbox has also helped with that, starts in gear easy as now. This motor is a gem.
50 percent humidity
Elevation (feet) = 1000f, or 300m.
Main jet = 172 (previous 175)
Pilot jet = 40 (previous 38)
Needle & notch = NECJ3
Air screw setting = 2.5 turns out (previous 1.5)
Throttle valve/slide = 7
Results: Not as super crisp off idle as the 38pj but that's the only difference apart from running cooler, a 39 pj if they are around would be perfect, but this is good enough for me, head work would probably clean up the tiny blubber. It's a bit more torquey as well which you would expect. Less spooge I reckon from the smaller main than I started with, and it revs out to a mad top end now. Coming into winter in australia would have forced me back to a 40 anyways. Still starts so easy but I'm thinking going to motul transoil expert in the gearbox has also helped with that, starts in gear easy as now. This motor is a gem.
jetting
Bike year & model = 2013 EC300
Temperature (degF) =60
Elevation (feet) =sea level to 3000
Main jet = 180
Pilot jet =35
Needle & notch =N1EF 2nd from top
Air screw setting =2.5 out
Throttle valve/slide =7
Results:Runs nicely. My track quite tight, so mostly slow running and on the default settings (42/180 clip in middle) i'd foul a plug before i'd used a tank of gas.
-------------------------------------------------------------------------
Bike year & model = 2013 EC300
Temperature (degF) =60
Elevation (feet) =sea level to 3000
Main jet = 180
Pilot jet =35
Needle & notch =N1EF 2nd from top
Air screw setting =2.5 out
Throttle valve/slide =7
Results:Runs nicely. My track quite tight, so mostly slow running and on the default settings (42/180 clip in middle) i'd foul a plug before i'd used a tank of gas.
-------------------------------------------------------------------------
Bike year & model = 2014 EC300R E-start
Carb: 38mm PWK ASII carb and reed block spacer
Engine: Stock
Temperature (degC) = 18 - 25 degC,
35% - 50% humidity
Elevation (feet) = 1100f, or 350m.
Main jet = 178
Pilot jet = 42
Leak jet = 85
Needle & notch = N3CW #3
Air screw setting = 1.5 turns out
Throttle valve/slide = 7 non-notched
Results:
Great torquey power, can lug around a gear high without a problem, rolls on smoothly into a very strong mid and top end. Wheelie machine in 2nd and 3rd just rolling on and will easily bounce up in 4th.
I usually don't like the N3xx needles due to the explosive transition onto the pipe, but this setup is smooth as butter and very very predictable.
The ride was 90% twin trail/firetrail with lots of power sapping sand, some deep some not so deep. The bike had no trouble pulling onto the pipe and didn't feel lean at all.
Nitpicking - it was rich just off idle and at 1/8 throttle causing an annoying burble and some 4 stroking at low throttle openings. The idle is a bit lower then I'd like.
As today was pretty much all large throttle openings I reckon the burbling may get annoying in single when I'm using that low rev range a lot. We'll see.
Fuel economy was great - 7.5l used for 92ks = 8.2l per 100k's.
Carb: 38mm PWK ASII carb and reed block spacer
Engine: Stock
Temperature (degC) = 18 - 25 degC,
35% - 50% humidity
Elevation (feet) = 1100f, or 350m.
Main jet = 178
Pilot jet = 42
Leak jet = 85
Needle & notch = N3CW #3
Air screw setting = 1.5 turns out
Throttle valve/slide = 7 non-notched
Results:
Great torquey power, can lug around a gear high without a problem, rolls on smoothly into a very strong mid and top end. Wheelie machine in 2nd and 3rd just rolling on and will easily bounce up in 4th.
I usually don't like the N3xx needles due to the explosive transition onto the pipe, but this setup is smooth as butter and very very predictable.
The ride was 90% twin trail/firetrail with lots of power sapping sand, some deep some not so deep. The bike had no trouble pulling onto the pipe and didn't feel lean at all.
Nitpicking - it was rich just off idle and at 1/8 throttle causing an annoying burble and some 4 stroking at low throttle openings. The idle is a bit lower then I'd like.
As today was pretty much all large throttle openings I reckon the burbling may get annoying in single when I'm using that low rev range a lot. We'll see.
Fuel economy was great - 7.5l used for 92ks = 8.2l per 100k's.
Bike year & model = 2014 EC300R E-start
Carb: 38mm PWK ASII carb and reed block spacer
Engine: Stock
Temperature (degC) = 10 - 25 degC,
70% - 90% humidity
Elevation (feet) = 1100f, or 350m.
Main jet = 172
Pilot jet = 42
Leak jet = 85
Needle & notch = NEDW #2
Air screw setting = 1.5 turns out
Throttle valve/slide = 7 non-notched
Results:
Great idle with awesome torquey power, can lug around a gear high without a problem, rolls on smoothly into a very strong mid and top end. Wheelie machine in 2nd 3rd and 4th rolling on and will easily bounce up in 5th.
I covered 240k's in 2 days with this jetting, 50% twin trail, 50% single trail. Some of the biggest longest hills I have ever seen, they never seemed to end and they were slippery so I was forced to labour the motor in 3rd gear to get traction up them. When we were on a flat section it got treated like a race track and the engine was screaming like a banshee. The motor got worked hard this weekend
This jetting is bloody brilliant, it is so torquey off the bottom, then comes alive with a nice linear hit of power all the way to the end. There is still the slightest hint of a burble at 1/8 throttle but it seems to go away under load. By the end of the second day my filter must have been getting pretty dirty as the idle dropped low and the bike started stalling on slow downhill descents and the burble got worse. The fact I could notice that tells me this jetting is pretty darn close.
Fuel economy was good - 240k's - 19l used = 8l per 100k's.
Quick check of the porcelain on the spark plug and its a lovely caramel colour.
Carb: 38mm PWK ASII carb and reed block spacer
Engine: Stock
Temperature (degC) = 10 - 25 degC,
70% - 90% humidity
Elevation (feet) = 1100f, or 350m.
Main jet = 172
Pilot jet = 42
Leak jet = 85
Needle & notch = NEDW #2
Air screw setting = 1.5 turns out
Throttle valve/slide = 7 non-notched
Results:
Great idle with awesome torquey power, can lug around a gear high without a problem, rolls on smoothly into a very strong mid and top end. Wheelie machine in 2nd 3rd and 4th rolling on and will easily bounce up in 5th.
I covered 240k's in 2 days with this jetting, 50% twin trail, 50% single trail. Some of the biggest longest hills I have ever seen, they never seemed to end and they were slippery so I was forced to labour the motor in 3rd gear to get traction up them. When we were on a flat section it got treated like a race track and the engine was screaming like a banshee. The motor got worked hard this weekend
This jetting is bloody brilliant, it is so torquey off the bottom, then comes alive with a nice linear hit of power all the way to the end. There is still the slightest hint of a burble at 1/8 throttle but it seems to go away under load. By the end of the second day my filter must have been getting pretty dirty as the idle dropped low and the bike started stalling on slow downhill descents and the burble got worse. The fact I could notice that tells me this jetting is pretty darn close.
Fuel economy was good - 240k's - 19l used = 8l per 100k's.
Quick check of the porcelain on the spark plug and its a lovely caramel colour.
Last edited:
liv2day
Platinum Level Site Supporter
Bike year & model = 2011 EC200 Six Days
Temperature (degF) = 60-80 spring/summer
Elevation (feet) = 1000-4000 ft
Main jet = 175
Pilot jet =42
Needle & notch = NEDH #2
Air screw setting = 1.25 out
Throttle valve/slide = #6
NOTE Had RB Head mod done before any jetting tests.
Results: Just finished testing a couple needles and positions and settled with this combo; with the idle screw out and the a/s set at 1.25' she pulls perfectly off idle. Transition to 1/4 through 3/4 is outstanding...silky smooth and she pulls strong. Plug looks good, though I need a good ride before telling for sure.
One interesting item of note; this is my wife's 200 and it doesn't have any spooge whatsoever. Again, it'll be interesting to see what it looks like after a ride, but my 200 drools a storm.
Temperature (degF) = 60-80 spring/summer
Elevation (feet) = 1000-4000 ft
Main jet = 175
Pilot jet =42
Needle & notch = NEDH #2
Air screw setting = 1.25 out
Throttle valve/slide = #6
NOTE Had RB Head mod done before any jetting tests.
Results: Just finished testing a couple needles and positions and settled with this combo; with the idle screw out and the a/s set at 1.25' she pulls perfectly off idle. Transition to 1/4 through 3/4 is outstanding...silky smooth and she pulls strong. Plug looks good, though I need a good ride before telling for sure.
One interesting item of note; this is my wife's 200 and it doesn't have any spooge whatsoever. Again, it'll be interesting to see what it looks like after a ride, but my 200 drools a storm.
Flashlight
New member
Bike year & model = 2006 EC300
Temperature (degF) = 60-80 summer
Elevation (feet) = 2000-4000 ft
Main jet = 178
Pilot jet =42
Needle & notch = N3EG #2
Air screw setting = 1.5-1.75 out
Throttle valve/slide = unknown(appears to have been cut and the number was ground off)
NOTE RB Head mod done. 46:1 full synthetic, 94 octane pump gas. Turbine 2 core SA. Floats at 18mm.
Results:
Snap from off idle on up. No hesitation or loading up it just pulls! Tan colored plug with just a light ring of spooge around silencer. Starts and idles very nice.
Will bog with a 40 pilot and feels soft with a 175main. Loads up a bit if the clip is in the middle .
Temperature (degF) = 60-80 summer
Elevation (feet) = 2000-4000 ft
Main jet = 178
Pilot jet =42
Needle & notch = N3EG #2
Air screw setting = 1.5-1.75 out
Throttle valve/slide = unknown(appears to have been cut and the number was ground off)
NOTE RB Head mod done. 46:1 full synthetic, 94 octane pump gas. Turbine 2 core SA. Floats at 18mm.
Results:
Snap from off idle on up. No hesitation or loading up it just pulls! Tan colored plug with just a light ring of spooge around silencer. Starts and idles very nice.
Will bog with a 40 pilot and feels soft with a 175main. Loads up a bit if the clip is in the middle .
Bike year & model = 2011 ec200 sixdays
Temperature (degF) = 50-100 winter-summer
Elevation (feet) =100 - 1000
Main jet = 178 (175 summer)
Pilot jet =45
Needle & notch = N1ED #2
Air screw setting = 2,25 out
Throttle valve/slide = -
I bought my bike with these 2 main jets as a winter-summer configuration. It is always very rich and spooze come out of the FMF.
I feel some hesitation in the lower throttle setting.
I am aware of the "issue" everyone has with this exhaust pipe but what is your opinion in my jetting?
I see that the default conf. for the 2014 models are 175-N1EF 3#-42. I'm thinking in trying this for summer conf.
What is your opinion?
Temperature (degF) = 50-100 winter-summer
Elevation (feet) =100 - 1000
Main jet = 178 (175 summer)
Pilot jet =45
Needle & notch = N1ED #2
Air screw setting = 2,25 out
Throttle valve/slide = -
I bought my bike with these 2 main jets as a winter-summer configuration. It is always very rich and spooze come out of the FMF.
I feel some hesitation in the lower throttle setting.
I am aware of the "issue" everyone has with this exhaust pipe but what is your opinion in my jetting?
I see that the default conf. for the 2014 models are 175-N1EF 3#-42. I'm thinking in trying this for summer conf.
What is your opinion?
Bike year & model = 2014 EC300R E-start
Carb: 38mm PWK ASII carb and reed block spacer
Engine: Modified head running 1.2mm squish, 1 x .3mm base gasket. CR unknown but higher then stock.
Temperature (degC) = 10 - 18 degC,
70% humidity
Elevation (feet) = 1100f, or 350m.
Main jet = 172
Pilot jet = 42
Leak jet = 85
Needle & notch = NEDW #2
Air screw setting = 1.5 turns out
Throttle valve/slide = 7 non-notched
Results:
Has awesome torquey power, can lug around a gear high without a problem. It's rich off the bottom and this cause a very low idle/stalling down hills along with a super annoying burble at anything below 1/8 throttle. As soon as the needle was on the taper the jetting was spot on. Super responsive and crisp with that super smooth power delivery the Suzuki needles are known for.
I was slightly concerned that by lowering the jug (went from stock .5mm base basket to .3mm) I'd lose some top end. If I did I can't tell. If anything the mid range and top end is better and stronger then ever. The bottom is also very strong, just blubbery at the moment.
Interesting is that I didn't change a single thing for this new head, the jetting is identical to what I used on the previous ride with stock head and stock port timing. On that ride which was similar temps/elevation/humidity the bottom end was close to perfect and the mid and top were spot on too. Now whilst the mid and top are still spot on (and possibly stronger) the bottom is a blubbery mess. Could this be due to the modified head burning the fuel more efficiently so it now needs less in there? Dunno next ride I'll play with the air screw and maybe even drop the pilot size down one to see.
Fuel economy was ok - 7.7l used for 74k's = just over 10l / 100ks. Pre modified head with this jetting I was getting 8l/100ks.
Edit: Swapped the NEDW#2 for NECJ#3, left the pilot and main jet the same. AS is right on 1.5 where it seems to have the best off idle response. 1.75 turns is a nicer idle and not quite as blubbery but cracking the throttle from idle results in a lean hesitation and the idle hangs for a slight amount of time just before settling again. Again once on the needle taper and main jet fuelling felt perfect. Below 1/4 though and its still a blubbering mess, its better then it was with the W dia but still needs leaning off a tad. I'll try an NEDJ#2 to see if things improve but the rich burble seems to be present all the way from 0 to just before 1/4 throttle so I doubt a half clip leaner will do too much.
Fuel use = 4.7l for 45ks = 10l / 100ks.
Carb: 38mm PWK ASII carb and reed block spacer
Engine: Modified head running 1.2mm squish, 1 x .3mm base gasket. CR unknown but higher then stock.
Temperature (degC) = 10 - 18 degC,
70% humidity
Elevation (feet) = 1100f, or 350m.
Main jet = 172
Pilot jet = 42
Leak jet = 85
Needle & notch = NEDW #2
Air screw setting = 1.5 turns out
Throttle valve/slide = 7 non-notched
Results:
Has awesome torquey power, can lug around a gear high without a problem. It's rich off the bottom and this cause a very low idle/stalling down hills along with a super annoying burble at anything below 1/8 throttle. As soon as the needle was on the taper the jetting was spot on. Super responsive and crisp with that super smooth power delivery the Suzuki needles are known for.
I was slightly concerned that by lowering the jug (went from stock .5mm base basket to .3mm) I'd lose some top end. If I did I can't tell. If anything the mid range and top end is better and stronger then ever. The bottom is also very strong, just blubbery at the moment.
Interesting is that I didn't change a single thing for this new head, the jetting is identical to what I used on the previous ride with stock head and stock port timing. On that ride which was similar temps/elevation/humidity the bottom end was close to perfect and the mid and top were spot on too. Now whilst the mid and top are still spot on (and possibly stronger) the bottom is a blubbery mess. Could this be due to the modified head burning the fuel more efficiently so it now needs less in there? Dunno next ride I'll play with the air screw and maybe even drop the pilot size down one to see.
Fuel economy was ok - 7.7l used for 74k's = just over 10l / 100ks. Pre modified head with this jetting I was getting 8l/100ks.
Edit: Swapped the NEDW#2 for NECJ#3, left the pilot and main jet the same. AS is right on 1.5 where it seems to have the best off idle response. 1.75 turns is a nicer idle and not quite as blubbery but cracking the throttle from idle results in a lean hesitation and the idle hangs for a slight amount of time just before settling again. Again once on the needle taper and main jet fuelling felt perfect. Below 1/4 though and its still a blubbering mess, its better then it was with the W dia but still needs leaning off a tad. I'll try an NEDJ#2 to see if things improve but the rich burble seems to be present all the way from 0 to just before 1/4 throttle so I doubt a half clip leaner will do too much.
Fuel use = 4.7l for 45ks = 10l / 100ks.
Last edited:
Bike year & model = 2008 EC250
Carb: 38mm PWK ASI
Engine: Modified head running 1.0mm squish, 1.00mm base gasket. Head volume 22ml.
Ignition Time: 1,6mm.
Temperature (degC) = 5 - 38 degC,
80% humidity
Elevation (feet) = 0 a 100M
Main jet = 175
Pilot jet = 48
Leak jet = 85
Needle & notch = NECG #3
Air screw setting = 1.0 turns out
Throttle valve/slide = 7 non-notched
OBS: Gasoline with 95 octane, 25% anhydrous alcohol. (Brasil).
Results: Idling excellent, stable. No hesitation in any scheme of acceleration, torque much better configuration already tested.
Carb: 38mm PWK ASI
Engine: Modified head running 1.0mm squish, 1.00mm base gasket. Head volume 22ml.
Ignition Time: 1,6mm.
Temperature (degC) = 5 - 38 degC,
80% humidity
Elevation (feet) = 0 a 100M
Main jet = 175
Pilot jet = 48
Leak jet = 85
Needle & notch = NECG #3
Air screw setting = 1.0 turns out
Throttle valve/slide = 7 non-notched
OBS: Gasoline with 95 octane, 25% anhydrous alcohol. (Brasil).
Results: Idling excellent, stable. No hesitation in any scheme of acceleration, torque much better configuration already tested.
Bike year & model = 2014 EC300R E-start
Carb: 38mm PWK ASII carb and reed block spacer
Engine: Modified head running 1.2mm squish, 1 x .3mm base gasket. CR unknown but higher then stock.
Temperature (degC) = 2 - 4 degC / 37 deg F
80% humidity
Elevation (feet) = 3500f, or 1100m.
Main jet = 172
Pilot jet = 42
Leak jet = 85
Needle & notch = NECJ #2
Air screw setting = 1 and 5/8 turns out
Throttle valve/slide = 7 non-notched
Results:
The pilot/diameter is correct. 1/4 turn on the air screw either way makes a noticeable difference. Where the AS is set is perfect, it has a good idle and good off idle response.
Off idle it is a tad rich and will burble away until it starts coming onto the taper. Having said that its not too bad and adds torque which allows the bike to lug up hills. The one downside to this is it makes the off idle response a bit doughy and isn't as snappy as I'd like.
Transitioning onto the taper it gets a tad buzzy (sounds like an angry swarm of bees are loose inside the expansion chamber) but I don't think its a lean symptom, more the power valve starting to open and the exhaust getting louder. From here on in its all smiles. Crack the throttle from this position in 2,3,4 gears and the front wheel will loft, no clutch required. The power continues to build smoothly but powerfully all the way to the upper end of the revs.
The ride today was 65ks of good terrain, 40k's of it was single track, 50/50 tight/flowy. There were also some techy trails like sections and hill climbs.
Fuel use = 5.6l for 65ks = 8.6l / 100ks.
Edit: I went for a ride at sea level altitudes (300m) and normal temps (10 degC) and the transition onto the taper was pretty snappy and not at all smooth like the NExx needles are known for. This is due to it being rich off the bottom and then leaning out to a nice mixture as it comes on to the taper. Fuel consumption was also up, I used about 4l for 38ks = 10.5l / 100ks.
I changed the jetting back to what it was pre-head mod and dropped a pilot, so 40p, NEDW#2, 172m, as1.5 to. Today I went for a ride to a local area 300m asl, 55% humidity, 13 degC and did 38k's most of which was a nice little test loop about 5k long. Most of the riding was tight 1st, 2nd, 3rd gear single with a small amount of faster twin trail.
Again even though it is spot on on the idle and off idle response as soon as the throttle starts opening its rich right up until it comes onto the taper at which point its perfect. The transition from rich to lean was present again and whilst not as noticeable as the NECJ#2 was its enough to indicate I have a lot of room for improvement in cleaning up the bottom.
Fuel use was 4.3l / 38ks = 11.2l / 100ks.
Carb: 38mm PWK ASII carb and reed block spacer
Engine: Modified head running 1.2mm squish, 1 x .3mm base gasket. CR unknown but higher then stock.
Temperature (degC) = 2 - 4 degC / 37 deg F
80% humidity
Elevation (feet) = 3500f, or 1100m.
Main jet = 172
Pilot jet = 42
Leak jet = 85
Needle & notch = NECJ #2
Air screw setting = 1 and 5/8 turns out
Throttle valve/slide = 7 non-notched
Results:
The pilot/diameter is correct. 1/4 turn on the air screw either way makes a noticeable difference. Where the AS is set is perfect, it has a good idle and good off idle response.
Off idle it is a tad rich and will burble away until it starts coming onto the taper. Having said that its not too bad and adds torque which allows the bike to lug up hills. The one downside to this is it makes the off idle response a bit doughy and isn't as snappy as I'd like.
Transitioning onto the taper it gets a tad buzzy (sounds like an angry swarm of bees are loose inside the expansion chamber) but I don't think its a lean symptom, more the power valve starting to open and the exhaust getting louder. From here on in its all smiles. Crack the throttle from this position in 2,3,4 gears and the front wheel will loft, no clutch required. The power continues to build smoothly but powerfully all the way to the upper end of the revs.
The ride today was 65ks of good terrain, 40k's of it was single track, 50/50 tight/flowy. There were also some techy trails like sections and hill climbs.
Fuel use = 5.6l for 65ks = 8.6l / 100ks.
Edit: I went for a ride at sea level altitudes (300m) and normal temps (10 degC) and the transition onto the taper was pretty snappy and not at all smooth like the NExx needles are known for. This is due to it being rich off the bottom and then leaning out to a nice mixture as it comes on to the taper. Fuel consumption was also up, I used about 4l for 38ks = 10.5l / 100ks.
I changed the jetting back to what it was pre-head mod and dropped a pilot, so 40p, NEDW#2, 172m, as1.5 to. Today I went for a ride to a local area 300m asl, 55% humidity, 13 degC and did 38k's most of which was a nice little test loop about 5k long. Most of the riding was tight 1st, 2nd, 3rd gear single with a small amount of faster twin trail.
Again even though it is spot on on the idle and off idle response as soon as the throttle starts opening its rich right up until it comes onto the taper at which point its perfect. The transition from rich to lean was present again and whilst not as noticeable as the NECJ#2 was its enough to indicate I have a lot of room for improvement in cleaning up the bottom.
Fuel use was 4.3l / 38ks = 11.2l / 100ks.
Last edited:
Simmo737
Gold Level Site Supporter
Bike year & model = 2013 EC300R fitted with 38mm PWK ASII carb (with the new cylinder)
50 percent humidity
Elevation (feet) = 1000f, or 300m.
Main jet = 170 (previous 172)
Pilot jet = 38 (previous 40)
Needle & notch = NECJ clip 3
Air screw setting = 1.5 turns out (previous 2.5)
Throttle valve/slide = 7
Results:changed coolant, it was crap, went leaner on pilot and mj, changed to maxima 927 40:1 after much persuasion from shop owner.
Jetting is now super awesome, great everywhere and easy to start. Very happy.
Little to no spooge
50 percent humidity
Elevation (feet) = 1000f, or 300m.
Main jet = 170 (previous 172)
Pilot jet = 38 (previous 40)
Needle & notch = NECJ clip 3
Air screw setting = 1.5 turns out (previous 2.5)
Throttle valve/slide = 7
Results:changed coolant, it was crap, went leaner on pilot and mj, changed to maxima 927 40:1 after much persuasion from shop owner.
Jetting is now super awesome, great everywhere and easy to start. Very happy.
Little to no spooge
barossi73
Gold Level Site Supporter
Bike year & model = 2013 EC200 racing
Temperature (degC) = 0-15 winter 10-30summer
Elevation (feet) = 0-1200 ft
Main jet = 175
Pilot jet =40
Needle & notch = NOZH #2
Air screw setting = 1.75 out
Throttle valve/slide = #6
head is stock,squish?find out when i do top end(40hrs at present)1 base gasket.pwk38as2,vforce3 reeds,40:1 95octane belray h1r.settled on this after playing with nedh #2,3,4, same jets as above.may revisit nedh with larger pilot(as in liv2day post above) but this setting seems sweetest so far for mine.good idle,smooth ramp onto strong mid,good top.doesnt like constant throttle in one spot about where it gets on the pipe(a little surging)but accelerates cleanly thru so not much of an issue
Temperature (degC) = 0-15 winter 10-30summer
Elevation (feet) = 0-1200 ft
Main jet = 175
Pilot jet =40
Needle & notch = NOZH #2
Air screw setting = 1.75 out
Throttle valve/slide = #6
head is stock,squish?find out when i do top end(40hrs at present)1 base gasket.pwk38as2,vforce3 reeds,40:1 95octane belray h1r.settled on this after playing with nedh #2,3,4, same jets as above.may revisit nedh with larger pilot(as in liv2day post above) but this setting seems sweetest so far for mine.good idle,smooth ramp onto strong mid,good top.doesnt like constant throttle in one spot about where it gets on the pipe(a little surging)but accelerates cleanly thru so not much of an issue
Bike year & model = 2011 EC 300
Temperature = 90F+
Elevation (feet) = 0-100 ft
Main jet = 178
Pilot jet =40
Needle & notch = N3EG #3
Air screw setting = 1.5 out
Throttle valve/slide = stock
Stock head. V Force,Pwk II 38mm, Motul 710 40/1. Note: dealer had installed the ultra lean CHN needle which someone else posted was the needle used for emissions testing in Europe. Much more torquey off the bottom with just a little more hit in the mid and same top end rev out. On plug chop, good tan color.
Riding condition(engine load) deep sand.
Temperature = 90F+
Elevation (feet) = 0-100 ft
Main jet = 178
Pilot jet =40
Needle & notch = N3EG #3
Air screw setting = 1.5 out
Throttle valve/slide = stock
Stock head. V Force,Pwk II 38mm, Motul 710 40/1. Note: dealer had installed the ultra lean CHN needle which someone else posted was the needle used for emissions testing in Europe. Much more torquey off the bottom with just a little more hit in the mid and same top end rev out. On plug chop, good tan color.
Riding condition(engine load) deep sand.
Uk Sea level to 1500 ft
Stock rebuilt 04 300ec
PT Tuning Power jet
155 main
Nb 7 slide
CCK Needle
3rd clip
42 pilot
Air screw 2 turns out
(Boysten reed block & Carbon reeds)
(Flywheel weight 8oz )
Before the dyno a bit hit or miss power and pick up wise not great on fuel either there was also no snap when the throttle was opened quick. Now its totally different bike starts and idles 1st time. Now strong linier power right off idle all the way through till it tails off around 9000. No exhaust snot out the back the plug is a perfect colour even after hours of messing in the woods. Lights the rear tyre up on the road in the wet roll on in 4th and 5th
Graph is rear wheel power on a dyno jet
Stock rebuilt 04 300ec
PT Tuning Power jet
155 main
Nb 7 slide
CCK Needle
3rd clip
42 pilot
Air screw 2 turns out
(Boysten reed block & Carbon reeds)
(Flywheel weight 8oz )
Before the dyno a bit hit or miss power and pick up wise not great on fuel either there was also no snap when the throttle was opened quick. Now its totally different bike starts and idles 1st time. Now strong linier power right off idle all the way through till it tails off around 9000. No exhaust snot out the back the plug is a perfect colour even after hours of messing in the woods. Lights the rear tyre up on the road in the wet roll on in 4th and 5th
Graph is rear wheel power on a dyno jet
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