Twin cam base gasket leak Harley Engine Discuss Twin cam base gasket leak in the Harley Tech & Harley How-to forums; Hmmm I'm Not suggest you change the Timing,,, just check to be sure it's correct.. I just linked this for another member.. It might do you some good,, if not ...

[frisco-rigid]

Hmmm

I'm Not suggest you change the Timing,,, just check to be sure it's correct..


I just linked this for another member..
It might do you some good,, if not now, maybe later..
It's the last post on that thread..

Eating plugs

[weig0047]

good info in that link, the same procedure for the twin cam as the evo then?

I did get time time to pull the bowl and have a little look see in the carb tonight:
intermediate is a 295
float is set per spec, was within range

I'm thinking the knock was due to heat after running, I let her sit for a couple of hours and then went back at her. No knock. Also checked for intake leaks again, nothing there. I'll check the timing tomorrow after work, and fatten up the jets provided the mail man brings me what I need. I'll let you know how things play out.

[frisco-rigid]

Yes

As long as there is a timing mark it'll be the same..

A .295,,,, OK, try a .31, that's the next size up..
And a .76 main..
And test again..

Cool Daddio, it's coming together.. You're doing good..

[Gas Man]

Frisco... you suggest changing 2 jets at once? I have always advised against that unless on a dyno.

With a statement like this

Ok, did the plug test: @ 4500 rpm front plug tan on tip white at base of porcelain, rear plug white with very little tan speckling. @ 2500 bascially the same except it looks learner, the color is lighter and the rear plug has even more white. (accel pump was on, didn't even think to turn it off)

I would think that he definately needs to bump to the 31 int and leave the 74 main. Test and see how it runs. Leave the 74 cause he speaks of some tan coloring. The hi low speed testing is what I also use, but many times with the sloppy S&S carbs and the fact that most people don't use the top of the main jet. However, the test isn't full proof and that's why I suggest one jet at a time. Same reasoning why when troubleshooting a repair problem also suggest doing one possible repair at a time so you know exactly what works and what doesn't.

Personal preference I suppose. I'm sure a guy like Frisco can do both and know what's what, but for the general internet population I suggest against it.

\/ but like it says \/

[frisco-rigid]

At 4,500 Rpm's (about 100 mph in high-gear) he's about 2,000 Rpm's into the main jet in an E carb,,, (uh, "top" of the main enough for ya??) that is waaay well enough to know that the current Main jet is Too lean..
He's gotta get into the ball-park before he can start the "finish" jetting which is recommend 1 jet 1 size at a time..

These carbs, as well as all carbs that I know of, build on each jet as you transition from Jet circuit to Jet circuit..
Sooo..
It's very poss that just increasing the Inter will fatten the main a wee bit, but, in this case I don't think enough..
Like I sugg,, let's get into the A/F ball-park then fine tune..

[weig0047]

Popped in the 31 int. and 76 main. The difference is noticeable. With the accelerator pump completely off I had the best throttle response I've ever had. I only got a couple quick passes of testing in(no chance to read plugs), but she sure felt good. One of my chief complaints has always been that the motor was sluggish below 3000. I won't say that she pulls real hard there now, but it is a step in the right direction. Deccel popping is significantly decreased but not completely gone. (I always assumed it was due to unburnt fuel in the exhaust, a rich condition, but i guess not)

I didn't get a chance to crack open the primary and look for timing marks, but I will due that soon. I'm due to change the primary oil in about 500 mi, which is a relatively short time for me, so I think I'll hold out just a little bit longer. To my knowledge the fathead timing is read off of the crank position sensor which is inside of the cases anyway so it would be simply a verification correct?

As far as fine tuning is concerned its a trial and error program? Read the plugs, see how it feels, change the jets do it again? Thanks for all of the help frisco, I think I'm gettin there now.

[frisco-rigid]

Hey

Yes there's alota Trial & error but with experience the Trials get less Errors & more Solutions..
Since there are only 2 jets, the fine tuning gets pretty simple..
I won't be surprised if you end up with those very jets..!
And consider keeping the Idle A/F screw a wee rich,, might help with that Popping.. Out for Rich,,,, In for Lean..

Adjust the pump in at leat a wee bit After you do the plug tests..
The E needs a wee pump shot cuz of that big Venturi..
That could also be part of the under 3K "sluggishness".. However you gotta be in the right gear to go off quick under 3K with Any carb..

Hmmm, a crank sensor huh..
I forgot about the crank sensor and My meth of checking or changing the timing..
Bolo on Ace & Wright & Shovel to double check on that..

Very happy to hear that it's running better..
You're doing great..!


Farrah Fawcett went to heaven and God asked her if there was anything he could do for her…

She said “make all the children safe”…shortly after, Michael Jackson died…

[weig0047]

What's the difference between Michael Jackson and a shopping bag?
One's made of plastic and dangerous to children.

Ok, first off do I need to be using new plugs when checking jets? I ask because I only saw very slight differences in color when testing today.

Plugs where a hair darker, but still same 1/2 plug light tan in front cylinder and tan speckling on rear. This was across three checks both at low (2300 and below) and high (ranging from 4000 to 4600).

The good news...
I have never had it pull clean to 100 in 4th gear. So there is definitely more power being made.

One other quick question. I can't seem to get her above 46-4700 in top gear. in gears 1-4 she'll pull right up to 5500 or there abouts, but in 5th she doesn't seem to want to do it. had her to the nuts for about 2 miles and she just wasn't climbing anymore is this normal?

107 to 109 seems to be top end, that's better than what she would do with the learner jets (round 100). I'm pretty satisfied with these numbers as there is no practical reason to run up that high anyway, but I wonder if they are what I should be getting?

just read through again, one other thing worth noting: I did all of these tests with the bags half loaded (maybe 15-20lbs). I know this is gonna take a little off the top end, but I figure it should be tested under normal operating loads?

[frisco-rigid]

Hey 0047

Some folk say you should use new plugs..
I say Naw..
I've always gotten good readings that were consistant with my changes using whatever plugs are in there at the time..

This might address 2 questions..
Looks like it's time to be a wee more picky with the Fine tune..
I would now try a 78.. Leave the 31 for now..
It sounds like poss you're running outa gas & "gear"..

In-other-words-- it appears that it might/could use a wee more fuel, according to the plugs..
And,, while in 4th there was still some "gear" to pull up to 5500--- but in the 1 - 1 final drive there isn't enough umphff, sooo, a wee more fuel to fatten the mix might/could be the answer..

Now, bear with me ok..
This is how I'd like you to do the test..
Find that road you're Living Big on..
Roll Steady at 4000 +- No flucuation,, for at least 10 minutes..
Dis-engage clutch and Shut-down motor at the Same instant..
Now coast- only coast- to a stop and check em..
Maybe that's how you been doing it,, just makin sure we're on the same page..
After reading, try your Full On again and see if it goes faster..
And leave the low-spd test till later..

Man,, I bet you'd love a Super B or a 45 Mik..

[weig0047]

Frisco,

I don't have that 78 on hand yet, and i'm headed out for a long weekend to see some friends and family. I'll let you know the results of the next set of tests and jet changes on the backside of the 4th. Happy Independence Day