[FLAME=ON]
I'll be nice to you...and not rip your head off. How about that?
Let us start with a major error.
you wrote:
..jeff fredette recommends a 155 to 160 main after new pipe install..
Let us now go to Fredette's website, where we find:
FRP wrote:After making this modification you may need to replace the stock jetting with a 45-48 PILOT JET and a 155-160 MAIN JET.
OK. Those words are said.
BUT WHAT DO THEY APPLY TO???
Just above those words we read:
FRP summore wrote:I would recommend that you SEND us your cylinder so we can work our magic on its ports. This modification will provide even greater performance throughout the power band with more revs at the top.
So...the jetting recommendation immediately follows the sentence about his porting work.
Let us put the two together, OK?
FRP again wrote:I would recommend that you SEND us your cylinder so we can work our magic on its ports. This modification will provide even greater performance throughout the power band with more revs at the top. After making this modification you may need to replace the stock jetting with a 45-48 PILOT JET and a 155-160 MAIN JET.
My apologies having missed the point that your cylinder has been ported.
Oh..wait! I didn't miss it at all 'cuz it's NOT THERE!
Let us further explore the vagaries and (some of the) errors stated.
What is the heading of what Fredette is writing about?
FRP yet again wrote:1995-2006 "H" Models:
NOW let us mouse on over to the Kawasaki website and look up, oh...say a 2000 KDX220.
Kawasaki wrote:KDX220-A7 (KDX220R) (2000)
Do they mean the 220 is NOT AN "H" MODEL??? It appears to be referred to as an "A" model. Could it be NOT the same as the 200? Ask yourself: "Self? WHEN did Kawasaki start making the 220? BEFORE the 200? Maybe the alpha designations do not match because the bikes have NOT been concurrently manufactured since inception?"
Just a thought.
You wrote:How do you explain this, The last yamaha blaster quad I jetted with airbox lid off and full fmf, I went from a 230 main to a 330 main...
I would not presume to explain the
number of jet..but considering your question to be of a general nature, the reason jet sizes commonly get bigger when restrictions in the intake airflow are decreased is because of a reduced
pressure differential.
Carburetors do not
suck fuel. Atmospheric pressure
PUSHES fuel from the fuel bowl (subject to atmospheric pressure) to the venturi of the carb, a region of
reduced pressure. Reduced restriction leads to a reduced pressure differential. A larger jet size will flow fuel 'easier', that 'easier' flow resolves the reduced signal (pressure differential change) at the jet block.
I may be wrong about a lot of things from time to time. Hell...I may be wrong about all this...but I don't care. There are MAJOR errors in assumption on your part that need fixin', the above are a few.
I wrote:That said...if you're happy with it...that makes two of us!
Sounds good to me.
[FLAME=OFF]
Oh...to answer your question in the first place (which I didn't. Apologies for that), I'm running DEK-4/150/40/TV7 in a modified 35mm PWK Air Striker.
...In an
"H6!"
Cheers!
KOOM-BAI-YA.....OOooommmmmmmmmmm...Serenity now. Serenity now...