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For Sale - Parts / Tires, exhaust, airbox, filter, desert tank
« on: May 23, 2016, 11:40:28 AM »
FMF exhaust and K&N still available
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I spoke with Eddie in detail about this in the past. This is what he told me. He typically like to set them where they are just barely compressing the spring. If he wanted a touch more bottom end, he will turn it up to about 5 turns in, but that's it. He said they typically tend to perform the best for all around balance power just compressing the spring a couple turns.
If the engine is running fine, I wouldn't replace the piston. The damage has already been done. As long as it was holding good compression, run it until it needs new rings. Then get the cylinder honed at your cylinder shop just enough to clean up the scuffing, and sand the piston slightly with a fine grit sand paper until smooth.
Also next time you get the cylinder bored, have them set the piston clearance to .003 or a tad over. My 310 cylinder with a forged piston didn't like anything less without getting the old 4 corner seizure marks.
Try the PV might be just what you are looking for...
ahhh! ok my bad. i misunderstood. sorry i dont know lol
hold the slide in one hand, crab the cap in the plam of your other hand and use those fingers to pull up on the spring. push the cable down in the slide and move it back. the cable will come out of its catch. once thats out of the way unscrew that catch and the needle will come out. it will be easy to understand once you have it in front of you
The reed petals may have some slight fatigue but is more likely they need the grit removed from the fulcrum point. The reeds are just a one way air valve and petals like yours will completely close the instant the crankcase mixture tries to flow backward. There is reversion in any intake tract and some wetness in the air box hose is normal.
The marks on your piston skirt is the result of an old "4 corner seizure". It is not normal ware. I see a lot of 4 corner seizures on the 310 big bores because the recommended piston clearance is too tight.
Carburetor theory says the needle jet is not suppose to flow fuel at closed throttle, but it will and can affect the pilot jet size and air screw setting especially on closed throttle deceleration.
If your pilot jet needs to be excessively small it may be the result of a worn needle jet or needle. This diameter may be too small and just needs the straight portion of the needle to have a larger diameter. Ware in these two areas is very common because the aftermarket Keihin carbs use bronze rubbing bronze and causes accelerated wear to the needle and needle jet. The OEMs that use Keihin carbs use dissimilar metals for the needle and needle jet. The OEMs use a bronze needle jet with a hard anodized aluminum needle and they last forever.