About time we had a thread dedicated to peoples actual setups they are running on thier cars, please use the below template to structure your entry

Please keep any discussions in this FAQ Thread regarding bike-carbs and leave this topic for setup details only, to remain factual from peoples first hand experiences.

[b]Engine:-[/b]
[b]Carbs:-[/b]
[b]Venturi Size:-[/b]
[b]Inlet Manifold Type:-[/b]
[b]Jets:-[/b]
[b]CO Reading:-[/b]
[b]HC Reading:-[/b]
[b]Timing:-[/b]
[b]MPG:-[/b]
[b]BHP Figure:- [/b]
[b]Fuelling Method:- [/b]
[b]Fuel Used:- [/b]
[b]Vac Advance Used:- [/b]
[b]Others:-[/b] (such as needle profiles, circlip position,spring length/rate)

Engine:- 1388cc DOHC 16v - 1998 - AFH

Carbs:- Honda CBR 600 FS/FT 1995

Venturi Size:- 36mm

Inlet Manifold Type:- Homebrew Mild Steel Manifold - Made by Phataz1 (on this very forum)

Jets:- 142x2 +144x2 as standard, now running 150 x 4 (bought from NRP in Manchester)

CO Reading:- 1.21%

HC Reading:- 1500

Timing:- Need to update with current timing when i get the gun on it

MPG:- Between 38-45

BHP Figure:- TBA - Not RR'd yet

Fuelling Method:- T-Piece method, Facet Solid State 3-5 PSI pump

Fuel Used:- V-Power 99 only

Vac Advance Used:- No

Others:- Failed MOT on HC Levels, will change to 145 jets and see how I get on

Edited 28 July, 201313 yr by harris.racing

Please keep any discussions in this FAQ thread regarding bike-carbs and leave this topic for setup details only, to remain factual from peoples first hand experiences.

But yes, the slider is the choke.

The jets you replace are in the float chamber. You just remove the silver metal cover to get to them, and they unscrew. Simply screw your new ones in and job done.

My setup:

Engine:- 1388cc DOHC 16v - 1998 - AFH

Carbs:- Honda CBR 600 FS/FT 1995

Venturi Size:- 36mm

Inlet Manifold Type:- homebrew mild steel - using cut down standard inlet for port matching

Jets:- 135 x2 / 138 x2 as standard. Now running 145 x 4

CO Reading:- n/a

HC Reading:- n/a

Timing:-

MPG:- approx 25 - 28mpg (240 miles to a 40l tank)

BHP Figure:- TBA

Fuelling Method:- Standard injection pump with t-piece method and return line to tank

Fuel Used:- Shell V-Power

Vac Advance Used:- No

Others:- MOT due in September. Will find out emissions then.

Edited 23 July, 201016 yr by tezmc

Engine:- High compression 1598cc hybrid 1.6 16v

(mainly AFH/BCB/AUD)

Carbs:-

Keihins from an '01 Honda CBR600F-X

Venturi Size:- 36.5mm

Inlet Manifold Type:-

Brass flanges & PVC vacuum tubing.

Jets:-

165 main,rest standard.

CO Reading:-

Cant remember.

HC Reading:- Cant remember.

Timing:-

Nfi

MPG:-

Cannot prove a figure

BHP Figure:- Not measured.

Fuelling Method:- Facet fast road pump on a return loop with T-piece carb join.

Fuel Used:- 99ron

when available,runs fine on 95.

Vac Advance Used:- Yes - all four carbs converted (one outlet,carbs daisy-chained).

Others:- Springs mildly shortened,cant remember how many coils but its about five.

(to be updated in course)

now

Engine:- 1388cc DOHC 16v - 1998 - AFH

Carbs:- Honda CBR 600 FS/FT 1995

Venturi Size:- 36mm

Inlet Manifold Type:- Homebrew Mild Steel Manifold - Made by Phataz1 (on this very forum)

Jets:- now 145 x 4 was 150 x 4 (bought from NRP in Manchester)

CO Reading:- now 1.41% was 1.21%

HC Reading:- now 1043 was 1500

Timing:- Need to update with current timing when i get the gun on it

MPG:- Between 38-45

BHP Figure:- TBA - Not RR'd yet

Fuelling Method:- T-Piece method, Facet Solid State 3-5 PSI pump

Fuel Used:- V-Power 99 only

Vac Advance Used:- No

Others:- Passed emissions with smaller jets but is overfuelling despite returning good economy. will check the timing tomorrow and probably fix the advance arm on the dizzy, see if that will make a difference, and burn some of that fuel its dumping in the exhaust. it i can get more than my 40mpg average, ill be rate impressed

Engine: 1.6 8v AEE high compression (11.5/1) portet head, complete powersprint group a exaust, 272deg cam

Carbs:- Honda CBR fireblade 900 1994

Venturi Size:- 38mm

Inlet Manifold Type:- homebrew rvs

Jets:-4x135 with closed air jets

CO Reading:- n/a

HC Reading:- n/a

Timing:-

MPG:-

BHP Figure:- 138bhp 173Nm

Fuelling Method:- kawasaki zx6r pump

Fuel Used:- ron 98 with 4 numbers octaan boost

Vac Advance Used:- No

Others:-

Edited 31 August, 201016 yr by sander_beer

Engine:-1.3 AAV

Carbs:- Kawasaki zzr1200 (keihin CVK)

Venturi Size:- 38

Inlet Manifold Type:- Machined adapter plate using Rubber inlets from bike, Carbs are spaced to match ports on thead

Jets:- 180x4 (there is a very good reason for this)

CO Reading:-

HC Reading:-

Timing:-8 degrees

MPG:- 30-50 (depending on my mood)

BHP Figure:- 93

Fuelling Method:- T-piece

Fuel Used:- Unicorn Piss

Vac Advance Used:- Yes - daisy chained, each carb has its own check valve

Others:- Setup on RR and double checked using a ColourTune system, Passed MOT emission with an unbelievably stupidly low emission reading (tester did 4 tests and checked the exhaust pipe was actually connected), pulls through the rev range, only needs a very quick pull of the choke at startup to run, currently have stock needles and springs in place, carbs came with Turbo needles and springs.

Edited 2 January, 201214 yr by Cymro

Engine:- 1.4 16v afh

Carbs:- honda cbr 600 fn

Venturi Size:- 36mm

Inlet Manifold Type:- home made steel with one vac port

Jets:- standard 135 x4 (ran like shit and really lean) now trying 150 x4

CO Reading:- high lol

HC Reading:- high

Timing:- standard

MPG:- 135 jets 30-35mpg 150 jets N/A

BHP Figure:- not RR yet

Fuelling Method:- Standard mk4 pump with T methord and fuel reg to 3psi

Fuel Used:- esso 98

Vac Advance Used:- None

Others:- (such as needle profiles, circlip position,spring length/rate)

i ran standard mk4 igniton system, just had no limeter

Engine:- 1999 1.4 16v AFH

Carbs:- CBR600

Venturi Size:-36mm?

Inlet Manifold Type:-homemade steel manifold made myself

Jets:-145 x 4

CO Reading:- below limit

HC Reading:- about 2000 (almost double)

Timing:- around 10 degrees now i think?

MPG:- about 30 mpg

BHP Figure:- not sure. dont think its running the full 125bhp

Fuelling Method:- facet 3-5psi pump using a t piece

Fuel Used:- shell 95

Vac Advance Used:- no

Others:- no trumpets/filters as i lost one. rev limiter set to 7500

Edited 23 April, 201214 yr by erixtar1992

Engine:- Hybrid 1.4 16v AFH / 1.6 16v Gti

Carbs:- Honda CBR600 F-X

Venturi Size:-

Inlet Manifold Type:- Custom Stainless Steel Manifold - Made by Phataz1 (on this forum)

Jets:- 140 x 4

CO Reading:-

HC Reading:-

Timing:-

MPG:- Not measured exactly but its around the same as my 6N 16v (1400 16v)

BHP Figure:- 156bhp

Fuelling Method:- Low pressure (3-5psi) Facet pump and regulator

Fuel Used:- V-Power

Vac Advance Used:- Yes - T-pieced off all 4 inlet pipes

Others:-

Fast Road Cams

Vernier Pulleys

4-2-1 Stainless manifold

Full 2 & 1/2" Exhaust

Mk3 Flywheel (lighter) & 8P Gearbox

Missing a lot of information I'm afraid, will update as and when I can

Just bumping this thread in the "new post section" to try and get some more replies, this setups from a car over a year ago and I'm tipsy so beer with me (ha)

Engine:- 1.3 3f GT

Carbs:- Gsxr 750cc

Venturi Size:- Unknown

Inlet Manifold Type:- aluminium Phataz1

Jets:- Standard of the bike

CO Reading:- ?

HC Reading:- ?

Timing:- Loads of advance

MPG:- LOW

BHP Figure:- A little above 75bhp (faster than without the bike carbs)

Fuelling Method:- GT pump / T-piece

Fuel Used:- Whatever petrol station I made it to

Vac Advance Used:- No

Others:- (such as needle profiles, circlip position,spring length/rate)

Running the standard GT ingnition with more advance, ran ok, but no where near max potential. Had some fun doing it on the cheap though, awsome noise.

How it sounded with a no cat and mid box.

Edited 19 March, 201214 yr by mattpolo5491

I don't have bike carbs, but 40 DHLA's instead...

Engine:- Raised compression 1598cc 1.6 8v (AEE), ported with 3 angle valve seats, *** deg. cam, ported/flowed standard cast exhaust manifold and downpipe

Carbs:- DHLA 40 (non-emission 4 progression holes)

Choke Size:- 30mm

Inlet Manifold Type:-

Dbilas Cast type (port flowed by myself) with injector holes plugged

Jets:- 122 main, 50/7850.1 idles, .7 emulsion, 180 airs, 33 pumps.

CO Reading:- about 4.8% @ max power

HC Reading:- Cant remember.

Timing:- 5 deg. static (21 deg. with vac), max 32 deg. (i think)

MPG:- 20-24 around town

BHP Figure:- 101 bhp @ wheels (That is around a 50% increase in power over a stock engine!)

Fuelling Method:- Pierburg electronic pump, malpassi regulator, fuel vapour separator with return line.

Fuel Used:- 95

Vac Advance Used:- Yes - all four carbs with slow return valve (carbs daisy-chained).

Others:- Distributor with centrifugal weights from 1.3MH engine, softer first and second stage springs (2nd stage spring stronger than 1st to flatten curve), 1st stage spring posts tweaked to improve off idle advance.

Footnote: Gearbox is quite short ratio, with 175/50/13 tyres giving 80 mph at 4500rpm.

Edited 20 November, 201213 yr by RedRoller

Engine:-1.3 HK mechanical head

Carbs:- CBR600

Venturi Size:-36mm

Inlet Manifold Type:- medium length custom made aluminium manifold

Jets:-135 x 4

CO Reading:- n/a

HC Reading:- n/a

Timing:- around 5 degrees

MPG:- about 35 MPG

BHP Figure:- i reckon 65BHP

Fuelling Method:- standard mechanical pump with regulator

Fuel Used:- 95

Vac Advance Used:- no

Others:- runs a tad too lean, needs more advance. also suffers badly from heatsoak. rev limiter set at 7000

Edited 28 August, 201214 yr by erixtar1992

Engine:- 1.3 NZ engine, gt cam, bike carbs, 4 branch

Carbs:- CBR600

Venturi Size:-36mm

Inlet Manifold Type:- very short custom made aluminium manifold

Jets:-drilled to somewhere around 150 at a guess

CO Reading:- n/a

HC Reading:- n/a

Timing:- 10 degrees

MPG:- about 35 MPG

BHP Figure:- estimated 85-90bhp?

Fuelling Method:- facet 3-5 psi electric fuel pump using the t-piece method

Fuel Used:- 95

Vac Advance Used:- no

Others:-[/] rev limiter set to 7000. Goes like stink.

Edited 17 September, 201213 yr by erixtar1992

Engine:- 1600 AFH (avy crank and rods, afh pistons, 12:1 CR) head ported to match inlet fannymould

Carbs:- Kawasaki ZX9R (keihin CVKs)

Venturi Size:- 40mm

Inlet Manifold Type:- mild steel home made, longest runners that would fit, 4 vac ports.

Jets:- 140 and 38 as standard, now drilled to ~155 and 50

CO Reading:- not tested yet

HC Reading:- Not tested

Timing:- errmm 8-10 btdc?

MPG:- was 45 ish with 140s, probably about 30 ATM

BHP Figure:- not tested yet

Fuelling Method:- corsa B fuel pump, carbs run off back pressure

Fuel Used:- 98ron whenever possible, will run on 95

Vac Advance Used:- yes, 4 ports daisy chained, soon to be a vac chamber

Others:- (such as needle profiles, circlip position,spring length/rate)

was set up and run in on standard jets, returned good MPG but you could tell it was too lean, ran hot, didnt pull evenly and hated cold starts. now the jets have been drilled out its starts on the button and pulls like a train but its waaay to rich xD needles are all the way down and the pilot screws are 1 1/2 way out and you can see the HCs being thrown out the back xD

next up is 145 mains and 45 pilots, should bring the needles closer to the middle and screws out to 2 turns. also its running a standard manifold and butchered downpipe that leaks like a sieve, so also on the cards is a 4 branch. then i'll get it on the dyno and tune it properly.

Engine:- 1.0L AAU, Gt Dual Valve Spring Head, GT Cam, Mk2 Ignition.

Carbs:- 400cc Mikuni

Venturi Size:- 34mm

Inlet Manifold Type:- Custom Mild Steel Manifold

Jets:- 120 main jets

CO Reading:- N/A

HC Reading:- N/A

Timing:- 7 degrees

MPG:- N/A

BHP Figure:- Not yet RR

Fuelling Method:- facet pump and In-line Regulator

Fuel Used:- 95

Vac Advance Used:- No

Others:-

Edited 26 August, 201313 yr by 94bruce

FOR MATTY

Engine:- 1.3L AAV, GT Head with double valve springs, 268*268* newman camshaft - 8P 085 Gearbox - Mk2 polo ignition set-up

Carbs:- 400cc Keihn - ZXR400

Venturi Size:- 33mm

Inlet Manifold Type:- Custom 20cm runner mild steel 1 peice manifold, vac take offs for VA

Jets:- 155 main jets

CO Reading:- N/A

HC Reading:- N/A

Timing:- 10 degrees base

MPG:- Not tested

BHP Figure:- 78BHP (way too lean above 3500RPM, this was with 130 mains)

Fuelling Method:- Standard Injection pump with T-Peice

Fuel Used:- 98

Vac Advance Used:- No

Others:-

Now running 40mm longer springs, originals were 90mm. Holds a steady 12.5-13 what AFR depending on weather.

155 Main jets, pilot screws at 0.75 turns.

Still needing a stronger spring to supply a bigger pre-load in the slides. Part throttle openings still fueling at around 14:1

Engine:- AFH 1.4 16v

Carbs:- CBR 600 (quite late ones)

Venturi Size:-

Inlet Manifold Type:- custom stainless (phataz special)

Jets:- 140's

CO Reading:-

HC Reading:-

Timing:- 7 degree iirc

MPG:- unknown but very good on a run, absolutely wank when hooning

BHP Figure:- 133 at the fly, 107 at the wheels

Fuelling Method:- Facet (in original place) and T-piece

Fuel Used:- standard stuff

Vac Advance Used:- Yes - with takeoffs from all 4 ports

Others:- (such as needle profiles, circlip position,spring length/rate)

Initial set up

Engine:- 1388cc DOHC 16v - 1999 - AFH

Carbs:- Honda CBR 600 FS/FT 1995

Venturi Size:- 36mm

Inlet Manifold Type:- DIY Mild Steel using laser cut flange and silicone hoses

Jets:- Standard 135/137 jets (1.35mm and 1.37mm)

Idle Screws:- 1 1/2 turns out

CO Reading:- No idea

HC Reading:- No idea

Timing:- Around 6/7 degrees, anything else it bogged down or starting pinking

MPG:-High 30's

BHP Figure:- Alot quicker than the old 1.3, but not 'fast'.

Fuelling Method:- T-Piece method, Facet Solid State 3-5 PSI pump

Fuel Used:- I avoid shit petrol, normally shell or Tesco standard pump fuel

Vac Advance Used:- No

Others:- The carbs ran a little rich on the old Pierburg 55bhp 1.3, just bolted them on the AFH. Ran well but didn't rev freely as it was running lean. Minimal soot on the exhaust and plug colour gave it away.

'Tweaked' set up

Same as above apart from:-

Jets:- Standards drilled to 150 (1.5mm) using my fancy pants work step drills.

The difference was immense. Pulled better as was a lot nearer what I expected the AFH to be. MPG has dropped to around 30 average, 35 on a run, sub 30 if I'm hooning.

The main 'pull' is from 3k rpm up to about 5.5/6k then it tails off.

I'm going to make a new shorter inlet manifold that will hopefully flow better and move the torque higher up to hopefully achieve better peak power.

I've got some 145 jets too to hopefully stop it over fuelling. Once that's about right I'll start tweaking ignition timing.

Edited 2 April, 201313 yr by ska_wars

Engine:- 1.6 8v (AEE)

Carbs:- CBR 600

Venturi Size:- Variable venturi, 37.5mm choke size IIRC

Inlet Manifold Type:- Home made Aluminium - bike joining rubbers step down the 37mm of carbs to the 34mm inlet tracts, which the head are blended to.

Jets:- 130 main winter, 125 summer (secondary air jet blanked - essentially soldered up emulsion tube) - 42s Pilot

CO Reading:-

HC Reading:-

Timing:- Mappable ignition, not yet finalised, but 12deg base, 32 top IIRC on the 100% throttle load sites.

MPG:- Not tried since mappable ignition - 35-40 driving steady, 25-30 playing

BHP Figure:- 115 @ 5800rpm, 115ftlb @ 4500rpm

Fuelling Method:- Motorcycle fuel pump, dragging through unpowered mk3 sender unit

Fuel Used:- Bp Ultimate/Shell V power/Tesco Momentum

Vac Advance Used:- Not applicable

Others:- (such as needle profiles, circlip position,spring length/rate) Standard needles, standard shim removed. 272 Cam, Full Exhaust

With Dizzy and Mappable ignition comparison (AFR is on mappable stuff) (Not actually been mapped yet)

Current Ignition Map (Load TPS% vs RPM)

Setup:

Home made mani + Base plate:

Video:

http://s963.photobucket.com/user/harrisrac...061881.mp4.html

Edited 18 August, 201313 yr by harris.racing

Engine:- 12.5:1 1393cc 8v ABD, Ported Polo G40 head, AAU Camshaft, Mk2 Ignition set-up, AHD Gearbox

Carbs:- Keihin CVK-D32 - Kawasaki ZXR400L 1994

Venturi Size:- Bore is 32mm, variable venturi

Inlet Manifold Type:- Custom Spun Aluminium manifold runners, portmatched to head and hoses.

Jets:- 1.40mm mains - Emulsion air feeds restricted to 0.2mm , 0.25mm Pilot jets with 8x side emulsion air feed holes opened from 0.8 to 0.9mm

CO Reading:- NA

HC Reading:- NA

Timing:- Base timing at 10deg

MPG:- Not tested since further changes made

BHP Figure:- Not tested

Fuelling Method:- Standard tank lift pump, with 8mm T peice. Original injection pump and accumulator removed, fuel lines re-routed through cabin.

Fuel Used:- 99

Vac Advance Used:- Nope

Others:-

Part throttle now at 14.7-16:1 after further changes to pilot jets, slide springs elongated to 10.5cm, from 9.5cm.

Wide open throttle between 12.4 and 12.8:1, will be opeing up emulsion main air feeds from 0.2mm to 0.4mm.

Pilot screws have changed from 0.5 turns out, to 3 turns out, this was after opening pilot side emulsion air feeds up to 0.9mm

Idle currently at 15:1-16:1 when at 80*C

Edited 2 May, 201313 yr by MaxGT

Engine:- 12.5:1 1393cc 8v ABD, Ported Polo G40 head, GT Camshaft, Mk2 Ignition set-up, AHD Gearbox

Carbs:- CB600 Honda Hornet

Venturi Size:- Bore is 36mm, variable venturi

Inlet Manifold Type:- Stainless runner style manifold

Jets:- 1.6mm mains, standard pilot jets, pilot screws at 4 turns, this will be changed to more like 2.5/3 turns

CO Reading:- NA

HC Reading:- NA

Timing:- Base timing at 4deg

MPG:- Not tested since further changes made

BHP Figure:- Not tested

Fuelling Method:- Standard tank lift pump, with 8mm T peice. Original injection pump and accumulator removed, fuel lines re-routed through cabin.

Fuel Used:- 99

Vac Advance Used:- Nope

Others:-

what now reading 13:0 , pulls much better top end with the bigger carburettors, though has lost its punchy bottom end with the shorter manifold/bigger carbs.

Idles at 13.5:1 , cruise it too rich with the pilot screws as far out as they are.

The engine will be receiving a 272/272 10.6mm newman camshaft this week, which will more than likely throw these AFR readings/settings out anyway. Also has a plenum to be fitted, though with its size and un-restricted inlet, it shouldn't have a massive effect on inlet air pressure against open trumpets.

Will update accordinly,

Peace!

Edited 27 August, 201313 yr by harris.racing
Changed "what" to WOT for you

On 20/03/2013 at 11:25, B-shaw said:

Engine:- AFH 1.4 16v

Carbs:- CBR 600 (quite late ones)

Venturi Size:-

Inlet Manifold Type:- custom stainless (phataz special)

Jets:- 140's

CO Reading:-

HC Reading:-

Timing:- 7 degree iirc

MPG:- unknown but very good on a run, absolutely wank when hooning

BHP Figure:- 133 at the fly, 107 at the wheels

Fuelling Method:- Facet (in original place) and T-piece

Fuel Used:- standard stuff

Vac Advance Used:- Yes - with takeoffs from all 4 ports

Others:- (such as needle profiles, circlip position,spring length/rate)

How many turns have you done on the carbs? 

What do you do with the vac from the carb where do you run the pipes too?? 

 

]Engine:-VW 1.8 8V
[b]Carbs:-Keihin CBR900RR
[b]Venturi Size:-38mm
[b]Inlet Manifold Type:-Homemade aluminum with suzuki ninja carb joints 
[b]Jets:-140´s mains, 50´pilots , 1/2 Turn out idle screw, maybe change it to 45´s and play with the idle screw
[b]CO Reading:-not tested
[b]HC Reading:-not tested
[b]Timing:-8°
[b]MPG:-~25
[b]BHP Figure:- not tested but you realy feels the power in comparison with the solex 34 pict 5
[b]Fuelling Method:- Stock mechanical pump with fuel restrictor (1mm dia.) to the carbs
[b]Fuel Used:- Any available
[b]Vac Advance Used:- Not connected, stock dyzzy with centrifugal advance
[b]Others:-Contrary to what i have heard on many forums about using 170´s and 180´s main jet for an 1.8 liter engine, my reccomendation is to use a small main jet at first and test it, using 170´s and 180's even 160´s results in an super rich AFR