removing the stock airbox '83 (shadow)

[J6G1Z]

The stock main jets were a #112 & #120.

The replacement jets are part of a DynoJet kit that uses their own unique jet identification numbers. The kit comes with 2 sets of jets, #118 & #122. These sizes do not correspond with Keihin or Mikuni sizing. The new jets are numbered as #124 & #126. Now I just need to get off my backside & replace the jets.

J.

[scottly]

I kind of suspect the Dynojet kit assumes the stock air box with the snorkel is used, much the same as the 145 main commonly suggested for the FT?

[J6G1Z]

I kind of suspect the Dynojet kit assumes the stock air box with the snorkel is used, much the same as the 145 main commonly suggested for the FT?

You are 100% correct. I talked to the DynoJet tech a couple of times. My original airbox had a few cracks in it (dried out) so I removed it & tried the UNI filter on the end of the intake plenum. That amount of air overwhelms the carbs/engine. The DynoJet tech told me the kit is built around the OEM airbox & that there was no extra power to be had by removing the box. I don't know if I agree, but they are the ones with the dyno, not me.

My first VT Ascot had about the same mods done to it, but it had a MAC dual exhaust vs. the dual Super-Trapp exhaust that is on this bike. The first bike ran with the OEM jetting (although lean) with the after-market exhaust & a gutted airbox with the snorkle removed & a velocity stack installed. The new bike has a bigger one piece '85-'86 Shadow filter installed. I just received the larger jets the other day & hope to have the time to install them today or tomorrow. Hopefully this will straighten everything out.

J.

[J6G1Z]

Well, I installed the new larger jets. I chose the DynoJet's #124 main jet & went through the process of accessing the carb's float bowls. All pretty straight forward. About the only really difficult part is re-installing the common intake plenum. Trying to twist it into the frame opening, then lining up the end with the airbox & the two carb boots can be frustrating. After re-assembly, the bike fired right up. I let it warm up & revved it out a couple of times. The carbs seem to be responding correctly (Finally) & the bike appears to be running great. I did not have a chance to road test it yet. Hopefully that will be resolved later on today. I will follow up on this post as soon as I have some news.

J.

[J6G1Z]

Guess what? Still not enough fuel at the top end!

I knew I should have just gone with the larger jets to begin with. Oh well... I'm getting to be pretty quick at removing everything to gain access to the carbs.

J.

[J6G1Z]

New larger jets are installed & they are still not enough fuel. I'm getting tired of this drill. Some larger jets are on the way.

A new member joined today that has also experimented with the exhaust, airbox & jetting. He mentioned in his post that two #125 main jets are what is needed.

Do jets come with odd I.D. numbers? I thought they all ended in even numbers.

J.

[scottly]

After a while on the FT, I started drilling the stock 140 main jet; it was faster than driving to the dealer and back, and I knew it would never be used again anyway, so no loss if I messed it up. As far as jet sizes, I think the Keihin jets alternate between 2 and 3 numbers per size, up to a certain point, then jump to 5 or 10 per size.
Are the VT jets interchangeable with FT jets?

[J6G1Z]

...Are the VT jets interchangeable with FT jets?

Don't know. I would tend to think so, as they both use Keihin carbs.

The DynoJet main jets are a bit taller than the Keihin jets & use a longer needle.

Where does one find accurate drill bits that are suitable for drilling jets?

Thanks
J.

[Dibingo]

VT500FT

Oups sorry ! I had not seen how was called your version in US.
I was thinking about the FT500.




I see that you have a difficulty finding the good jets, in France I use this : http://www.3as-racing.com/A-35000-gicleur-principal-keihin-kec.aspx#.U9UiAPkYyVI

[scottly]

...Are the VT jets interchangeable with FT jets?

Don't know. I would tend to think so, as they both use Keihin carbs.

The DynoJet main jets are a bit taller than the Keihin jets & use a longer needle.

Where does one find accurate drill bits that are suitable for drilling jets?

Thanks
J.

Here is a source for metric bits in .05mm increments:
http://www.biscotoolsupply.com/metric-drill-bits-mm-drill-bits
The pilot jets I got from my local dealer were longer than the stock FT part, and had no markings other than the size. The mains were stamped AB and the size on the end.
BTW, what have you been paying for jets? My dealer charged me $4.95 plus tax for a main, and $7.64 plus tax for a pilot.

[scottly]

VT500FT

Oups sorry ! I had not seen how was called your version in US.
I was thinking about the FT500.

Yes, that is the FT I was referring to. The only similarity to the VT is the rubber snorkel on the airbox. Removing it allows the motor to ingest more air, and fuel needs to be added with larger main jets. 

[Dibingo]

Jets like I know :

REF : KEC


REF : KEP


To drill jets, I think that slightly too random.

The only similarity to the VT is the rubber snorkel on the airbox. Removing it allows the motor to ingest more air, and fuel needs to be added with larger main jets.

Yes, naturally, it is necessary to grant the carburation to the new air inlet.

But of my experience, the rubber snorkel favors the work of the venturi !
I think while we bring more air, but less pressure to remove it !

On my VT500E, I left in place the original snorkel.
But I deleted the railing firewall situated after the filter box. On the version with double railing on the filter, it is useless.
My air filter is homemade with Foam of air conditioning. Works well !

I was simply inspired by various versions of VT500 of my country.
The VT500C is less powerful than the VT500E.
Honda played on the size of jets, but also the nature of the filter.
Two are possible: foam or paper.

FOAM :



PAPER :



On Transalp, everything it limps in air is similar. The snorkel is just wider and turned to the back.



I think that in this idea, it's better than to delete the vorkel.

[J6G1Z]

...BTW, what have you been paying for jets? My dealer charged me $4.95 plus tax for a main, and $7.64 plus tax for a pilot.

Thanks for the heads up on the drill kit.

As to jets, I bought the DynoJet kit for my VT & so far they have been sending me the larger jets free as warranty work.

When I bought the larger FT Ascot jets a few years back, I bought them from ThumperStuff along with a few other parts & cannot recall what they cost any longer.

The few sources of jets that I know of are:
http://www.sudco.com
http://www.jetsrus.com
http://www.pjmotorsports.com/jetting-tuning.html
You might also try ThumperStuff: http://www.thumperstuff.com/FT500.html

Good luck
J.

[J6G1Z]

Dibingo,

UNI filters has a nice filter for the 1985 & 1986 500cc Shadow that fits the Ascot box. It's all one piece & looks to offer much more surface area than the Ascot cages. It is part #NU-4097.

Here is a picture.

J.

[Dibingo]

Sorry. Links of UNI filter please ?

To there my method with the foam of air conditioning, is very well. But why not ?

I ignore if I can order the UNI in France. 

[J6G1Z]

The link to UNI is: http://www.unifilter.com

I don't know if Amazon.com serves your area. If they do, I would check them out for pricing.

UNI offers two filters that will fit the '83-'84 Ascot. There is a foam filter that fits the original 1983 & 1984 Ascot cages. Then there is also the filter that was intended for the 1985 & 1986 500cc Shadow. Here are the UNI listings & part numbers.

1983-84  VT500 C, FT - #NU-4072   MSRP $12.95 (Original Ascot Filter)

1985-86  VT500 C    -   #NU-4097   MSRP $26.95 (Original Shadow Filter)

Here is a bit more info: http://ascot500.com/index.php?topic=290.0

J.

[Dibingo]

Thanks guy ! 

I note it.