The pursuit for a brown sparkplug
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wrote on 1 May 2018, 17:17 last edited by
You using the stock carb? Pretty sure they use a powerjet which should be the jet you want to be changing.
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You using the stock carb? Pretty sure they use a powerjet which should be the jet you want to be changing.
wrote on 1 May 2018, 17:29 last edited by@calum yep there is a powerjet. I'll give the really big jets a try first. Because again, I've not heard anyone changing anything but the main jet.
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@calum yep there is a powerjet. I'll give the really big jets a try first. Because again, I've not heard anyone changing anything but the main jet.
wrote on 1 May 2018, 17:47 last edited by@irongamer727 So the powerjet kicks in at wide open throttle.
You should be doing a plug chop at WOT.
Therefore, changing the main jet won't affect the colour of the plug during a plug chop.
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wrote on 1 May 2018, 19:02 last edited by
Pretty sure the power jet isn't changeable on these carbs.
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@irongamer727 So the powerjet kicks in at wide open throttle.
You should be doing a plug chop at WOT.
Therefore, changing the main jet won't affect the colour of the plug during a plug chop.
wrote on 1 May 2018, 20:46 last edited by@calum I'm currently going WOT sixth gear and turn ignition off. I can thereby see the plug colour at WOT. And it still looks a tad to white for my taste.
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wrote on 2 May 2018, 11:52 last edited by Darty 5 Feb 2018, 12:55
The Powerjet is a fixed system on the TM28,
I used to run 340 Main, 30 Pilot, only because of extensivly modifing the Airbox volume,
And, it was rubbish mostly.
I had to replace my main body Carburettor gaskets because of symptoms near enough the same as you.
I would recomend throughly checking for Air leaks as this is almost certainly your problem!
Dont just throw fuel at this and hope for results.
Work backwards.
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The Powerjet is a fixed system on the TM28,
I used to run 340 Main, 30 Pilot, only because of extensivly modifing the Airbox volume,
And, it was rubbish mostly.
I had to replace my main body Carburettor gaskets because of symptoms near enough the same as you.
I would recomend throughly checking for Air leaks as this is almost certainly your problem!
Dont just throw fuel at this and hope for results.
Work backwards.
wrote on 2 May 2018, 12:03 last edited by@darty how would you check for Air leaks then?
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wrote on 2 May 2018, 12:08 last edited by
I do have the entire pice where the snorkel existed cut out. So there that as well.
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I do have the entire pice where the snorkel existed cut out. So there that as well.
wrote on 2 May 2018, 12:33 last edited by Darty 5 Feb 2018, 13:34@irongamer727 You donkey,
Why dont you try and restrict Air by patching up a section of the Airbox,
By doing so, i’ll bet a Roast dinner that it sorts out your lean condition.
I’ve played around alot with this, you’ll stuggle to fuel this properly with the TM28
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@irongamer727 You donkey,
Why dont you try and restrict Air by patching up a section of the Airbox,
By doing so, i’ll bet a Roast dinner that it sorts out your lean condition.
I’ve played around alot with this, you’ll stuggle to fuel this properly with the TM28
wrote on 2 May 2018, 12:51 last edited by@darty there isn't a good way of doing it, patching the Air box up I mean. In theory, I'll just get a slightly higher fuel consumption than "everyone else". From what I've understood the airbox is quite restrictive.
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@darty there isn't a good way of doing it, patching the Air box up I mean. In theory, I'll just get a slightly higher fuel consumption than "everyone else". From what I've understood the airbox is quite restrictive.
wrote on 2 May 2018, 13:48 last edited by@irongamer727 True, there are ways around it with Aluminum plate and bolts,
Basically, deal is, you cant complain if you dont see results without trying this first.
If you are determined, Start larger with a main, 350 - work backwards, its safer.
I personally dont recomend having the Airbox chopped completely.
Yes it's restrictive as standard, but otherwise you’ll see a significant drop in torque under 6k.
And without a larger carburettor, insignifcant Power gains at high RPMs without ignition timing adjustments.
Mostly bark, no bite
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@irongamer727 True, there are ways around it with Aluminum plate and bolts,
Basically, deal is, you cant complain if you dont see results without trying this first.
If you are determined, Start larger with a main, 350 - work backwards, its safer.
I personally dont recomend having the Airbox chopped completely.
Yes it's restrictive as standard, but otherwise you’ll see a significant drop in torque under 6k.
And without a larger carburettor, insignifcant Power gains at high RPMs without ignition timing adjustments.
Mostly bark, no bite
wrote on 2 May 2018, 14:17 last edited by@darty I've ordered 340-370 main now. Along with a more sensible pilot jet. Let's see how it turns out
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wrote on 4 May 2018, 12:51 last edited by
https://imgur.com/gallery/wFEtwC6
Alright so I have now made a basic Air restrictor. As you know my DT is running slightly lean with a 320 main jet. Probably due to the fact that the airbox is cut open. I now installed the restrictor and for the first time ever she was running really rich.
What should I do?
A: Take out that stupid restrictor and upjet with the top cut out. (I know it's running lean)
B: Install the restrictor, maybe drill a couple of more holes, and downjet.
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wrote on 4 May 2018, 13:19 last edited by
Rejet the bike back down a tad.
Get it close to stock, then work from there.
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wrote on 4 May 2018, 13:21 last edited by
@calum drill a couple of more holes or keep as it is?
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@calum drill a couple of more holes or keep as it is?
wrote on 4 May 2018, 13:21 last edited by@irongamer727 What's your jetting. YOu said it was like 320.
So just knock that down a tad.
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@irongamer727 What's your jetting. YOu said it was like 320.
So just knock that down a tad.
wrote on 4 May 2018, 13:24 last edited by@calum yes 320 now. But I don't want to loose power doing this.. some power decrease is acceptable..
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@calum yes 320 now. But I don't want to loose power doing this.. some power decrease is acceptable..
wrote on 4 May 2018, 13:38 last edited by@irongamer727 Yeah, you're not really getting the art of tuning...
Bigger jets don't necessarily mean bigger power.
The pathetic carb you're running is what is letting your engine down. You can only marry up so much oxygen with the fuel. More fuel doesn't mean more air as you simply are not flowing enough air. You need a bigger carb if you want to start chasing that power.
Knocking the jet sizes down won't affect power unless A. You're dangerously lean, or you were already at that sweet spot.
The optimal jetting would be to run the engine as lean as possible without incurring detonation. This would be indicated by the brown tan.
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@irongamer727 Yeah, you're not really getting the art of tuning...
Bigger jets don't necessarily mean bigger power.
The pathetic carb you're running is what is letting your engine down. You can only marry up so much oxygen with the fuel. More fuel doesn't mean more air as you simply are not flowing enough air. You need a bigger carb if you want to start chasing that power.
Knocking the jet sizes down won't affect power unless A. You're dangerously lean, or you were already at that sweet spot.
The optimal jetting would be to run the engine as lean as possible without incurring detonation. This would be indicated by the brown tan.
wrote on 4 May 2018, 14:01 last edited by@calum do you think there will be a big difference in fuel consumption with a 350 jet and let's say 260?
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@calum do you think there will be a big difference in fuel consumption with a 350 jet and let's say 260?
wrote on 4 May 2018, 14:13 last edited by@irongamer727 not drastic. I would exect significant consumption in incorrect jetting due to poor pwower delivery and optimised combustion losses. Also an increase in carb sizes will result in losses.