Joined Jan 2006
14 Posts | 0+
Washington
You guys are just too funny 
A close knit family on here for sure!
Okay, this is what I did. The carb needle has seven clip settings, 1 being at the very top and seven at the very bottom. My clip came stock in clip number 4. I dropped it down two which should have enrichened the mixture. I gave it a little short test ride and it seem to have improved. However, later in the day, I took it out for a nice long ride only to find once the engine temp got nice and hot, the problem seem to have increased, only getting worse. So, I decided I would try the needle the other direction. I moved it up to clip number three and still no go. Run just as rough in that position.
I chatted with my dealer yesterday and ask him to call the Husaberg Folks and present the problem to them. I received a call back from him today and this is what Berg had to say:
Change the 45 pilot jet and install a 48. Also increase the main jet to a 175. Set the needle in the fourth notch form the top and the problem should go away!
I'm on my way to pick up the parts this afternoon and will install them tonight. I'll keep you posted as to the results just in case someone else may have this same problem. The thing that puzzles me is I have two friends with the identical same bike and neither of them has a problem. Right from the factory, their units run great? What's up with that?
Thanks again to everyone for their help and input!
A close knit family on here for sure!Okay, this is what I did. The carb needle has seven clip settings, 1 being at the very top and seven at the very bottom. My clip came stock in clip number 4. I dropped it down two which should have enrichened the mixture. I gave it a little short test ride and it seem to have improved. However, later in the day, I took it out for a nice long ride only to find once the engine temp got nice and hot, the problem seem to have increased, only getting worse. So, I decided I would try the needle the other direction. I moved it up to clip number three and still no go. Run just as rough in that position.
I chatted with my dealer yesterday and ask him to call the Husaberg Folks and present the problem to them. I received a call back from him today and this is what Berg had to say:
Change the 45 pilot jet and install a 48. Also increase the main jet to a 175. Set the needle in the fourth notch form the top and the problem should go away!
I'm on my way to pick up the parts this afternoon and will install them tonight. I'll keep you posted as to the results just in case someone else may have this same problem. The thing that puzzles me is I have two friends with the identical same bike and neither of them has a problem. Right from the factory, their units run great? What's up with that?
Thanks again to everyone for their help and input!
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
TufBusa go here: http://www.husaberg.org/modules.php?nam ... wforum&f=7
View as many posts as you can possibly stand. :lol:
It is all there for the taking.
Dale
View as many posts as you can possibly stand. :lol:
It is all there for the taking.
Dale
Joined Feb 2003
3K Posts | 384+
Escondido, Ca. USA
But But But..........
If the problem is occuring at half throttle and the needle controls 1/4 to 3/4 throttle (there is transition overlap I understand) richening the pilot and the main is like eating extra breakfast and dinner and calling that lunch.
Current crop expert having a meltdown :devil:
If the problem is occuring at half throttle and the needle controls 1/4 to 3/4 throttle (there is transition overlap I understand) richening the pilot and the main is like eating extra breakfast and dinner and calling that lunch.
Current crop expert having a meltdown :devil:
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
husabutt said:
A metaphor akin to the accelerator pump arguement.
Hence my metering rod.
But what do I know! :lol:
Dale
You could/should have also grabbed a 42PJ just in case going up to a 48PJ doesn't do the trick.
When I was chasing my jetting issues I had the same problem with my stumble growing worse as the bike got warmed up.
Curious to hear how your 48PJ works out. If the stumble does not improve try the 42PJ.
We have some side bets waiting on your results. No pressure.
When I was chasing my jetting issues I had the same problem with my stumble growing worse as the bike got warmed up.
Curious to hear how your 48PJ works out. If the stumble does not improve try the 42PJ.
We have some side bets waiting on your results. No pressure.
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
husabutt said:Tufbusa:
Now that it is generally recognized as fact here that you need to go richer young man, consider purchasing the worlds only custom ground needle for use in your Swedish bred beauty. Today is your lucky day
I seriously doubt such is "the worlds only" ,however, with exception of Big Bob and DaleEO global feedback has been favorable indeed.
To date I am operating near 98% customer satisfaction regarding said kit.
Not bad for mail order tuning.
It is difficult to be all things to all people in particularly via telephone and / or the internet.
If deactivating the pump and running a #150 - #160 main jet (as in my particular kit) makes your skin crawl ... Simple:
Install a #48 Pilot Fuel Jet
Install an adjustable Pilot Air Screw and set between .5 and 1.5 turns
Adjust the Pilot Fuel Screw between 1.0 and 2.0 turns
Place your metering rod in clip position #5
Install a #180 main jet
Such will get you close using over the counter hardware with an active accelerator pump.
I believe the above settings to be well documented throughout this site.
No sense hashing over old arguments.
Hope this helps.
Sincerely,
Dale
PS
For me their is no "Good Enough", hence a custom metering rod.
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Just for fun I should point out that I was quite serious regarding the possibility of excessive ignition advance during light load cruise.
You automotive technicians know what happens with excessive light load advance, indeed, irregular running and consequent surge.
The Kokusan uses TPS as an indication of engine load. Under light load ignition advance does increase considerably.
Do you suppose every TPS is in the exact same position regarding throttle opening and engine rpm? I doubt it.
In any event, disconnecting the TPS will eliminate load based advance and as stated earlier often does improve performance albeit @ the expense of economy.
Best Regards,
Dale
You automotive technicians know what happens with excessive light load advance, indeed, irregular running and consequent surge.
The Kokusan uses TPS as an indication of engine load. Under light load ignition advance does increase considerably.
Do you suppose every TPS is in the exact same position regarding throttle opening and engine rpm? I doubt it.
In any event, disconnecting the TPS will eliminate load based advance and as stated earlier often does improve performance albeit @ the expense of economy.
Best Regards,
Dale
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
dsducati said:
Hi Dan,
Indeed you can. One must simply insure plenty of room in the inlet bell as the screw is a bit larger then that of the OEM jet. Said inlet bell is plastic and easily modified with a dremel tool.
Best Regards,
Dale
PS
My jet kit incudes the adjustable pilot air screw and retaining spring.
Joined Jan 2006
14 Posts | 0+
Washington
Well fellas, she is done! I spent my evening in the garage disassembling the carb and installing my new goodies.
Removed the 45 Pilot Jet and installed the new 48.
Removed the 160 Main Jet and installed the new 175.
Moved the fuel needle clip back to OEM setting of fourth from the top.
Removed the OEM fuel mixture screw and replaced it with an aftermarket one that I can adjust with my fingers rather than a short stubby flat screw driver.
I didn't take it for a ride tonight as I didn't want to disturb the neighbors but I did fire it up and it run just fine at idle. So tommorrow I'll take it for the maiden voyage with it new inners. I've got my fingers crossed as I really don't want a problem child.
There is a third jet in that carb. I removed it to have a look and it is stamped with #85. Anyone know what exactly that is?
I'll post more tomorrow after I get in a hot lap or two.
Removed the 45 Pilot Jet and installed the new 48.
Removed the 160 Main Jet and installed the new 175.
Moved the fuel needle clip back to OEM setting of fourth from the top.
Removed the OEM fuel mixture screw and replaced it with an aftermarket one that I can adjust with my fingers rather than a short stubby flat screw driver.
I didn't take it for a ride tonight as I didn't want to disturb the neighbors but I did fire it up and it run just fine at idle. So tommorrow I'll take it for the maiden voyage with it new inners. I've got my fingers crossed as I really don't want a problem child.
There is a third jet in that carb. I removed it to have a look and it is stamped with #85. Anyone know what exactly that is?
I'll post more tomorrow after I get in a hot lap or two.
Joined Nov 2001
17K Posts | 774+
Ely, England
supertireguy said:
this is a rich situation.
Tufbusa
why didn't you say you were running a 160MJ?
the 85 is your choke jet.
we hold the needle with the point facing down and then count from the top.
you can always flood an engine and cure a problem. the skill is bringing the jetting down and curing each cough and splutter as you go.
regards
Taffy
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Joined Feb 2003
3K Posts | 384+
Escondido, Ca. USA
Taffy has an innate ability to take technical jargon and translate it into utter jibberish that makes sense. Oxymorons abound :lol: .
I am particularly partial to Taffy's explanation wherein he stated something to the effect that the needle controls the A/F mixture and the pilot and main jet merely bring up the deficiencies at both ends.
I am particularly partial to Taffy's explanation wherein he stated something to the effect that the needle controls the A/F mixture and the pilot and main jet merely bring up the deficiencies at both ends.
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Joined Jan 2006
14 Posts | 0+
Washington
UpDate!
I took the berg out for a test ride and was very disappointed. All these changes I made in the carb, seem to make it slightly better but the problem still exists.
So,,,,,,,,,,,, I politely delivered it back to the dealership and said call me when it runs right. I did suggest they take a new carb off a new bike and install it on my berg? We'll see what happens. I'm a bit frustrated.
Someone ask if my two buddies had the exact same bike? Yes, they do. All three bikes are 2005's exactly the same. The other two run perfect with no problems. Something is fishy with the one I bought.
I'll keep you guys updated. I'm sure you are anxious to figure this problem out just as much as me?
I took the berg out for a test ride and was very disappointed. All these changes I made in the carb, seem to make it slightly better but the problem still exists.
So,,,,,,,,,,,, I politely delivered it back to the dealership and said call me when it runs right. I did suggest they take a new carb off a new bike and install it on my berg? We'll see what happens. I'm a bit frustrated.
Someone ask if my two buddies had the exact same bike? Yes, they do. All three bikes are 2005's exactly the same. The other two run perfect with no problems. Something is fishy with the one I bought.
I'll keep you guys updated. I'm sure you are anxious to figure this problem out just as much as me?
Joined Jul 2001
3K Posts | 1+
El Sobrante, Ca. 94803
Simply for the sake of argument:
http://www.husaberg.org/modules.php?nam ... pic&t=3134
TufBusa,
Indeed, please keep us up to the moment.
Dale
http://www.husaberg.org/modules.php?nam ... pic&t=3134
TufBusa,
Indeed, please keep us up to the moment.
Dale
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