stock jetting for a 2005 fe 650 e in usa

I have purchased a couple euro spec fe550e that BMG received,I understood they received some bikes set up for euro street legal emissions compliance. If your fe650e comes with switch gear for turn sigs and possibly even a mesh screen over the exhaust outlet you have one of these bikes.Check with Bob at BMG for the conversion info......nsman

US specification OEM "Jetting" is very lean indeed!

Most US dealers install "Euro-Spec" jetting in order to make the bike somewhat rideable. How do I know? I suggested it.

Why the big bike has a smaller jet:
All else remaining equal a larger displacement increases Venturi signal providing more fuel through a given orifice.

For the life of me I do not understand why it is so difficult to spend an additional $100.00 on a "Proper" Jet Kit. Is it the lack of 'Blingability?" :roll:

Lack of Blingability = Not visible to the naked eye.

Note:
With a proper "metering rod" profile the 650 often performs best with a #145 - #150 main jet. 8O

Close Vs Correct:
http://www.husaberg.org/modules.php?nam ... pic&t=2957

Kind Regards,
Dale

PS
Good talking with you the other day Dan. Always a pleasure.

I have Dale's jet kit in my '05 FE 650E & it starts & runs great!!

rancheroracer said:

I have Dale's jet kit in my '05 FE 650E & it starts & runs great!!

Click to expand...

Thank You!

Most of us work hard for a hundred bucks! I know I do.

My point:
Why purchase a Ducati only to shod it with Chengshin rubber?

Dale

I will be getting an 06 fe-650 hopefully in the near future and i am very interested in the jet kit if the stock jetting is way off. I think it would be a worthwhile investment to make it run and start the way it is supposed too.

LINEAWEAVER said:

All else remaining equal a larger displacement increases Venturi signal providing more fuel through a given orifice.


For the life of me I do not understand why it is so difficult to spend an additional $100.00 on a "Proper" Jet Kit. Is it the lack of 'Blingability?" :roll:

Lack of Blingability = Not visible to the naked eye.

Note:
With a proper "metering rod" profile the 650 often performs best with a #145 - #150 main jet. 8O

Kind Regards,
Dale

Click to expand...

$100 is fair price for a good dialed in needle and jet recomendations. however my bling kit is low on funds currently. good thing Dan's shop jetting mix is working good on my FE450e. that 45 PJ you gave me Dan will do for summer. Right now the 48pj and 1.5 turns on the FS works good at 2500-5500 feet. More fuel screw opening for sea level is about right. I don't even know what main jet and clip setting Dan put me on, I forgot. The bike sings, no bogs, no poping, good power, smooth sounds.

I can add this: yes..." flow thru an orifice is directly proportional to the size of the orifice and the pressure difference across the orifice" - some basic engineering jargon for ya, but why a 550 uses a bigger main jet then a 450, which is true of the Husky 450/510 bikes as well, but then at the FE650 size displacement it needs a smaller jet??....must be something like Dale says. something about the draw from the big 650 and its carb set up that they need to go a smaller main jets.

a dirt bike carb is just a big control device. Very interesting learning about them........I know only a little based on web site reading and tinkeriing with my husky FCR.

big bob

there is no way your bike needs a 45 or a 48 PJ unless the air jet is ridiculously large or that the needle straight code is over an 'R' at either 'S' or 'T'.

i've set up 4 bikes now with leaner PJ and PAJ and all reacted better to 35/38/40 PJ with the correct PAJ. APJ disconnected or with the "Taff Mod" done.

pipe discolouration can be down to any part of the jetting range being lean, it can be down to port design, valve timing, ignition timing even, cam timing. cheap fuel is another one!!!!!

the 160MJ is fine!

the reason a 450 may have a smaller MJ is because it's breathing through a smaller carb. this brings the air speed back up and sends a stronger signal to the MJ. therefore you jet DOWN and not up!

i am presently running a 148MJ on a 400 with a 39mm carb. the bike is a rocket! it loses out on bottom end arm-ripping stuff but it revs so quickly that there can't be a lot in it!

regards

Taffy

Is there actually a unique kit for proper jetting the Husabergs or is it just a matter of using the appropriate pilot and main jet numbers?

Yes the Bergs come stock jetted very lean and geared very tall to pass arbitrary government emissions and noise tests. Lucky for us the factory also included in the box an extra set of richer jets to be installed after the sale by the dealer. Running the bike with the extra lean jets already installed stock should be avoided.

For the FS650's I think they come stock with a 38PJ and 158MJ (I forget) but the extra jet kit in the box from the factory should include a 48PJ and a 180MJ.

supertireguy said:

Is there actually a unique kit for proper jetting the Husabergs

Click to expand...

With all due respect what part of the following thread is hard to understand?
http://www.husaberg.org/modules.php?nam ... pic&t=2957


Taffy,
Since you are indeed using my "Proprietary" metering rod now would be a good time to chime in.

Thank God I did not pop for a production run as I would now be sitting on $5K worth of metering rod inventory.

I once placed a high quantity order in an attempt to reduce end user cost. I now have 450 (pre 04) "Blue Anodized, Billet Aluminum Oil Filler Caps" sitting on my shelf collecting dust. :shock:

Here is a novel idea: "Support those which support Husaberg"!

Dale

Supertireguy:
The featured bike came from your associate shop with the alternate jetting pre installed.

Taffy thanks, I didn't mean to make my post a jetting comment

I was just casually commenting here on Dale's orifice comment, my field is HVAC and I know some things about flow, hydronics,orifices and controls, but I know very little truely about dirt bikes.

I wasn't ready for a husaberg jetting post thread. I can say that Dan at motoXotica likes to richen up the bikes before turning them over to the new owners. As I said I'm not even sure what Main jet I have or needle clip setting. I remember Dan gave me a 48 pj and a Extended fuel screw.

I ride 3000-6000 feet. The bike may be rich now, but I get no rich bogging at all, It runs great.....(maybe I dont know how much better it can run) so I figure hey things are cool for now. I do want to get Dales' jetting kit, but like I said....even a hundred bucks is a luxury I need to conserve thru the holidays.

BB

you're ok fella! as you can tell from the mod that i'm proud to have named after me i have spent a lot of time piddling with this.

i have done over 100 (if i check i think it's 3 pages of A4 = 33 PP and about 20 on P4 and some changes were two at a time and all the time plugs were being tested, downpipes, tailpipes, ignition timing changes and carb sizes) tests on just the jetting and i'm pleased and proud to say that i took my jetting right down to 150.

because nobody else was running anything else like me i began to doubt myself and told dale. he then posted that he was running even lower than me!!!!!!!

over at TT i've just gone on to my old hunting ground for the first time in a year or more. they're all running 180MJs again. i give up!!!!!

supertyreguy
i checked even closer and i am now on a 145/148 (can't remember here!) i was also testing two different angles of needle and the D was good off the bottom and the E was excellent at the top.

but i have taken the jetting as far as i can go. indeed my jetting pre-dated the husaberg FCR carb and i was just one needle width out and +10MJ. BTW a factory will always over jet (shall we say by +10!!!) for safety...

dale kindly gave me my jetting kit and i tested it. it gives the best of both worlds, both D and E. if i may say so, PJ numbers aren't overly critical to dale as he's a flat track man and it's also very hard to spot a good pilot jet on the dyno. it's that little bit where the ink JUST starts to spit onto the graph!

but there is no doubt that the whole package is excellent. it's the result of ALL his knowledge. he deserves for it to be a success.

you may have sussed it bob but we're not like TT here, most of that is thanks to the knowledge of dale who could syth through any s**t shooting-he doesn't normally but as you've already found out-i do!!!

it has altered the character of this site and keeps us all on our toes.

we have special suprise lined up. this site might not be the biggest but we are the best and soon you'll see why!!!! we're small but perfectly formed!

regards

Taffy

Re: Knickers in a Knot

Hi Taffy,
Please excuse my outburst as such was not intended for you.
Thank you for the kind words as they came during a much needed period.

With regard to "SuperTireGuy":
I am simply puzzled as to why the wheel continues to be reinvented from scratch. I offer a proven kit and he is less than a half an hour away.

Quote:
"PJ numbers aren't overly critical to dale as he's a flat track man and it's also very hard to spot a good pilot jet on the dyno".

Contrary to popular belief "Dirttrack Tuning" is more about linear delivery and grip then that of peak power. Most of my effort is in "tuning by feel" below WOT. The improved "peak" number is simply a bonus.

For the record:
Be it Carbureted or Fuel Injected the majority of my income is derived from tuning road bikes. Such is far more demanding then that of any race bike. Street engines must readily start and idle, run flawlessly and render fantastic fuel economy.

Dirttrack (as Husaberg) is a passion. Tuning is a living and has been for nearly three decades.

Kind Regards,
Dale

Hi dan,I'll answer your question. the reason for a smaller main

jet in the 650 has to do with its rpm, 125cc bikes run larger main's

than do 250's ect. Now as far as pilot jet's go bigbores will need

larger jet's than do small bores for idling & shut down.


hope i'm not to late to shed some light on this.

see you later DAN!

Hi dan,I'll answer your question. the reason for a smaller main

jet in the 650 has to do with its rpm, 125cc bikes run larger main's

than do 250's ect. Now as far as pilot jet's go bigbores will need

larger jet's than do small bores for idling & shut down.


hope i'm not to late to shed some light on this.

see you later DAN!

Hey Dan, I only have one thing to add really since I am running Dales kit in my 04 650. If you should happen to drop the tiny oring seal off of the mixture screw you will blue the pipes badly real fast as well as have a very lean condition. Go ahead and ask me how I know

Dan i have never seen any jets in the dozen bikes i have either,
i also jet every bike that leaves my place as well,thats normal
probably for all shops that sell high end motorcycles.
But the pipes on your 650 didnt turn blue because it has a 160
main jet,the two 05 650's i set up ran awsome from three quarter's
to full throttle at 250ft above sea level but ran horrible down low,
so i installed a 50 pilot jet 2 1/2 turns open on fuel screw, needle
5th position from top = perfection, both of these guys are brother's
and still can't say enough good thing's about how bitchin there
bikes run and operate. I also set up an 06 525 ktm last week
that also needed a larger pilot it coughed & popped like made
yes i drained the float bowl before i start any new bike,
so keep on doing what your doing cause your doing wright,
just remember that 160 main had nothing to do with it!
AND NO I'M NOT AN OVER PAID TECH I'M PRICELESS!