Jet-Tech Motorsport

www.rotaxjetting.com

DELLORTO

TUNING
MANUAL

Copyright © 2008 by John Savage - All rights reserved. No part of the contents of this document may be
reproduced or transmitted in any form or by any means without the written permission of the Author.
appendix

FUNCTIONS OF THE CARBURETTOR ..................................... 3

FEATURES ............................................. 4
Carburettor diagram and principal parts ....................... ........... 4
Operat lng ranges ............................ :.......................... 4
lnstallatlon angles ...................... . . ....... ......... . . 5
Englneconneetiona .............................................. . 5
Atrintakas ..........................................................6
Construction materials .......................................... -........ 6
OPERATION. SELECTION OF CORRECT PARTS. TUNING AND USE .......... 6
fhewnturlefbct ....................................................... 6
Selection of the correct carburettor slm ..................... ............. 7
Fuel supply system .....................................................8
Selection of the needle valve slze ......................................... 8
SeIectlon of the float .................................................... 9
Startlngfromeold ......................................................lo
Independent staring circuit ......................................I...... 11
Selection of starter emulsion tube and starter jet ............................ 11
Thefloodlngplungerstartlngdevice ....................................... 12
Idlesystems ........................................................... 12
Setting the idle wlth a mixture adlustlng-screw .............................. 13
Setting the idle wlth an alr adjusting-screw ................................. 13
..................................... 14
Selection of the correct slze of idle jet
Progression system .................................................... 14
Full throttle operation ................................................... 15
Full throttle system as usually used on two-stroke englnes ................... 15
Full throttle system as usually used on four-stroke engines .................... 16
Selection of the throttle valve cutaway ..................................... 16
Selection of the tapered needle ...........................................t 7
Selection of the correct size main jet ....................................... 17
Acceleration mechanism ................................................78
Diaphragm accelerator pump ..................................I........ I 9
Selection of correct pump cam and pump jet ................................ i e
Piston type accelerator pump .......................... .................. 20
MULTYCYLINOER ENGINES ............................................. 20
Idle tunlng and adlustrnent ........................ ................... 21
FACTORS WHICH CAN ALSO AFFECT THE CARBURATION .................. 22

5.2 Changes in atmospheric pressure and air temperature ....................... 22

This Manual provided for the sole use of Jet-Tech Motorsport customers
1 FUNCTIONS OFTHE CARBURETTOR

The maln carburettor functions are:

- To form a proper homogeneous Inflammable mlxture of fuel and alr
- To supply the engine with varying amounts of this mixture
The fuel-air mlxture Is formed through vapourldng and, by unlformly spraying fuel Into the air-
stream orat least by atomlsing it into very small droplets.
Atomlsatlon takes place In this way: llquid fuel from the atomiser nozxle meets the flow of alr
whlch carries It,broken into very fine droplets, to the combustlon chamber.
W e have spoken of a uproper, mixture because the mixture strength, defined as the amount of
air in weight mixed wlth afuel unit of welght, must have a preclee value,te it must be wlthin the
llmits of Inflammablllty so that the mixture can be easlly ignited by the spark in the combu-
stion chamber.
lnflammrnability Ilmlta for commercial petrol are: 7:l (rich llmit ie. 7 kgs of air and 1 kg of pe-
trol), down to 20:l (lean limit ie. 20 kgs of alr and 1 kg of petrol).
To obtaln optlmum combustlon between these InfIammablllty limits, a value very close to the
so-cat led stoiciometr~cvalue fs needed le. about 14.5-1 5.0 kgs of air to 1 kg of petrol.
A stolclometrlc mlxture ratlo is one whlch ensures complete combustlon of fuel wlth only the
formatlon of water and carbon dloxlde.
The stolclornetrfc mixture ratlo depends on the klnd of fuel used, so If the fuel Is changed, thls
fuel-air ratio wlll also change (see chapter 5.1).
The selectfon of the fuel-air ratio is therefore very Important both for englne performance and
for exhaust eemisslon levels.
The throttle valve (usually a flat or plston-type gate valve, also called a slide) Is the maln part
by whlch the engine Is tuned ie. the engine power output is varled by controlling the amount of
mlxture belng drawn into the cylinder.
Durlng bench tests,the englne Is usually run In top gear In two characterlstb conditions: full
throttle and part throttle.
The full throttle test simulates conditions for a vehlcle on a progressive climb with the throttle
wide open.
In the bench test, thls condition is reproduced by runnlng the engine wlth the throttle fully
open; from thb maxlmum horsepower condltlon, the engine Is braked at varlous speeds and
the speclflc power and consurnptlon figures are taken.
The part throttle test simulates the conditfons for vehicle on a level road at varylng speeds.
On the test bench, t h b condltlon Is simulated by running the englne again from the mmlmum
engine power conditions, but progressively cloalng the throttle valve of the carburettor.
At various speeds, speciflc power and consumptlon figures are taken agaln.

This Manual provided for the sole use of Jet-Tech Motorsport customers
2mFEATURES
2.1 Carburettor diagram and principal parts

- alr tntakr .
I
2
3
-- Hrrottlevalw
taperrd nwdte
4 - atomlmr m d needlejet
6 - maln jet
- atartlng devlee
7-
6
VM~UI'~
0 - Idk rdfurting-loruw

-.
9 Idle mtxtura adJutlng.s~rwv
10 8 t l r t u f . t
1r .~dtajot

---
12 -float ohambar vmt
13 tw1 Inlrt banjo unlon
14 needle valve
16 ff-t

2.2 Operating ranges. Scheme af phases while running

Figure 2 shows the section of a venturi according to the operatlng perlods regulated by the
throttle valve opening. In every phase of operation, it Is posslble to vary and select the bpti-
mum setting.
In the #An Idle stage, the idle circuit and idle adjustment Is set with the mixture screw and
idle-speed screw.
In the a B w progression phase, fuel mixture delivery from the idle hole is steadlty replaced by
mixture delivery from the progression hole, drawing emulslon mixture from the Idle clrcuit,
and in thls range, choosing the correct idle jet and throttleslide cutaway is necessary.
The throttle valve cutaway slightly affects the carburation up to about half throttle.
In the *Cr high-speed period, mixture dellvery from the idle circuit and from the progression
hole Is replaced by mixture from the main circuit and selection of both the atorniser and the ta-
pered needle should then be made.
In the u D n period of full throttle and, with all the circuits of the earller periods operatlng cor-
rectly, the slze of the main jet is now finally selected.

This Manual provided for the sole use of Jet-Tech Motorsport customers
2.3 Installation angles
The tapered-needle-type carburettors with concentric, central float chambers have a horizon-
tal main barrel and can be mounted up to a maximum incllnatlon of 40' from the horizontal
(flgure 3).
For appllcatlons on motocross and trlals engines, etc, this inclination should be 30' or less.

2.4 Englne connections

The carburettor is usually connected to the enqi-
ne with one of the followlnq:
A-male clamp flxlng (f lgurs 4)
B-female damp flxlng (figure 5)
C4lenge flxlng (figure 6 )
- the male clamp connection used for the flexi-
ble fixing of the carburettor to the engine is
usually recommended on motorcycles for mo-
tocross, trials, etc or fitted to engines which
run to high rpm or those which produce strong
vf brat Ions.
- the female ollp connwilon and the flange con-
nactlon, with a rigid fitting to the engine, are
usable on road motorcycles or fitted to engines
which do not generate very strong vibrations.
Note that the female clamp fixing and the
flange connection, as you can aee in figure 5
and 8, there Is also the need to provide both ef-
fective heat lnsulatlon and a perfect airtight
real. fig. 4

This Manual provided for the sole use of Jet-Tech Motorsport customers
ng. a

2.5 Alr lnhksr

Different alr Intakes arrangements are pow1ble for each type of carburettor:
D p n aIr Intakm; Trumpla of various rhrpec and Iongthr; Alrclmnsn and flltmr.ollmcmr8
.As far as the lengths of the trumpets Is concerned, remember that short trumpets are usually
used pn carburettors for two-stroke engines and longer ones on cerburettors for four-stroke
englnes.
For particular requlrements, such as on some racing englnw, carburettora with alr Intakes
having a speclal shape are available eg PHBE H and PHM H models.
On motorcycles wlth slmpte ajreleaners or air fllter-ehlencers, It Is extremely important to
check on the efflclency of the filter and for perfect seallng of the filter box to prevent damage
to the englne and to the carburettor.
Any change in the fllter-dlencer may produce a change In the carburation and consequently
fresh adjustment and tunlng of the carburettor may then become necessary.
Remember also that replaelng the filter or sllencer wlth a trumpet usually results Inan increase
In the amount d air drawn Into the engtne and consequently there should also be a sultable fn-
crease in the slze of the main jet f ltted.

The carburettor bodies are diecast in aluminium or zamak alloys.

For epectal weight~onscIous requlrements, there are some small-volume carburettora In
elektron magnoslum alhy.
All the setting parta such as the jets, atomisers, needle-valve mats, etc are made of bram.

8 OPERATION, SELECTION OF CORRECT PARTS, TUN IN0 AND USE

In the carburettor, the venturl Is the part which dlowa the mvemlon of some of the klnetic
energy of the dr passlng throu~hInto pressureenergy.
Usually the choke Is shaped llke a tube wlth a eonvergingdlverging rventhrln salon; In the
restricted rectlon or throat, thq air pressure becomes lower, causlng an influx of fuel upwards
through the jets and orif leer.
In tapered-needle type carburettors, there Is no real choke and It haa b w m e customary to call
the maln Intake barrel the choke.

This Manual provided for the sole use of Jet-Tech Motorsport customers
The throttle slide Is fltted In the main barrel and
fuel Is delivered by the various clrcults during the
different operating periods.
It Is very important that the carburettor supplles
a fuel-alr mlxture whlch remains constant during
the changes In throttle openlng and under the dif-
ferent load condltions of the motorcycle engine.
P a a g e of fuel from the float chamber to the
main barrel is brought about by the pressure dif-
ference existing between the float chamber and
In the barrel Itself; this fuel movement takes pla-
ce because the float chamber fs at atmospheric
pressure while, as previously mentloned, the
pressure is lower In the choke (flgure7).

3.1 .I Smlwtlon of the m r r a carbunttor choke

slzs
In the ta era-needle type wburettor, the choke
!
slze Is t e dlameter of the section Immediately
upstrmm or downstream of the throttle valve and
Its sfze is cast on the nameplate together with the
mcdel type of carburettor eg PHBE 3685 slgnt-
fie8 a 36 mm venturt carburettor.
An lnltlal selectton of the optimum choke slze can
be made with the help of the graph In flgure 8,
where a range of posslble carburettor sizes In re-
latlon to the mtjclpated power output per cylfn-
der of the englne Is suggested.
For example, for a twoqflnder 60 HP englne 1%.
8012=30 HP per cylinder, the suggested size
range Is between 32 and 38 mm.
- a larger-slzearburettor generally allows more
power at hlgh rpm le. a higher maxlmum
speed. However, slmply flttlng just a larger
carburettor may not bring about the deslred
Increase in power output aa thls-oftenonly fol-
lows from several addltlonal'englne modlflca-
ttons, each deslgned to Improve some other
aspect of the engfne's performance.
- a smaller arburettor wlll give better plckup
and therefore In selecting a choke size, you ,
=2
olcyllndm ruppllld by the carburattor
should always balance your power and m e -
leratlon requirements.

This Manual provided for the sole use of Jet-Tech Motorsport customers
- maln
usually In conversions an Increase In the carburettor slze also requlres an Increase In the
jet slze of about 10 % for each 1 mm Increase in the choke sllze, without changlng the
other settlng parts. '
- on a rnodlfled engine, whenever you requlre a carburettor larger than the original, It Is pre-
ferable to use one which h a &ready been set up for a slmllar englne le. an englne havlng
the same operatlon (two or four stroke), a slmllar power output and hilmilar cylinder dlspla-
cement, In order to have a good comparable base for subsequent tuning.
- tunlng of raclng englnes irbest carried out on the raclng clrcult with well run-In englnes
which are thoroughly warmed up.

3.2 Fuel system

First of all, ensure that, wlth the engine runnlng,
fuel flows continuousl from the tank to the car-
!
burettor as vibrations rom the engine or from the
road blurface could reduce fuel flow.
It Is therefore advlsable to use fuel taps and plpes
of adequately-large slze.
Further, check that fuel filter (5) in the unlon ba-
njo (4) of the carburettor Is clean.
4
Fuel from the tank suppfles the carburettor (flg.9)
through r valve In whlch a floatcontrolled needle 5
operates (2).
The Inlet valve has a brass valve seat Inserted (6)
where the needle-valve (7) regulates the entry of 6
fuel, pushed upwards by the float by means of 7
the float fork (8) untll fuel has reached the spe- 8
clfied level. 2
During englne operatlon, thls provldes a costant
fuel level In the float chamber so that the distance
fuel has to rlse to reach the venturi from the va-
rlous clrcults Is also costant. fig. Q

It Is Important that this level la always costant throughout the operating range because, wlth a
coatant depression In the venturi,a rise in the float chamber level would cause an Increase In
fuel dellvery and consequently enrich the mixture; conversely, lowerlng of the float level cau-
ses a weakenlng of the mlxture .
Fuel In the float chamber (3) is always at atmospheric pressure because of the vent holes (I).

8.2.1 Soleetion of the nsedle valve drm

For a motorcycle wlth gravity fwd from a fuel tank, the fuel inlet valve size, stamped on the
seat of the needle-valve Itself, should always be 30 % greater than the maln jet slze.
In case of malfuncttonlng, you may find that the needle valve slze Is too small when runnlng
the englne at full throttle for a long stretch and that the englne rpm falls, due to the progressl-
ve weakentng of the carburation,
Conversely, you may get repeated flooding In use where the needlevalve seat size Is too large.

This Manual provided for the sole use of Jet-Tech Motorsport customers
On a motocycle where fuel is supplled to the carburettor vla a fuel pump, a needle valve of
smaller slze than the main jet is requlred because the boost pressure is much greater than the
pressure head obtainable with the gravlty tank.
To avold the troubles which could be caused by excessive pressure produced by the pump le.
from flooding, It Is posslble to flt a two-way union to the carburettor thus permlttlng excess
fuel to return to the tank.
However, It Is advlsable then to Insert a restrlctor In the return pipe whlch reduoes the return
flow, assurlng an adequate supply of fuel to the carburettor stltl.
Different types of needle valve are avallable:
metal or vlton-rubhr-tlppd, rlgld or spring-loadad nwdlr valve for different appllcatlons.

r
For carburettors for motocross, trials, etc, or for englnes suject to strong vlbratlons, sprlng-
loaded valves are required.
Needle valve awemblles are supplied fndlvldual-
ly packed and tested, $0 It is not advlsable to In-
terchange needles and seats wlth other different
slzes and types.
Check the needle valves for leakage wlth a va-
cuum gauge (fig. lo), condstlng of an alr pump A
and a mercury manometer 0.
Connect the vacuum gauge plpe and the fuel
unlon flrmly and hold the carburettor in the posl-
tlon shown In the plcture.
After havlng prlmed the alr pump of the vacuum
gauge by means of the cam C, you wlll see the
mercury In the column rlslng due to the &Ion of
alr compressed by the pump; If the mercury co-
lumn tends to go down, check the complete fuel
clrcult for leakage; If the fuel drcuit Is In good
worklng order, the pressure leakage Is due to the
needle-valve and therefore check It for wear or
obstruction and, If necessary, replace Jt wlth a
complete new assembly of the approprlab slze
and type.

3.2.2 Selatlon of the Hoat

The floats currently used are:
- duel floats oonnetsd toghetar (figure 11)
- floats wlth wparate.part8 (fipure
. - 12)
In the f l r a type, the floats operate together, whi-
le In the second type they can move lndlpendently
along two guides In the float chamber.
Thls latter type Is partlculsrly suitable for carbu-
rettQrs on raclng motorcycles because It main-
talns a costant level even In the moat arduous
conditions of use.
Both types are usually avgllable wlth two dfffe-
rent welghts:
- a llght float to obtaln a low level (for two-stroke
englnes)
- n heavy float to produce a higher level (for four
stroke englnw)
For all floats connected together and floats with
indlpendent parts, check the welght marked on
them is correct and check that the first type is
free to rotate on its pivot pin and Is undamaged
and that the second ones move freely along thelr
guides and that the separate float arm Is undama-
ged and Is free to rotate on its pivot pin. flg. 12

This Manual provided for the sole use of Jet-Tech Motorsport customers
 Check the correet float level position k follows:
- for connected floats, hold the carburettor body
in the positlon shown in fig. 13 and check that
the float Is at the correct distance from the car-
burettor body face as specified In the table.
- for the floats with lndlpendent parts, hold the
carburettor upslde down (fig. 14) and check
Eubunttor float porltlon mlm

PHBG 18.5 + 155

that the flo,at arm Is parallel to the carburettor PHBL 24,s + 235
face. PHBH 243 + 255
Whenever the float or float-arm posftlon does not PHBE 18,5 + 17,s
correspond to the proper speclfled level settlng or PHF 18,5 + 173
is not parallel to the float chamber face, bend the PHM 18,5 + 17,5
float arms carefully to set the correct posltlon.

9.9 Startlng from cold

Although there are normally no dlfflcultles starting the engine when It is hot, it Is necessary to
alter the carburation somewhat when the engine Is cold.
When startlng from cold, the carburettor has to dellver a fuel mixture rich enough to produce
In the cylinders a mlxture ratio very close to the sblclometrlc ratlo; due to the low engine tem-
perature, a large part of the fuel does not atomlse completely or condenses on the cold portlons
of the inlet tracts and the cyt lnders themselves.
It should therefore be clear that, at the moment of Ignltlon, it Is the actual fuel-dr ratio whbh
reaches the cyllnder that Is Important and not the amount of fuel, atomlsed or not, delivered by
the carburettor.

This Manual provided for the sole use of Jet-Tech Motorsport customers
3.3.1. Indepindent otartlng circult
It is called .independent r, because the starting de-
vice operates wlth its own clrcult In~ludlng a star-
terlet, emulsion tube and a starter valve (fig. 15)
Start the engine from cold wlth the throttle closed 1
(7) and the starter valve (2) opened by pulling up
the lever (1). If a remote cable control Is fltted ln-
stead of a lever on the carburettor, the lever
should be operafed fully.
Vacuum present In the barrel (8) downatream of 7
the throttle valve (7) draws mlxture to be delive-
red through passage (9) from the duct (4) and
,-
then It further mixes wlth the main alrflow drawn
from the intake (3). This mlxture Is formed by
fuel metered through the starter jet (6) mixed wlth
alr from channel (10) and drawn through the
emulsion tube holes (5).

flg. 15

3.8.2. Selection of emulsion tube and starter Jet

The operation of the independeni clrcuit starting
devlce can be dlvided into two parts:
Initially when starting, during the flrst few turns
of the crankshaft on the kkk-starter or the starter
motor, ttie dwlce dellvers a very rich mlxture.
Flgure I 6 shows the mixture ratio depends entl-
rely on the varlety of drllllngs In the emulsion tu-
be, because air passlng through holes (2) draws
up fuel which fa standlng In the jet well (1). In thls
period, the mfxturestrength Is not determined by
the starter jet stze but only by the amount of fuel
contained In the well above the holes located b e
low the float-chamber fuel level.
After thls, a mixture leaner than previously is de-
livered and this mlxture reaching the wmbustlon
chamber produces the flrst proper running of the
englne.
Flgure 15 shows the mlxture strength delivered
through the emulslon tube depends on the size of
the' starter jet (6) and on the size of the alr
duct (I 0). ng. 96

This Manual provided for the sole use of Jet-Tech Motorsport customers
fhe&annel size (4) Is such that it creates an optimum vacuum in the starter valve chamber, at
the emulslon tube otlet both for starting up and for the misiure required by the engine for its
running and-warming up. Therefore, varying the positlon or the slze of the starter emulslon tu-
be holes will change the amount of fuel delivered; the mixture rdio Is controlled by the starter
jet size and therefore a larger jet causes enrichment and vice-versa.
Difflcutlles in starting the engine can occur when this mlxture is too rich or too lean and you
can see thls from the spark plugs. After some starting attempts, remove the spark plugs and, if
theseare wet, the mixture is too rlch and you will therefore need an emulslon tube with holes hi-
gher up.
Conversely, if the spark plugs are found to be dry, the mixture Is too lean and an emulsion tube
wlth holes lower down Is therefore needed.
If the engine stalls when the englns is first started from cold before it has been running for at
least a mlnute wlth the starting device on, you will need to reduce the starter jet s tze because of
an over-rlch mlxture or Increase it if the engine stalls because of a lean mlxture.
Check that the starter valve closes completely afterwards to avoid any mixture blow-by whlch
may later dkturb the carburatton.
Therefore check that wlth the startlng device off, the control lever Is free to move a little on its
pivot pin or that, where a remote cable control is fltted, the cable has at [east 1.2 mm of free
play.

3.9.5 The tloodlng-plunger cold startlng devlce

The startlng device with a floodlng plunger, or
uticklerm, is shown in figure 17 and uses the nor-
mal main and idle circuits.
It Is composed slmply of a push button (1) which,
when manually operated, holds down the float (2).
Thls forces the fuel inlet valve open causing an in*
flux of fuel which raises the float chamber fuel le-
vel above normal and consequently enrlches the
mlxture. Thls enrichment gradually decreases as
the fuel is used up and stops when the float cham*
ber level has returned to normal.
Thls device requlres quite a lot of care from the
operator because II the chamber fuel level Is rai-
sed Insufiiclently, the engine may not start becau-
se the mixture is still excessively weak; alternati-
vely, IT the chamber level is raised too much, the
resulting over-rich mixture may also prevent the
engine starting.

3.4. ldle systems

At ldle the carburettor supplies only the mlxture required to keep the engine runnlng at very mo-
derate rpm. The englne needs only a small amount of aIr when Idling and the throttle slide
should therefore be almost completely closed.
Upstream of the slide there Is only a weakvacuum, insufficient to cause the main clrcult to dell-
ver any fuel emulsion, whlle downstream of the sllde there Is a stronger vacuum wich activates
the idle clrcult; ldle clrcults are deslgned with either a mixture-adjusting screw or wlth an air-
adjusting screw.

This Manual provided for the sole use of Jet-Tech Motorsport customers
3.4.1 .ldle settlng wlth a mlxture.adjurstlng screw
The adjustlng screw meters the amount of mlxture
of a strength predetermined by the metering ef-
fect of the ldle let and the alr corrector, and there
fore,on screwing in the mlxture screw, idle fuel de-
livery decreases and vice-versa.
In figure 18 the throttle slide 2 Is shown In the
idling positlon, adjusted by the Idle speed screw
(4). In this positlon the vacuum present down.
stream of the throttle valve causes mfxture to be
delivered vla the hole (3),regulated by the tapered
tip of the mixture adjusting screw.
Mixture formed from fuel metered through the idle
jet (6) and air metered by the calibrated passage
(1) further mixes with air regulated by the throttle
slide openlng.
The idle mixture adjustlng-screw is always loca-
ted downstream o f the throttle.
Check thgt the throttle cable has about 1 mm of
free play with the sllds closed.
Always adjust the ldle settlng wlth the engine fully
warmed up. Proceed as follows:
Screw in the idle speed screw (4) to get a slightly-
higher speed than normal (about 1200 rpm for
four-stroke engines and about 1400 rpm for two-
stroke engines); then screw the mlxture adjusting
screw (5) in or out until you obtaln the most even
running. Then unscrew the throttle-stop screw (4)
until you get the deslred ldle speed again.
To obtaln the best engine runntng, It is worth final-
ly rech~cking by carefully readjusting the ldle
mixture screw (5)..

3.4.2 - Idle Settlng with an air-adjusting screw

An ldle circuit with an air adjusting-screwadjusts
the amount of alr required to produce the mixture
that the Idle circuR has to supply during idling.
The air adjustlng screw varies the mixture
strength delivered by the ldle clrcult; screwlng In
results In a richer ldle mixture and vice-versa.
In figure 19 the throttle slide (2) is shown in the '

ldle position adjusted by the idle-speed screw (4).

In this position, the vacuum exlsttng downstream
of the throttle valve causes mixture to be delivered
the hole (3).
Mixture formed from fuel metered through the idle
jet (5) and alr regulated by the ldle alr screw (I) fur-
1
II
ther mlxes with air metered by the throttle Aide
opening.
The ldle air-adlustlng screw Is usually located up-
stream of the throttle slide.

This Manual provided for the sole use of Jet-Tech Motorsport customers
Check that the throttle cable has about 1 mm free play when the sllde is fully closed.
Always adjust the idle setting with the engine fully warm.
Screw in the Idle-speed screw (4) to obtain a sllghtlphigher idting speed than normal (about
1200 rpm for a four-stroke engine or about 1400 rpm for a two-stroke); Then adjust the alr-
adjusting screw (1) to obfaln the most even runnlng.
Then unscrew the Idle-speedscrew again until you obtain the normal Idllng speed.
Finally, to obtaln the best englne running, It Is worth recheckinQ by very carefully readjusting
the alr-adjusting screw.

3.4.3 - Selection of thei correct size of Idle jet

To select the proper size of idle jet, slowly open the throttle with the twistgrip (openlng sgould
not exceed a quarter throttle): a slow and uneven increase in rprn indicates that the idle jet is
too smalI. This effect can also be observed when the idle mlxture screw Is open too much or
when the ldle air screw Is closed too much and therefore not properly responsiveto the englne's
running.
If you observe smoke in the exhaust gas and a dull noise, it means that the idle jet size is too lar-
ge; this can also occur when the mixture-adjusting screw Is screwed In too much and oversensi-
tlve or when the afr-adjusting screw is screwed out too much.
Usually wlth racing motorcycles, after having adjusted the ldle as above, unscrew the Idle-
speed screw to allow the throttle to close completely so that you will obtain the maximum engi-
ne braklng on closing the throttle. In this case however, do notbreadjustthe mixture screw or air-
screw setting because any further mixture screw closure or arr-screw opening may cause two-
stroke englnea to seize on the overrun.

3.5 - Progression system

By progresslon we mean the transltion perlod bet-
ween mixture delivery from the idle clrcuit and the
beqlnning of mixture dellvery from the maln jet cir-
cuit.
On flrst openlng the throttle, the air drawn lnto the
englne increases and therefore, in order to have
an inflammable mixture still, the fuel supply must
also be Increased.
As previously noted, the ldle hole(3) shown In flgu-
re 20, only deiivers sufflclent fuel for englne ldle
operation and the rnaln circult stlll does not dell-
ver any fuel because of lnsufflclent vacuum up-
stream of the throttle. The progresslon hole (2) Is
therefore necessary to dellver the fuel required d u
ring this transltlon period. The progression hole
draws fuel from the idle clrcult (4) and Is posltio-
ned Immediately upstream of the closing edge of
the throttle slide (1) for the promptest response t o
fuel demand when the alrflow suddenly Increases.

-
It k Interesting to note that the progression hole
serves a dual ur ow: When the englne is idling,
e%
air from the main arrel passes Into the progres-
sion hole and weakens the mlxture flowing
Rg. 20

through the idle circulf; When the throttle Is ope-

ned slightly, the idle cfrcuit mlxture flows lnto
maln barrel through the progression hole.
The progresslon hole therefore first feeds alr In
one dlrectlon and then feeds mlxture In the oppo-
site direction.

This Manual provided for the sole use of Jet-Tech Motorsport customers
Following the progresslon phase, on further ope-
nlng of the throttle, the full-throttle clrcult begins
to operate. By openlng the throttle valve beyond
progresslon, a partial vacuum Is created in the
mlxture chamber, due f o the speed of the air belng
drawn through to the englne, and thk vacuum is
sufficient to cause fuel to be sucked out of the
atomlser nozzle.
In thls situation (figure 211, fuel metered by the
maln jet (5) and further regulated by the atomlser
outlet (3) (the atomlser outlet area varles accor-
ding to the positlon of the taperedneedle moving
up and down through it) Is mlxed wlth alr from
channel (4) and alr from the main barrel (2).
The amount of fuel whlch comes out in the first
quarter of the f hrottle slide movement Is determl- I

-
ned by the throttb sllde cutaway, by the slze of
the atomiser and by the diameter of the cylindrical
part of the tapered-needle at the openlng.
4-
L $-
From here up to three-quarter throttle, It Is deter-
mined by the atomlser-needlejet size and by the
dlameter of the tapered-needle a1 the opening.
From threequarter throttle to full throttle the
amount of fuel depends solely on the slze of the
main jet.
Therefore you should change the following,parts no, 21
to vary the full throttle olrcult delhery:
- the throttle dldm cutaway
- the t a p d nndlr
- -
the atoml?sr-neadlojmt a h and type
- thm maln jet
There are two different full-throttle systems; one
is used on twoatroke engines and the other on
four-strokes, although some special appllcatlons
do not conform to thls.

3.0.1 - Full-throttle
tw~-StTOke
system usually used on
8llghl8S

Figure 22 shows the full-throttle mechanfsm used

on two-strokeenglnes whkh features an extended
nozzle (6) at the end of the atomlser (7); this produ-
-
ces better performance during acceleration.
Alr from the Inlet (3) passes through channel (2)
and flows Into the round extension (1) formed by

-3
the upper outer end of the atomlser and by the In-
ner part of the nozzle (6). It then mixes with fuel
metered through the main jet (4) and comlng from
the atomlser (7) and then flows Into the venturl(5).
A larger atomlser-needlejet slze produces an In+ 4
crease in fuel delivery at all throttle podtjonsand,
conversely, a smaller size will produce a decrease
in fud delivery at all throttle openlngs. fro. 22

This Manual provided for the sole use of Jet-Tech Motorsport customers
Usually the atomisers on carburettors tntended
for two-strokeengines are manufactured in two ty-
pes: wlth either long or short upper parts (figure
23). The atomisers with longer upper parts cause a
weakening of the mixture at low speeds and du-
ring acceleration from low speed; on the other
hand, atomisers with shorter upper parts produce
extra enrichment. Carburettors for raclng motor-
cycles use atomlsers wlth short upper parts.

3.8.2. Full-Throttle system as usually used on fig.23

4-Stroke englneas and also on twomStroke En.
glnes In speclal appllcatlons.
Flgure 24 shows the full-throttle system used on
four-stroke englnes which utillses air to change
the amount of fuel delivered by atorniser follo-
wing suddenthrottreopenlngs.
There are several sideholes (6) In the atornlser(5),
communicafing with the air intake (2). On openlng
the throttle fuel metered by the main jet (3) flows
into the atomiser where it rnlxes with alr drawn
through the slde holes of the atomlser and the re-
sulting fuel-ah smulslon flows Into the .barrel (4)
where it further mixes wlth air coming from the
main intake (I),
A larger Internal diameter of the needlejet-
atomiser produces an Increase In fuel delivery at 1
all throttle valve wosltlons whlle a smaller size re- 1 4
suits In a decrease in fuel dellvery at all throttle,
valve openings.
The atomisers fitted to carburettors inteded for
four-stroke englnes are manufactured with diffe-
rent types of side drlllings because tho positions
of these holes affect accelerat Ion response.
Atomiser holes posttloned high up cause a weake-
ning in the mlxture since they are above the float
chamber fuel level and only let alr In; conversely,
holes lower down cause mlxture enrichment be-
Rg. 24
cause they are below the chamber fuel level and
draw fuel from the well to the barrel.

The result Is that, t o weaken the mixture under

accelerat~an, atomizers wlfh holea drilled higher
up are required, whlle to enrlch the mlxture, atomi-
sera wlth hot- lower down are needed. The holes'
dlameter determines how long the weli takes to
empty and It Is therefore also necessary to setecf
a sultable slze.

86.8. Salectbh af the throttle valve cutaway. 8 ,r -

Foilowtng prwresslon and on opening the t h r ~ t t l e

further up to approximately onwuarter, the par-
tlel vacuum present In the mixture chamber draws
fuel up thrdegh the domber. h this operating
phase the effective fuel passage m a is determi-
ned by the atomiaer-needlejet Internal dtap-ieter
and by the varying sectton of the taperedmneedle
movhg up and down Indde It.
The detrldlng facto~whlchregulates the air flow in
thls phase is rhs~hrottlevalve cutaway (figure 25). fQ.2s

This Manual provided for the sole use of Jet-Tech Motorsport customers
A small cutaway creates a greater vacuum and
consequently causes a larger amount of fuel to be
drawn up through the atomiser ; on the other
hand, a larger cutaway would lower the vacuum
and therefore reduce the fuel delivered.
Because of this, fitting a .lower slide cutaway re-
sults in enrichment and vice versa.

-
3.6,4 Selectlon of the tapered needle
The determlning features of the tapered needles
are:
the dlarneter A of the eylindrlcal part
the length C of the tapered part
the diameter El of the tlp (figure 26)
You should select the tapered needle considering
the elements above In the complete operating ran*
g=.
The cylindrical part of the needle affects the mix--
ture strength in the first throttle valve movement,
up to about a quarter throttle; therefore, in this
operatlng phase, a reduction in the diameter of
this cyllndrlcal part produces a mixture enrich-
ment and vice versa.
The tapered part of the needle affects the opera-
ting period between a quarter and three-quarter
throttle; therefore, for any given tapered part
length and cylindrical part diameter, Increasing
the tip dlameter results in the mixture weakenlng
and vice versa.
With the diameter of the tips and the cylindrical
parts the same, an increase in the tapered part's
length results In an advance of the enrichment of 4.26
the mixture. By changing the notch positions, the-
refore, it Is possible to raise or to lower the needle
in order to obtain mixture enrichment or mlxture
weakening over the range regulated by the needle
taper.
When major changes in the mixture strength are
necessary, change the needle according to the
elements and features mentioned above.
In most cases the tapered needle is always held
pressed against the atomiser-needlejet's upper
edge by a spring located In the throttle slide.
In this way, the position of the needle and the ato-
miser, and consequently also the fuel delivery, are
malntained constant, and thus avoiding excessive
wear both of the needle and the needlejet due to
vl brat ion.

3.6.5 - Selectlon of the correct sixe of main jet

The correct main jet size should be selected by running on the road, preferably by first starting
with an over-large size jet and gradually reducing it.
At full throttle, turn the starting device (choke) on, thus further enriching the mixture and, if this
produces a worsening In engine runnlng le. It reduces englne rpm, it Is advisable to reduce the
main jet size until you finally get satisfactory operation.
Other signs revealing the maln jet 1s too blg are a very dark exhaust plpe, dark exhaust gases
und damp spark plugs and an Improvement In engine running when the fuel supply is temporari-
ly shut off,

This Manual provided for the sole use of Jet-Tech Motorsport customers
In a case where too small a main Jet has been fitted at first, and the runnlng wlth the choke on
makes a noticeable Improvement, you should increase the maln jet size until the condltlons
mentioned above occur.
In selecting the correct main jet, the engine running temperature should be taken tnto conside*
ration, quite apart from Increases in power and top speed, because lean mixtures cause higher
running temperatures.
In a sltuatlon where a very large Increase in the main jet size is required, remember that the
maln jet flow cross-sectional area should not exceed the effectlve area for fuel flow between
the needlejet and the tapered-needle tip.
Check this wlth the following formula:

[(-;j. 3.141 <[r3-3,14 -. 3 , , . ]

where
Dm Is the maln jet size
Dp Is the atomlserneedlejet slze
Ds is the tapered needle t lp diameter
All measured In hundredths of a rnllllmeter
For example: main jet 180
needlejet 264
tapered needle tlp 170:

glving the resutt 25.430 c 32.030 ie. the needlemneedlejet clearance i s adequate here.

Every.tlme the throttle is opened suddenly, the alr speed In the barrel drops.
In two-stroke eng lnes thls does not upset good engine running, but in fourstroke engines thls
drop in air speed causes the atomlser to deliver Insufficient fuel.
For this reason, on largediameter carburettors for four*strokeengines, an accelerator pump en-
richment device Is fitted.
This Manual provided for the sole use of Jet-Tech Motorsport customers
3.7.1 Diaphragm accelerator pump
As shown In figure 27, on opening the throttle sll-
de (91, lever (8)controlled by a special cam (7) cast
Into the front of the throttle sllde, acts directly on
the pump diaphragm (I),held out by the sprlng (2).
This diaphragm, through the delivery valve (4) and
pump jet (51,pumps fuel Into the main barrel (10).
On closing the throttle, the diaphragm returns to
its orlginal posltlon, pushed by the spring and dra-
wing fuel up from float chamber through the inlet
valve (6).
The pump injection amount can be changed by ad-
justing the screw (3) which controls the travel of
the diaphragm and consequently the volume of
fuel pumped out.
The start of pump operation is determined by the
particular conflguratlon of the cam (7)cast In the
front of the slide (9).

3.7.2 Selectton of correct pump jet and silde pump

cam
The profile of the cam in the throttle slide controls
the action of the accelerator pump.
For example, cams having the operating ramp
hlgh up in the throttle vake (see figure 28) make
the pump start to work immediately the throttle
opens.
Operating ramps lower down in the slide (figure
29) delay the spraying action of the pump.
Havlng selected the cam type, to produce imme-
diate or delayed pickup from englne idle, the
pump jet size can then be chosen.
The size of pump jet selected determines the dura-
tlon of fuel delivery, so the larger the pump jet
used, the shorter the pump spraying interval and
vloe versa. The quantity of fuel sprayed out has al-
ready been fixed. flg. 29

Pump jet select ion must be effected with the en pi-

ne running wlth rapld full-throttle acceleration; un-
der these circumstances the optlmum jet size
should allow the engine to pick up regularly and
promptly, rapldly Increasing englne speed In every
acceleratlon-speed range.

This Manual provided for the sole use of Jet-Tech Motorsport customers
3.7.3 - Plston-type accelerator pump
Figure 30 shows a simpler pump system than the
one previously described, used on some other car-
burettor models.
As shown in the figure, on opening the throttle (I),
the taperedneedle (2) integral with it, releases the
piston (5) with Its perforated top, whlch rlses, pu-
shed by the spring (8),squirting fuel through the
atomiser (4) directly lnto the main barrel (3). In the
upstroke, the ball-bearing valve (6) closes and
seals the hole (7).
On the downstroke, the needle pushes the plston
(5) down, compresslng the spring (8),while the ball
valve (6) rises, unblocking hole. (7) so that more
fuel can agaln fill the chamber which has been for-
med above the piston.
The length of the chamber where the piston (5) mo-
ves, determines ths amount of fuel whlch is pum-
ped up lnto the maln barrel (3).
The pump actlon Is also affected by the length of
the grooves (9) machined In the internal walls of
the cyllndrical chamber, where the pump piston
moves (see figure 30).
When the throttle slide stops moving In any open
position, the plston (5) also stops, stopping the
pump action; the carburettor therefore then works
In the usual way. Fuel, whlch rlses continuously
from the float chamber by the normal partlat-
vacuum action and flows first through the main jet
(10) and then up lnto the atomiser-needlejet (4) to
the maln barrel (3), keeps the ball valve (0) open.

4. - MULTY.CYLINDER ENGINES
Supplying fuel mixture to multi-cylinder engines
usually involves fitting one carburettor to each cy-
Ilnder. Thls is because high-performance motorcy-
cle engines have camshaft timing which would up-
set the carburation provided by just a single car-
burettor.
Thls does not happen with less sophisticated en-
glnes and, in these cases, it Is possible to provlde
an efflclent fuel supply to one or more cylinders
wlth only a slngle carburettor.
Depending on the particular englne layout, instal-
lation of carburettors on multtcylinder engines is
generally accornpllshed In two ways:
- with carburettors separated (figure 31) and the-
refore with a throttle cable each.
- wlth carburettors mounted together In a rigld
group by means of a suitable flange (figure 32)
and wlth a slngle control cable.
All the adjustment procedures for multble carbu-
rettors are the same as those described for slngle
carburettore. fig. 31

This Manual provided for the sole use of Jet-Tech Motorsport customers
 4.1 - ldle tuning and adjustment
Idle adjustments on a multi-cylinder englne with several carburettors should be carrled out wlth
a mercury manometer having a column for each carburettor.
Make sure, both for independent (figure 31) and grouped carburettors (figure 32), that each
throttle cable has about lmm free play at Idle.
Now you can adjust the idle as follows:
- Connect each barrel to the mercury manometer, taking off the blanking plugs provlded on
the vacuum Intakes and fiftlng instead the proper vacuum connectors. If a compensator Is
fitted, dismantle it and connect the compensator connections to the mercury manometer.
- unscrew each ldle mixture screw (3) about two turns from the fully-closed position.

- start the englne and when it has reached normal running temperature, adjust the idle speed
to about 1000 rpm using the throttle adjusting screw (2) in figure 31 or screw (4) In flgure 32.
- for Independent carburettors (figure 31) align the mercury column levels using the throttle ad-
justing screws (2) on each carburettor.
- for carburettors mounted together In a group (figure 32) allgn the mercury column levels wlth
the level of the carburettor connected directly to the throttle control, adjusting the balance-
adjusting screws (5), (81, (7).
- then adjust the mixture screws (3) of each carburettor to obtain the fastest even running.
- recheck the alignment of the mercury columns and then reset the englne to the desired idle
speed using the throttle adjusting screw (2) In figure 31 or screw (4) in figure 32.
- for Independent carburettors (figure 31) check that the alignment of the mercury columns is
unaffected by slightly opening the throttle. If It is, adjust the individual cable-adjuster
screws (1) to correct this.
- finally, disconnect the manometer unions and reflt the blanking plugs or the compensator
ptplng.
Where the carburettor group has been dismantled for sewiclng, some approximate synchronl-
sation will be helpful before reassembling; see that all the slides are opened I m m and that the
idle mixture screws are opened two turns from the fully-closed posittons.
The throttle valve opening securing-screw (A)shoutd be adjusted Is such a way that it allows full
opening of the throttle slides up to a maximum of Irnm beyond complete clearance of each car-
burettor barrel.

This Manual provided for the sole use of Jet-Tech Motorsport customers
5. - FACTORS WHICH CAN AFFECT CARBURATION
In some cases, carburation which has been properly set up in particular conditions can then be
upset by certain factors ie.
a change of fuel used
a change In atrnospherlc pressure
a change in air temperature

5.1 - Change of fuel

When a different fuel other than commerclal petrol is used, It is necessary to estlmatetheoretl-
cally the new stoiciometrlc mlxture ratlo and consequently change all the jet sizes to suit.
If the stoiclometric mixture ratlo decreases, larger Jets are requlred and vice versa. Any such
changes should,.of course, be made on a percentage basls le.'when the stolclometrjc ratio in-
creases by a certain percentage, the jet sizes should be reduced by that percentage.
For example, If commerclal petrol (stoiciometrlc ratio 14.5) is replaced by methyl alcohol (me-
-
thanol, with chemlcal formula CH30H stoiclometric ratio 6.5) the jet sizes should be Increased
by about 50% ie. double the flow rate. If fuel consisting of 25% petrol and 75% methanol is
used, jet slzes should all be increased by 30%; wlth fuel composed of 50% petrol and 50% me-
thanol, the jet sizes need only be increased by 18% compared to when uslng stralght petrol.
You should also replace the needlevalves, increasing the seat sizes accordingly.
When uslng speclal fuels such as methanol, it is very important that all the component mate-
rials of'the carburettors have been treated, wherever necessary, to resist chemlcal attack. For
example, nylon components should be removed, and replaced by other parts resistant to the
new fuel.

5.2 - Changes In atmospheric pressure and In air temperature

Variations in pressure or temperature cause a change in the air density and consequently a
change in the fuelalr ratio and further tuning may therefore become necessary.
A decrease in atmospherlc pressure with consequent decrease in air density causes a mixture
enrichment and smaller jets will therefore be required.
Altitude variations also produce changes in the carburation and they too cause changes in the
air density; prolonged use of a vehicle at an altltude hlgher than 1500 metres, the carburation of
which was orlginally set up for operation at around sea level, would require a change of let slzes
in proportion to the pressure change.
In this case too, a decrease in pressure should be compensated by a reduction of the jet sizes.
Furthermore, a lowerlng of air temperature produces an increase in air density and consequen-
tly a mixture weakening; therefore an increase in the jet sizes Is required.
Summarising, we can say that any decrease In air pressure, any increase In altltude or In air
temperature should be compensated for by a decrease in the Jet slzes.
Conversely, any Increase in pressure or any decrease in altitude or in temperature should be
compensated by an increase in the jet slzes.

This Manual provided for the sole use of Jet-Tech Motorsport customers