Rejetting Matrix - Suzuki Volusia Forums : Intruder Volusia and Boulevard Forum
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post #1 of 68 (permalink) Old 01-28-2005, 01:25 AM Thread Starter
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Rejetting Matrix

There used to be a thread on the VOL that ran about 80 pages and covered just about everything you can think of related to rejetting a Volusia. The thread was started by BriMan who is also a member of VR. The best part was a rejetting matrix BriMan put together over time with inputs from various people who had rejetted their carb given various setups. I was lucky enough to have printed out the thread before VOL went down. With BriMan's permission I am re-posting the matrix here.

Stock pipes (baffles or debaffled) & stock airbox:
128 or 130 main, 30 or 32.5 pilot jet, dyno spring, dyno needle on 3rd notch, mix screw at 2.5 - 3 turns. Adjust idle knob as needed to reach 1100 rpm.

Aftermarket pipes (baffles or debaffled):
132 main, 32.5 pilot jet, dyno spring, dyno needle on 3rd notch, mix screw at 2.5 - 3 turns. Adjust idle knob as needed to reach 1100 rpm.

Aftermarket or stock pipes (baffles or debaffled) & Uni filter or K&N (airbox mounted):
150 or 155 main, 37.5 pilot jet, dyno spring, dyno needle on 3rd notch, mix screw at 2.5 - 3 turns. Adjust idle knob as needed to reach 1100 rpm.

Aftermarket or stock pipes (baffles or debaffled) & K&N (carb mount):
155 or 160 main jet, 40 pilot jet, dyno spring, dyno needle on 3rd notch, mix screw at 2.5 - 3 turns. Adjust idle knob as needed to reach 1100 rpm.

Aftermarket or stock pipes and Hypercharger airkit:
142 main jet, 45 pilot jet, dyno spring, dyno needle (for Thunder kit) on 3rd notch (Thunder says 2nd notch, but no one has had this work well), mix screw at 2.5 - 3 turns, plugged air jet. Adjust idle knob as needed to reach 1100 rpm.

Add the How To (Rejet Carb) from BriMan's website www.therusks.com and you are in business.

This should cover the bases except for the Thunder air kit. I am looking for the posts that had those settings.

Mikuni/DynoJet Size Comparison Chart

Left side is Mikuni, right side is Dynojet

140.0=149.3
142.5=152.0
145.0=154.7
147.5=157.3
150.0=160.0
152.5=162.7
155.0=165.3
157.5=168.0
160.0=170.7
162.5=173.3
165.0=176.0
167.5=178.7
170.0=181.3
175.0=186.7
177.5=189.3
180.0=192.0
182.5=194.7
185.0=197.3
187.5=200.0
190.0=202.7

Parts:
Dynojet rejet kit 3195-002: Has main jets from 130 up to 160 and a new tapered needle.
https://www.oneidasuzuki.com/store/x...substring=3195

Pilot jets - motorcyclecarbs.com part # N224.103:
http://www.motorcyclecarbs.com/N224-...kuni-Pilot-Jet

Filters:
K&N SU8001 (OEM airbox):
https://www.oneidasuzuki.com/store/x...ubsting=su8001

UNI - 4245ST:
https://www.oneidasuzuki.com/store/x...00&cat=&page=1

Oneida Suzuki carries all but the pilot jets which motorcyclecarbs.com carries.

Note: Motorcyclecarbs.com has a rejet "kit" they have put together using the stock needle, with new main & pilot jet. Several members have done this and some are having problems dialing it in. They have no other jets to play with to fine tune and the stock needle makes the bikes less responsive in the mid-range. My recommendation is to use the dyno kit and buy a pilot or two. The benefits outweigh the cost savings and you have the jets on hand to fine tune your setup. [HuntsvilleAL note - I used to motorcyclecarbs.com kit and it worked just fine. The stock needle is re-used with shims. However, using this kit worked fine for me because I had this matrix. Without it I would have been toast.]

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post #2 of 68 (permalink) Old 04-04-2005, 11:18 AM
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QUOTE:
Left side is Mikuni, right side is Dynojet

140.0=149.3
142.5=152.0
145.0=154.7
147.5=157.3
150.0=160.0
152.5=162.7
155.0=165.3
157.5=168.0
160.0=170.7
162.5=173.3
165.0=176.0
167.5=178.7
170.0=181.3
175.0=186.7
177.5=189.3
180.0=192.0
182.5=194.7
185.0=197.3
187.5=200.0
190.0=202.7
---------------------------------------------------------------------------------
Are you sure these values aren't reversed? They look reversed to me!

Enjoy the ride.
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post #3 of 68 (permalink) Old 04-04-2005, 11:37 AM
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They look reversed to me too. maybe we are both wrong. What do brimans number's for the jets represent- The Mikuni or Dyno jet #'s? I assumed the dynojet's, because that is what kit he is referring to and the numbers would be way off otherwise. The numbers in his matrix seem to reflect the dynojet jets, but they seem to jive with the supposed Mikuni numbers on the left of the matrix. I noticed this when I rejetted, but just threw a 155 dyno main and 35 pilot 2.5 turns with uni and debaffled. Runs great, so no concerns, but I am getting VH straightshots soon and may need to make minor adjustments, so I would like to know the deal.
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post #4 of 68 (permalink) Old 04-04-2005, 11:58 AM
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OOPS, I"M WRONG. Got it mixed up in my head. The matrix looks right. Must be that time change thing screwing me all up, causing a loss of sleep and concentration.

Enjoy the ride.
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post #5 of 68 (permalink) Old 01-21-2006, 01:43 PM
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IMHO, the conversions don't look right to me at all either way you compare the columns.

Motorcycle Carbs apparently uses the Mikuni jets. They told me 35/150 or 35/152.5 for stock pipes and K&N. The Dynojet Stage 1 kit for the VOL. shows jets from 126 to 155 and recommends changing to the 150 for a stock exhaust and a K&N and 155 for K&N and aftermarket exhausts. Dynojet does not recommend or provide a primary jet in their kits at all and I have not been able to find a Dynojet cross reference for this???.

I have already spoken to 2 shops who have done this many, many times and they don't normally change anything but the main jets either.

So in the Briman matrix are these Dynojet, Mikuni or a combination? Can someone clarify this for me please.

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post #6 of 68 (permalink) Old 01-24-2006, 10:06 PM
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http://roadstarclinic.com/content/view/61/96/

I originally posted the DJ/Mikuni chart in the rejet guide a couple years back when this was on the old site. I picked it up from a conversion calc number I had found while digging for info on mikuni vs DJ. I found this matrix on another site which compares mik to DJ and highlights the sizes available. I am running a 155 Mikuni main jet with a 37.5 pilot on my 2001 vol with an on carb K&N, naked jugs and Cobra slash cuts. My response flattens out a bit from 3/4 to full throttle making me think I am running a bit rich (makes sense, would be close to a DJ 165). I tried the DJ 155 on my bike and it ran very lean with the throttle wide open, which makes me think the K&N breaths a bit better than the uni. I am still looking for a mikuni 150 or a DJ160 to try in this bike. For now she doesn't get to come out and play (damn you winter).
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post #7 of 68 (permalink) Old 01-25-2006, 12:10 AM
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That's what is confusing me. The Briman site suggests for Aftermarket or stock pipes (baffles or debaffled) & Uni filter or K&N (airbox mounted):
150 or 155 main, 37.5 pilot jet, dyno spring, dyno needle on 3rd notch, mix screw at 2.5 - 3 turns. Adjust idle knob as needed to reach 1100 rpm.

That suggests the 150 or 155 is a Dynojet main and a Mikuni pilot jet.
Motorcycle carbs suggested 150 or 152.5 main and 35 pilot and these are both Mikuni. The 152.5 is not even available so the next up would be a 155 Mikuni main which is the same number as the Dynojet kit recommendation???. The Dynojet instructions don't even mention changing the pilot at all.

It just does not fit with the conversions. A 152.5 Mikuni would be equal to a 162 Dynojet on the conversion chart shown. It just does not work even if the chart is reversed.

I would just like to confirm that the Briman suggestions are Dynojet mains and Mikuni pilot jets. I would be happy to work with that.

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post #8 of 68 (permalink) Old 01-25-2006, 05:36 PM
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All Briman mains reccomendations are Dynojet sizes. In the orignal boards he had posted that his reccomendations were in DJ sizes because the DJ kit is what everyone had.

I have decided to try the thunder air rejet kit with my setup to see how it works. If that works out I will post details on the K&N on carb setup with the thunder air stage III jetting. If it works as well as I hope I will drop the bike on my friendly neighborhood dyno and post the results. Cash (or weather) won't be available for those for another month or two. Here's hoping
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post #9 of 68 (permalink) Old 01-25-2006, 06:11 PM
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That's interesting Mr. Brill. Thanks.

The bottom line is that I will just have to try it and play with it. This morning I talked to a very good wrench who suggested a Suzuki jet kit but I can't find that here locally. He apparently used different valve springs on an '03 Vol with jetting, pipes and a K&N and had incredible results. He also said that he has seen excellent results from the carb mounted UNI filters too. As he said, you have to do a little experimentation but it's nice to at least have a starting point.

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post #10 of 68 (permalink) Old 01-27-2006, 07:38 PM
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I found another conversion chart that indicates that the Mikuni to Dynojet main jet sizes on the chart are correct. Mikuni on the left, Dyno on the right.

I submit my humble apology to those who took the extra effort to post them.

If I wanted a Harley I would have bought one....son!



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