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I could sure use that #42 or #40 pilot jet and 116 or 118 primary main jet. Mostly the smaller pilot. I tried a thicker needle fromy mixed bag but that went to still flooding at idle to lean ant 1/4 throttle. Too much hassle to sand the needle a bit, put carbs back in, try, take out, sand some more and repeat.
The TT 600's weren't sold here in the states after '84 or '85, Europe had them till somewhere around 2005 or'06. It sucks Yamaha did that, really limited our old stock of good bikes. |
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I can't believe the dang $8 #120 main jet appeared. I have been looking around for one for a few weeks. Just a few days ago I ordered a #120 out of Israel for $16. doh |
Your looking at the XT350 jets for those small, I'm not sure if those fit or not, it likely but hasn't been confirmed, that 3rd series is quite a bit different than normal, don't know what that means. I have the #45 pilot in it right now and it is way too rich at idle and just above. I have several extra carbs here and extra big jets, I could plug one up and redrill, Just have a set of Raptor carbs to install now that winter is here to get something better.
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1983 XT550K CARBURETOR 1985 XT350N CARBURETOR 1985 XT350NC (CA ED.) CARBURETOR 1986 XT350S CARBURETOR 1986 XT350SC (CA ED.) CARBURETOR 1987 XT350T CARBURETOR 1987 XT350TC (CA ED.) CARBURETOR 1987 XT600T CARBURETOR 1987 XT600TC (CA ED.) CARBURETOR 1988 XT350U CARBURETOR (NON-CALIFORNIA MODEL) 1988 XT350UC (CA ED.) CARBURETOR (NON-CALIFORNIA MODEL) 1988 XT600U CARBURETOR 1988 XT600UC (CA ED.) CARBURETOR 1989 XT350W CARBURETOR (NON-CALIFORNIA MODEL) 1989 XT350WC (CA ED.) CARBURETOR (NON-CALIFORNIA MODEL) 1989 XT600W CARBURETOR 1989 XT600WC (CA ED.) CARBURETOR 1990 XT350A CARBURETOR (NON-CALIFORNIA MODEL) 1990 XT350AC (CA ED.) CARBURETOR (NON-CALIFORNIA MODEL) 1991 XT350B CARBURETOR (NON-CALIFORNIA MODEL) 1991 XT350BC CARBURETOR (NON-CALIFORNIA MODEL) 1992 XT350D CARBURETOR 1992 XT350DC (CA ED.) CARBURETOR 1993 XT350E CARBURETOR 1993 XT350EC (CA ED.) CARBURETOR 1994 XT350F CARBURETOR 1994 XT350FC (CA ED.) CARBURETOR 1995 XT350G CARBURETOR 1995 XT350GC (CA ED.) CARBURETOR 1996 XT350H CARBURETOR 1996 XT350HC (CA ED.) CARBURETOR 1997 XT350J CARBURETOR 1997 XT350JC CARBURETOR 1998 XT350K CARBURETOR 1998 XT350KC CARBURETOR 1999 XT350L (PURPLISH WHITE SOLID 1) CARBURETOR 1999 XT350LC (PURPLISH WHITE SOLID 1) (CA ED.) CARBURETOR 2000 XT350 - XT350M CARBURETOR 2000 XT350 - XT350MC CARBURETOR 2001 TRAILWAY (PURPLISH WHITE SOLID 1) (CA ED.) - TW200NC CARBURETOR 2001 TRAILWAY (PURPLISH WHITE SOLID 1) - TW200N CARBURETOR 2002 TW200 - TW200P CARBURETOR 2002 TW200 - TW200PC CARBURETOR 2003 TW200 - TW200R CARBURETOR 2003 TW200 - TW200RC CARBURETOR 2004 TW200 - TW200S CARBURETOR 2004 TW200 - TW200SC CARBURETOR 2005 TT-R230 - TTR230T CARBURETOR 2005 TT-R230 - TTR230TC CARBURETOR 2005 TW200 - TW200T1 CARBURETOR 2005 TW200 - TW200T1C CARBURETOR 2006 TT-R230 - TTR230V CARBURETOR 2006 TW200 - TW200V CARBURETOR 2006 TW200 - TW200VC CARBURETOR 2007 TT-R230 - TTR230W CARBURETOR 2007 TW200 - TW200W1 CARBURETOR 2007 TW200 CA - TW200W1C CARBURETOR 2008 TTR230 (DEEP PURPLISH BLUE SOLID E) - TTR230X CARBURETOR 2008 TW200 (PURPLISH WHITE SOLID 1) (CA ED.) - TW200XC CARBURETOR 2008 TW200 (PURPLISH WHITE SOLID 1) - TW200X CARBURETOR 2009 TTR230 (DEEP PURPLISH BLUE SOLID E) - TTR230Y CARBURETOR 2011 TTR230 - TTR230A CARBURETOR 1989 OVATION - CS340N CARBURETOR 1989 OVATION DELUXE (ELEC START) - CS340EN CARBURETOR There are even bikes from the 70's that use the same jet size too. The part numbers are all the same except the last 2 digits which differentiate the jet hole size. So I am pretty sure they will work. I will be finding out soon enough. I also ordered some 132.5 mains too off ebay. They are for the 1989 Yamaha Ovation snowmobile listed above. We shall see on those as well. According to the info on boats.net they should all work. I also ordered a #50 pilot jet for a TTR 250 using the same parts theory. The pilot jet has the same part number as the TT & XT but differs in the last two digits. I sure hope it fits. The pics I have seen online look like it will. If it doesn't I will need to do some drilling on one of my old pilots. Speaking of drilling jets I looked into finding more bit sizes but can't find several sizes that are needed for drilling jets consistently without jumping large gaps in jet size. There are no drill bit solutions that that I could find though so I looked into micro reamers instead. I found that micro reams come in .01mm increments from .2mm up to 3.1mm. They could make any jet size needed pretty easy. Here is a .pdf of carbide micro reamers available from Kyocera http://www.kyoceramicrotools.com/pdf...ts-Reamers.pdf If you search the reamer part numbers online they can be found for $25-$30. They are kinda spendy but are a pretty much perfect solution for jet sizing. I am gonna try to find some lesser expensive reamers now. Maybe there are some other lower cost ones out there. |
If you want to try dropping in size on that jet you wish you had at #118 I saw a crazy redneck solution today that might work. Over on the Tenere UK Forum I ran into a post where some dude bought an XT. When he went to clean the carb he found that the main jet had been slightly restricted with a piece of wire to lean it out. The picture in the thread looks like it was a hack job. It would be possible though that with a nice thin piece of wire that something nicer cold be made up. Its a crazy solution but hey it may be worth a shot. I may try it out for fun one day. Below is a link to the post on the UK Tenere forum. Scroll down the page to see a picture of the wire hanging out of the jet. :laugh:
The Ténéré Forum • View topic - Urgent help (I know title sucks but its really urgent) I guess I may as well bring the picture over. http://i790.photobucket.com/albums/y...akarnaZica.jpg |
Ya I had said that putting a wire in the jet does work a few days back in an elseware thread. Not real exact but.....
I hadn't looked at the second page on boats with the jets, so that should answer that question as to fitament. I think I'll order some of those smaller jets. One of my bikes is still getting the Raptor carb treatment but at least a person has more options with the old carbs. Paying that much for reams would be silly, getting the jetting absolutely perfect isn't that important on these bikes, not like they are race bikes. leave it a bit rich and go ride. Just don't let it go too lean. |
Parts numbering
As to parts numbering, it has been my experience that the first set of numbers are very significant. The remainder of the part number denote a series of a part, and explains the same numbering of the XT and TT front axle. I do believe they are different though, since you have both, are the front axle's exactly the same or is there some difference, like a way to pull the TT axle out?
In other words, if the first numbers are different, the part is unique. You have to go by the entire part number. |
Ive done a bunch of parts comparing with the parts physically in my hands to double check and other checking into it. The first three numbers are mostly just the model that part is for or made for,( like 34l= '84xt600/motorcycle, 5lp=raptor atv,ect...) I've found that series has little to do with the actual part. It's the second series that is the specific part and design, the third 3 is any re-designs or updates ( this is where there can be some changes to the part), the fourth I'm not sure. I've probably confirmed this with about 20 parts that the first number are totally different but the 2nd series is indentical and the parts are the same .
Now this isn't fail proof or exact, but you would be surprised once you start to physically have the 2 parts in hand and make note of the numbers , how many parts are used across the model line, just the first number changes. For instance, the oil pump on the '90 XT600 vs 2005 Raptor 660 atv ................................... 3AJ-13300-00-00 vs 5LP-13300-00-00 both of these parts are identical, I have both and measured them to confirm. Many of these parts, like those jets, on Boats.net when you select the part number it shows a list of what models that part fits, and quite often it comes up with bikes , atv, scooter, snowmobiles , all across Yamaha's lineup ,using that part or could use it. I'm really finding this out as I am putting the XT600 cylinder and top end on top of a 660 Raptor bottom, everything bolted right up, cam chain fits the 600 cam gear(same part #), the 600 piston fits the 660 con-rod( same stroke), many parts are the same # except the first series. Of course I haven't fired it up yet :rolleyes: |
I didn't know you mentioned the wire trick. At the UK site was the first I had heard of it. It seems like an okay temporary trick. It seems that it would be good to use if one was curious if a leaner jet would be worth purchasing, in a pinch on a tour up into the mountains & things get too rich or on a bike that doesn't get ridden much, ect.
Another part I ordered for my XT carbs is the newer pilot set screw from the 1990 & newer XT600. I am curious as how it will compare to the older screw. |
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Something I thought as another idea for custom secondary main jets for these old TK YDIS carbs is to create a new jet style that could screw into the existing jets. I am wondering if it would be possible to drill out & tap one of these old jets & then have jets that screwed into the original jet as if the original jet was a mount for jets instead of a jet itself. Its probably a fanatical idea too but it would be nice to have a better selection of jets. I am fanatical about jetting I guess. If I had the cash I would compile a large selection of custom jets for my XT. I don't know what it is about jets. I guess I just like having them as a collector would of any other objet. There is nothing sweeter then cracking open a jewelry box with 40 main jets, 10 pilot jets, a dozen different needles, a couple different throttle slides. The best is knowing that somewhere in the box is a perfect tune for any style of riding, terrain, climate or motor build. Of course more options isn't always a good idea as then its pretty easy to end up :taz: tuning all the time instead of :mchappy: |
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Good luck getting the Raptor carbs going too. I may do the Ninja or Raptor carb conversion after I play with the TK YDISs some more. After doing research on all these TT & XTs I am also wondering if the carbs off the newest XT660 or TT600 sold in Europe will work on the old motors. Another avenue I want to look into is some kind of throttle body fuel injection. A fuel injection conversion would probably be spendy but sure would be sweet. |
THE newer 660 bikes are single carbs, which you can get a Grizzly 600 intake that reduces the two carb designed head into a single carb, but then you run into room with the shock. A person would need to have an offset intake so the carb sits a little crooked then the airbox boot could get to it.
I recently bid on but lost, a Raptor 700 EFI throttle body and harness, that would be a good one, especially with the 660 bottom, it has a few more sensor the efi uses. A person can sometimes get the whole system for $350-$400, maybe next year once I have all my projects settled in and get bored again:innocent: That secondary jet adaptor would be a good idea, but if these 350 or 225 jets do indeed fit it will provide many of the options one would need then. I wonder if the adjustable needles or the entire secondary slide would fit from there, if it has an adjustable needle. I also bought a set of four Mikuni's from a Kawi street bike that are 32mm (IIRC), I got them for $45, will need to fab some throttle connections and mounts though. The Raptor carbs fit right on except the snout is another 4mm bigger dia. so the boots need to be ground bigger id or the carbs need to be machined smaller od. That's one of my biggest holdups, I've been trying to find another model/brand that has boots to fit the carbs and can be easily modded or bolt right up to the head. I hate to cut up $80 boots. |
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Well the 350 has the other style of secondary jet like the 1990 & up XT600e carbs. So only the primary main jets can swap over to the older XT600s but not the secondary main jets. Maybe there is some other stuff that fits too. I am not sure. The Raptor EFI sounds sweet. I saw it was a single throttle body though. To bad it can't be a dual body setup. If the Ninja 250 carbs fit how about a Ninja 250 EFI conversion? Here is one Kawasaki Ninja 250r Fuel Injection Conversion Kit - Small Engine EFI Conversion kit | fuel injection kits I am not sure if this is the right kit that matches the carbs that fit the XT. What year of Ninja 250 carbs work for the XT carb conversion? |
If I'd get the 700r EFI system I was planning on making my own intake to go to the single and have either the throttle body offset or move the shock over an inch or so to make room.
That Ninja EFI system I haven't seen before and looks rather interesting. I don't know how it would work because of the cc difference and whether the nozzles can be pulsed enough to throw enough fuel or if bigger nozzle can be gotten for it. Might be worth investigating further though. I've always had that itch for fueling these old bikes or at least one for a daily driver. |
That is a good point about the the cc difference. This is definitely something to look into. Maybe a custom kit could be put together. The same company makes a 400-800cc single body kit. I bet if the situation was looked into something could be built.
A fuel injected 43f XT600 would be sweeeeeet! The best part of EFI is as the Ninja kit description says " • Fully tunable with laptop tuning software (free). No need to add any other piggyback device Programmed right with a good kit it would be hard to keep the front wheel on the ground I bet if the throttle has utilized in a heavy manner. The EFI could also be programmed for fuel economy too. Once the programs were created all it would take would be a few minutes of horsing around with a PC to swap programs. |
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