OzVMX Forum
Marque Remarks => Suzuki => Topic started by: oldfart on June 28, 2008, 12:16:12 pm
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I have been asked what mods I had done to fit a KX 500 piston into my Pe 400
picture should say it all
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Hey Oldfart, so hows the PE go with KX piston. Notice much difference. What carb setup ya running. I did same awhile ago,runs good but still sorting stuff out.
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I would be interested in some tips about jetting as well, I'm using a RM 465 piston in a PE 400 motor and I'm still trying to get the jetting the way it should be.
John.
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Now that the top is sweet the bottom end needs a bit of attention ( new mains bearings )
With the jets main = 310
pilot = 50
clip down one from centre
Also it needs more fuel in the bowl ... so have set the level 1mm higher. Tip - also open vent the tank , as i have found it doesn't let enough air in when connected to pe handle bar thingy ma bob
I run a paper thin head gasket - and std size base gasket
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I'm using a 320 main jet and although it runs reasonably well low to midrange, it pings its head off at full throttle! When I try to get that right by moving the needle clip down one, the midrange turns to mush again. I am using a KX fuel tap on it which has the bigger fuel line diametre, but I think it still starves itself out dry when youre giving it to it.
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Hence the reason why I have raised the fuel level in the bowl . STD should be at 10-2 to 11-2 measured at the jet body ( remove the jet ring ) to the the float tang .....make sure that the spring loaded neddle is not compressed ( just touching is preffered ) measurements as per book with gasket removed
Best results are to secure the carb in a vice on it's side makeing sure the float pin is secure -
I have mine at 12-2 mm ..... just dripping out of overflow when motor is not running with gasket on , so in effect I have mine set at 13-2 ;)
Try the lozza tune method and it works .... run it at full throttle in top gear - pull the clutch in and hit the kill switch ....then check your plug
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Thanks for the info, I'll definately check the float level, that's one I haven't thought about tinkering with. What I am wondering about is the exhaust port timing being altered by raising the barrel 5mm as is the case with a 465 piston. The conversion I have done on mine was highly recomended, but I don't know if it was as a performance improvement or just a way of getting use out of a worn out second oversize bore? Has anybody ever got one of these running crisp? What's involved in fitting a KX 500 piston anyway?
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As the pic indicates KX std piston is on RHS showing trim line - PE piston is in centre - trimmed KX piston is on LHS
Trim the skirt on the KX piston so as to be the same as the PE .... ( view the pic and pay attention to pin and just above top ring hieght )
I have had a gig made up and had the Kx piston PIN milled out to 20 mm the re groved to take the circlip. Previous to that I had a crowed roller set up with Hardened steel washers as spacers between the piston and rod ( 1.5 mm either side x 19mm ) approx 2 seasons racing on this set up and no sign of wear on pin ( washers )
New set up uses PE pin and roller with thrust washers at the piston .
Yes I had contemplated the 465 piston set up ..... The kX gives me a lot more re bores ;)
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Just make sure its still going when I turn up
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Thanks for info Oldfart.I need to get more compression so was going to use thinner head gasket aswell but was told it could blow out easier. I take it you havent had any trouble? Should i shave head+use std gasket. Any thoughts.
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Will this trick work in RM465 Stew?
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Bore on 465 is larger ....much larger . First you need top pin size then bore size, check thru serco catalogue for a match or give BB imports a buzz :)