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Suzuki 800 Intruder Club & Forum

A UK Site Dedicated To The Suzuki C800, VL800, VX800, M800, VZ800, VS800, C50, M50 Model Intruder / Boulevard / Marauder
 
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 VL800 / VZ800 Carb Jetting Guide

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Mr Intruder
Suzuki800.com Founder ... & ... Senior Administrator
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PostSubject: VL800 / VZ800 Carb Jetting Guide   Sat Feb 16, 2013 4:27 pm

Hopefully you will find this guide useful if you are re-jetting your bike as a good guide of where to start from. The following is what other VL & VZ riders have reported to have been successfully. If anyone jets their bike with any combination of exhaust & air kit, could they please post the information here for others riders to reference too.

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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, mix screw at 2.5 - 3 turns, plugged air jet. Adjust idle knob as needed to reach 1100 rpm.

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Mikuni & DynoJet, Size Comparison Chart.

Mikuni .......... 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
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MarcinG
Valued VIP Member
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PostSubject: Re: VL800 / VZ800 Carb Jetting Guide   Sat Feb 16, 2013 5:29 pm

Thank you Dave.

This, no doubt, will come in handy when the time comes for aftermarkets!
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captain crash
Mentally Deficient lunatic ..... & ..... Site Moderator
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PostSubject: Re: VL800 / VZ800 Carb Jetting Guide   Sat Feb 16, 2013 7:37 pm

Nice one Dave, good post
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smart
Valued Member
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PostSubject: Re: VL800 / VZ800 Carb Jetting Guide    Sat Feb 16, 2013 10:43 pm

Thank's Dave that's helpful
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rasty
Prospect
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PostSubject: Re: VL800 / VZ800 Carb Jetting Guide   Wed Apr 17, 2013 8:35 pm

dude, great post..
however i am still lost, just soulless.. ha , could use your help.. first off... what do you mean by "155 or 160 main jet" and where can i find this on the bike? can you send pictures or a vid? i hate to be so needy..
just FYI, i fall under he "Aftermarket or stock pipes (baffles or debaffled) & Uni filter or K&N (airbox mounted)" section of your guide..

also
can you clarify a bit for me about the "Mikuni & DynoJet, Size Comparison Chart." ? not sure what that is, or how to find out what mine is..

HELP thank you
-rasty
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captain crash
Mentally Deficient lunatic ..... & ..... Site Moderator
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PostSubject: Re: VL800 / VZ800 Carb Jetting Guide   Thu Apr 18, 2013 12:02 am

Rasty sadly the only way you can know what jets you have in your bike is to eyeball the jet and that means getting into the carb. As for the Mikuni and dynojet sizes, I think Dave posted them because they are the most used jets but they are different in size because they have a different internal taper as would other makes.
So if ever you read anywhere that someone has rejetted there carband you want to follow there instructions, if they have not listed the make of jet then the intructions are next to useless as they all have different internal tapers unless one maker mkes them for more than one seller. An example of this would be that dynojet also make them for Vance and Hines to sell as there own kits I believe
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rasty
Prospect
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PostSubject: Re: VL800 / VZ800 Carb Jetting Guide   Thu Apr 18, 2013 1:47 am

Ahh, thank you captain for some feed back..

so, essentially, what you're saying, is that i have to get under "my hood" so to speak and look for a label of some kind that tells me the size of the dynoset/mikuni?

if i told you my make model and year (every single thing on there is stock except for the air intake) could you tell me what the sizes are some how?
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captain crash
Mentally Deficient lunatic ..... & ..... Site Moderator
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PostSubject: Re: VL800 / VZ800 Carb Jetting Guide   Thu Apr 18, 2013 6:33 pm

The problem that you have Rasty is that the jets shown above are a giude, no more no less. 2 identical bikes will have a different jet setup so if you are going to get a garage to do it for you, its for them to work it out but if you are doing it yourself then by picking one of the jet set ups closest to your set up you may not have the perfect setup but will have a setup that will be close enough.
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rasty
Prospect
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PostSubject: Re: VL800 / VZ800 Carb Jetting Guide   Thu Apr 18, 2013 9:09 pm

damn.. that sucks.. i appreciate that tho.. thanks , i am definitely taking it to a shop now..
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PeatedFumes
Prospect



PostSubject: Re: VL800 / VZ800 Carb Jetting Guide   Thu Jul 06, 2017 11:27 pm

Question here- are those the same size jets on front and rear? Other guides seem to suggest different jet sizes on front and rear. 

Side note- why is that even the case? I can't understand why you'd want a different size jet on the front and rear.

Example: http://home.wyan.org/~jrhdlh/LLs_Jetting_Procedure.pdf

http://home.wyan.org/~jrhdlh/BasicStage2.txt

http://home.wyan.org/~jrhdlh/jetting.txt
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hmac
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PostSubject: Re: VL800 / VZ800 Carb Jetting Guide   Fri Jul 07, 2017 4:44 pm

Different sizes front are rear are due to rear cylinder running hotter.
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