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Old 06-21-2007, 10:19 PM   #11
aspd
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So you didn't have to rejet from stock after the holeshot installation?
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Old 06-22-2007, 12:21 AM   #12
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Originally Posted by aspd View Post
So you didn't have to rejet from stock after the holeshot installation?



No, typicaly adding just a can won't require a re jet. Changing the intake will like the 2 inch mod or just yanking the snorkle. The only intake changes I made are a stock replacement K&N and trimming the snorkle to gain a little more airbox volume. The bike is running a hair lean as evidenced by barely perceptible surging when cold but overall it runs like a swiss watch and I don't think I could get it any closer without a gas sniffer and a dyno.

Bear in mind I have the 21 in street core, if you went to the 17 or 14 in. competition core then it might be an issue because of higher exhaust flows.
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Old 06-22-2007, 03:45 AM   #13
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suzuki's got a solid lineup (i mean solid, in that 1970's black panther way). unfortunately, i might have to wait a couple of years for the gsx 1400 to set its huggy-bear jackboots upon american shores. it strikes a similar pose to the kawi zrx1100 (a sweet bike in its own rite):


pimp.

hopefully the states are soon to get the naked bandit 650 as well. they have them here in europa, but with austria's socialist taxing system, i'll save buying such frivolities for after repatriation.

anywho... shi-zu-ki, did the rejet and aftermarket can give you a noticeable performance boost, or did it just act to smooth out the engine? (or both or neither?) There’s a flat spot in my carburetion between roughly 4,000 and 5,000 rpm, and as a result I’ve been contemplating rejetting la bandita sucia. thanks in advance.
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Old 06-22-2007, 07:41 AM   #14
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Default ZRX1100 jetting

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Originally Posted by sarnali2 View Post
No, typicaly adding just a can won't require a re jet. Changing the intake will like the 2 inch mod or just yanking the snorkle. The only intake changes I made are a stock replacement K&N and trimming the snorkle to gain a little more airbox volume. The bike is running a hair lean as evidenced by barely perceptible surging when cold but overall it runs like a swiss watch and I don't think I could get it any closer without a gas sniffer and a dyno.

Bear in mind I have the 21 in street core, if you went to the 17 or 14 in. competition core then it might be an issue because of higher exhaust flows.
I had to put the stock can back on my ZRX because I got tired of sounding like I'm at the firing range. It also did a lot of popping on compression braking and I figured I wasn't doing my exhaust valves much good. So adding a YoshiRS3 or equivalent bolt-on definitely requires rejetting. I'm not willing to park it for the time it takes to install the holeshot jetting kit so I'll be rejetting this winter.
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Old 06-22-2007, 08:31 AM   #15
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Originally Posted by fumanchu View Post
anywho... shi-zu-ki, did the rejet and aftermarket can give you a noticeable performance boost, or did it just act to smooth out the engine? (or both or neither?) There’s a flat spot in my carburetion between roughly 4,000 and 5,000 rpm, and as a result I’ve been contemplating rejetting la bandita sucia. thanks in advance.
Well, I've got the second-gen, and you've got the first. Also, I'm a mellow, mediocre rider who would be lucky to notice his tires running ten psi under. And, I barely ever cracked 6000 rpm before I did the mods (I'm better now - I let 'er sing). So it's kind of hard for me to say what the effect of the jet and can was - just a general feeling of "better" and "growlier". I don't recall noticing any flat spots pre-install, but I know I don't have any now - she's smooth and tame up to about 6000 or so, then she stretches my arms right to 10,000. I do remember that the jet kit came with parts and instructions covering both stock cans and aftermarket, and was easy even for a moron like me to install.

The ignition advancer was a nice mod. I can't remember why I bought it (whatever an ignition advancer does, I've forgotten), but the bike started easier and ran much better cold.

Sorry to be so unhelpful.
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Old 06-22-2007, 08:49 PM   #16
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Originally Posted by fumanchu View Post
suzuki's got a solid lineup (i mean solid, in that 1970's black panther way). unfortunately, i might have to wait a couple of years for the gsx 1400 to set its huggy-bear jackboots upon american shores. it strikes a similar pose to the kawi zrx1100 (a sweet bike in its own rite):


pimp.

hopefully the states are soon to get the naked bandit 650 as well. they have them here in europa, but with austria's socialist taxing system, i'll save buying such frivolities for after repatriation.

anywho... shi-zu-ki, did the rejet and aftermarket can give you a noticeable performance boost, or did it just act to smooth out the engine? (or both or neither?) There’s a flat spot in my carburetion between roughly 4,000 and 5,000 rpm, and as a result I’ve been contemplating rejetting la bandita sucia. thanks in advance.
Pimp indeed. OK, that thing's cool. I'll be in line for one if it shows up in our fair land.
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Old 06-23-2007, 04:23 AM   #17
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Well, I've got the second-gen, and you've got the first...

Sorry to be so unhelpful.
no worries - i appreciate the thoughts. i didn't realize how different the 1st and 2nd generation B6 plants were (which apparently, they are). from the 2000 bandit 600s review:

"The [2nd generation] bandit 600S is a vastly improved motorcycle."

"Feeding the engine are new Keihin CVR 32mm carburetors with a throttle position sensor (TPS) that helps keep the ignition system in tune to what throttle setting the rider has set, thereby allowing the ignition system to adjust its map settings accordingly. The TPS, along with dual maps -- one for cylinders one and four and another for cylinders two and three -- allows the ignition system to optimize engine performance."


<thinking out loud> i suppose before i get distraught about the flat spot in my carburetion, i should see if that's just part and parcel with the design - maybe what i'm experiencing was one of the reasons Y2K bandit 600s received a new carb setup. it's just interesting that the flatness between 4 and 5k rpm only reared it's ugly head after i had the carbs sync'd, which leads me to believe that the previous owner's husband had 'tuned around' this design flaw somehow. (he did say that he does all of the work on their hayabusa himself - so he might have the skillz. additionally, the shop said that my carbs had been "voll verstellt" - the settings had been "radically changed" at sometime before i owned it.) the shop might have simply returned the carburetion to (flawed) spec during the 6,000km service. things that make you go hmmm. </thinking out loud>
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Old 06-23-2007, 08:55 AM   #18
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Well, the first thing I've always done on a carbureted bike is drill out the brass plugs on the idle jets (?) and adjust those to get rid of the excess leanness the manufacturers put in to pass emissions. Is that maybe what the shop is referring to?
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Old 06-23-2007, 09:00 AM   #19
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Forgot to mention - are you aware of Maximum-Suzuki.com? An incredible resource for Banditti. Any question you have, someone will have an answer for. It's one of the reasons I bought my Bandit (I'll never buy a bike that doesn't have a strong Web resource base).
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Old 06-23-2007, 09:21 AM   #20
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Default easy midrange fix

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Originally Posted by fumanchu View Post
no worries - i appreciate the thoughts. i didn't realize how different the 1st and 2nd generation B6 plants were (which apparently, they are). from the 2000 bandit 600s review:

"The [2nd generation] bandit 600S is a vastly improved motorcycle."

"Feeding the engine are new Keihin CVR 32mm carburetors with a throttle position sensor (TPS) that helps keep the ignition system in tune to what throttle setting the rider has set, thereby allowing the ignition system to adjust its map settings accordingly. The TPS, along with dual maps -- one for cylinders one and four and another for cylinders two and three -- allows the ignition system to optimize engine performance."


<thinking out loud> i suppose before i get distraught about the flat spot in my carburetion, i should see if that's just part and parcel with the design - maybe what i'm experiencing was one of the reasons Y2K bandit 600s received a new carb setup. it's just interesting that the flatness between 4 and 5k rpm only reared it's ugly head after i had the carbs sync'd, which leads me to believe that the previous owner's husband had 'tuned around' this design flaw somehow. (he did say that he does all of the work on their hayabusa himself - so he might have the skillz. additionally, the shop said that my carbs had been "voll verstellt" - the settings had been "radically changed" at sometime before i owned it.) the shop might have simply returned the carburetion to (flawed) spec during the 6,000km service. things that make you go hmmm. </thinking out loud>
Midrange carburetion is controlled by the needle. Adjusting the idle screws won't change midrange leanness.

My '91 GSX1100G also had midrange lean problems. A fix I found at the defunct GSX1100G website was to put a thick plastic washer under each needle to raise it. The same fix should work on the 600. Newer carbs no longer have notches for adjusting the needles. (The EPA freaks out.) It's an easy fix. All you have to do is remove the fuel tank and you can remove the carb tops, remove the needles, place 1/8" thick plastic washers in the needle seats and replace the needles.

You can see if there's a Holeshot jet kit. But the washer fix is really quick and simple and might just do the trick.
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