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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#1  Unread postPosted: April 16th, 2015, 7:31 am

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My Bike Models: 1983 Interstate with '84 1200 engine, Solex single carb, and C5 ignition.
2016 KLR 650
2018 Ducati V4S
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This is a 1 barrel clone with 32mm bore and 25 mm barrel choke, purchased new.

26234
More pics in my gallery gallery/album.php?album_id=10088

Why even consider a 1 barrel (or different carb) when the Weber 32/32 dft is reported to be "the best carb" and "good out of the box"?
Because the dft has an extremely rich idle circuit that is very difficult to lean up in my experience.
The 'real' idle mix screw had been removed from the original design when this carb was modified to meet EPA requirements for the engine it was going on. This includes 'Tom's' carb which I have tried also.
The dft is a great carb in all other aspects, I simply am not happy with it's rich idle that exaggerates a lopy-ness in the idle rpms and loads up the manifold.

This Solex is a neat little carb. I was able to get my 1200 engine running very good on it with the Cycle Innovations manifold where it was near impossible to get decent acceleration with the dft.

I really like the 'choke' design, which is not really a choke, rather a special 'enrichener' circuit.

Jets are accessible from the outside without opening the carb, except for the idle air bleed jet but 3 screws and the top is off to get at that.

Yesterdays ride about 60 miles I got 35 mpg with some stop and go traffic and hard head wind on the highway.
When coming to a stop, engine speed returns to idle good. I'm happy about that. DFT is often 'iffy' that it might and sometimes would die.

Acceleration is good and smooth, though there is a definite reduction from 2 barrel dft to 1 barrel but the 1 barrel is fully capable of running up 8000 rpm and beyond.
Low end torque 1500-2000 rpm seems smoother with less engine chugging/lugging.

Though not perfect, I like this carb and impressed that it does so good on the CI manifold, of which I have added sleeves into to reduce the runner inside diameter.
Next I'll be putting my runners with the type 4 plenum on to see how that does.
I'm hopeful I can get a near perfect idle with this combination.

If anyone else has experience with this carb I'd like to hear about it.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#2  Unread postPosted: April 16th, 2015, 7:46 am

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My Bike Models: 1983 Interstate with '84 1200 engine, Solex single carb, and C5 ignition.
2016 KLR 650
2018 Ducati V4S
My Bike Logs forum link: viewforum.php?f=122

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This is before any jetting:

[video]http://youtu.be/r6gsscdBOrg[/video]

This is after my latest jetting:

[video]http://youtu.be/J5KBXfXjb6c[/video]

I'm trying to find what happened to those 2 videos. Here is another

[video]https://www.youtube.com/watch?v=etetl9tZ4z8[/video]

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#3  Unread postPosted: April 16th, 2015, 8:13 am

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Sounds nice in that second vid. Do still have all the power you want, and what about the hesitation SCC seem to have?

~O~

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#4  Unread postPosted: April 16th, 2015, 8:18 am

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Quieter and idles better at low RPM, sound as if the pump circuit was working it would be tit`s. I would keep it on that manifold till you get the bugs out with pumping and or jets, dont think the other manifold is going to make a drastic difference like tuning the carb will..How are the plugs burning?

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#5  Unread postPosted: April 16th, 2015, 8:26 am

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Location: Van Nuys Ca.
Local time: September 18th, 2018, 5:04 pm
Country:  United States (us)
My Bike Models: 1983 Interstate with '84 1200 engine, Solex single carb, and C5 ignition.
2016 KLR 650
2018 Ducati V4S
My Bike Logs forum link: viewforum.php?f=122

Profile Personal album

My YouTube Channel
I am getting a very slight hesitation on slow rpm take off's which I blame on the very lean idle jet it's at now. This jet affects the idle tranistion gas feed.
Proper rpm takeoff there is no hesitation.

The accel pump in carbs are intended to eliminate stumble during fast acceleration. There is no stumble so I see no need to waste gas when it's not needed.

Plugs were black from all the rich running I was getting out of the dft.
they are cleaning up and looking tan now.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#6  Unread postPosted: April 16th, 2015, 8:32 am

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I see your point. Do you think the idle circuit was designed with the pump in mind knowing that as soon as the throttle is hit it gets a shot? I can see what you mean at highway speeds but it has to come off idle more regularly then changing highway speeds..
Just wondering.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#7  Unread postPosted: April 16th, 2015, 8:40 am

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Location: Van Nuys Ca.
Local time: September 18th, 2018, 5:04 pm
Country:  United States (us)
My Bike Models: 1983 Interstate with '84 1200 engine, Solex single carb, and C5 ignition.
2016 KLR 650
2018 Ducati V4S
My Bike Logs forum link: viewforum.php?f=122

Profile Personal album

My YouTube Channel
The accelerator pump is a good topic all on its own.

The dft pumps A LOT of gas in, which is great for cold starts but once warmed up not needed at all.
I was riding along on a bumpy freeway when it occurred to me the bumps were making me twist the throttle back and forth. Duplicating that movement at a stop I saw the accel pump squirting. For every increase in mpg, each drop of gas saving anywhere you can get it gets increasingly critical. For this reason I'm leaving the Solex pump non-operational and with it's cold start enrichener design there is no need for it.
The very slight stumble, which may or may not have to do with this, is really a non issue.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#8  Unread postPosted: April 16th, 2015, 8:55 am

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Joined: December 3rd, 2009, 8:59 am
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Location: Van Nuys Ca.
Local time: September 18th, 2018, 5:04 pm
Country:  United States (us)
My Bike Models: 1983 Interstate with '84 1200 engine, Solex single carb, and C5 ignition.
2016 KLR 650
2018 Ducati V4S
My Bike Logs forum link: viewforum.php?f=122

Profile Personal album

My YouTube Channel
I plan to do some finer adjustments but not until I get an air filter.
Might even eliminate that bit of stumble.
Hope to have it before a ride this Sunday.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#9  Unread postPosted: April 16th, 2015, 9:16 am

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I got ya, I wonder if in the end you can jet down the accelerator pump, maybe a small jet or ferrill in the "to carb" port or a spring on the linkage to regulate it.
Interesting carb though.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#10  Unread postPosted: April 16th, 2015, 9:17 am

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Location: Van Nuys Ca.
Local time: September 18th, 2018, 5:04 pm
Country:  United States (us)
My Bike Models: 1983 Interstate with '84 1200 engine, Solex single carb, and C5 ignition.
2016 KLR 650
2018 Ducati V4S
My Bike Logs forum link: viewforum.php?f=122

Profile Personal album

My YouTube Channel
I got ya, I wonder if in the end you can jet down the accelerator pump, maybe a small jet or ferrill in the "to carb" port or a spring on the linkage to regulate it.
Interesting carb though.

Nice feature of this carb is the accel pump has a separate jet than can be modded up or down.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#11  Unread postPosted: April 16th, 2015, 9:20 am

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I got ya, I wonder if in the end you can jet down the accelerator pump, maybe a small jet or ferrill in the "to carb" port or a spring on the linkage to regulate it.
Interesting carb though.

Nice feature of this carb is the accel pump has a separate jet than can be modded up or down.

Perfect!...For some reason I like this carb better then others, maybe cause it is less cluttered and simple.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#12  Unread postPosted: April 16th, 2015, 9:28 am

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Location: Van Nuys Ca.
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My Bike Models: 1983 Interstate with '84 1200 engine, Solex single carb, and C5 ignition.
2016 KLR 650
2018 Ducati V4S
My Bike Logs forum link: viewforum.php?f=122

Profile Personal album

My YouTube Channel
Agreed, it is simpler.

I uploaded a manual for it into the Gallery if interested. Solex- Selection and tuning of the carburetor
Includes some other Solex models as well.

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If you know someone can embroider our 3" patch, let me know!
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How to add your bike photo to the rotating banner and our Banner Rides Page.


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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#13  Unread postPosted: April 16th, 2015, 11:39 am

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1975 GL1000,
1982 GL1100 Interstate


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So if I'm reading this right the Solex might just be a much better choice all around than the DFT virtually changing everything we know about the SCC?

~O~

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Did you check the angle of that dongles' dangle?
...Glo-Wing!...
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Dan,how much did that set up cost you?

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Great report. Sounds to me like this carb has great promise. Two stage carbs are nice for extending the power band if one can be found adaptable. Maybe there will be some way found to replace the DFT's missing mix screw.
The list of workable carbs is getting longer. I bought a used solex very similar to yours to try on mine.

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