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Old 07-29-2009, 04:43 AM   #31
D.T.
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This is the reason I would not use the raptor carb. The stock XT carbs have a coasting enrichener to keep it from popping on decel. Does the raptor carbs have anything like this? What do the raptor guys say?

How did you have to change the jetting, or is it stock for the raptor? I agree with increasing the pilot jet size. If it's too lean it takes forever to warm up when cold. I went to a 48 and shimmed the needle on my stock XT carbs.
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Old 07-29-2009, 04:49 AM   #32
edeher OP
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these are the stock jets still in the raptor carbs...so increase the size of the pilot jets and what else? Maybe move the needle?
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Old 07-29-2009, 05:11 AM   #33
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Quote:
Originally Posted by edeher
these are the stock jets still in the raptor carbs...so increase the size of the pilot jets and what else? Maybe move the needle?
Is there two pilot jets? One in each carb? Same size? I used a wire size drills and drilled my pilot jet. I think the jets were about $10 bucks a piece. If the raptor does not have an issue with backfiring, I'd ask the raptor guys for advice.
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Old 07-29-2009, 07:14 AM   #34
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I think there is only one pilot jet....ill just try to increase that size and richen the needle by bringing it up one or two clips.
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Old 07-29-2009, 07:31 AM   #35
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hold up...if the air box is not connected coulds that cause the exhaust to pop???? as in no filter on the carb
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Old 07-29-2009, 07:50 AM   #36
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Quote:
Originally Posted by edeher
hold up...if the air box is not connected coulds that cause the exhaust to pop???? as in no filter on the carb
It would cause it to run very lean and hot (too much air, not enough fuel). Running an engine too lean can lead to engine damage very quickly.
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Old 07-29-2009, 09:56 AM   #37
ShadyRascal
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Quote:
Originally Posted by D.T.
This is the reason I would not use the raptor carb. The stock XT carbs have a coasting enrichener to keep it from popping on decel. Does the raptor carbs have anything like this? What do the raptor guys say?

How did you have to change the jetting, or is it stock for the raptor? I agree with increasing the pilot jet size. If it's too lean it takes forever to warm up when cold. I went to a 48 and shimmed the needle on my stock XT carbs.
I don't know anything about a coasting enrichener but my Raptor doesn't pop on decel. Didn't with the Mikuni jets, nor now with Dyno Jets, and have run it also with airbox, with airbox and no lid, and now with just tubes and open K&N's.
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Old 07-29-2009, 03:23 PM   #38
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ill try to hook up the air box and take it for another spin...cause the pilot jet in the xt carb is like a 16 and the pilot jet in the raptor carb is a 22.5. But then the raptor carb is pulling more air so i may have to go to a 25 pilot on the raptor carb and richen the needle one slot.
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Old 07-29-2009, 05:30 PM   #39
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Could the fuel mixture screw have something to do with the popping? Mine is about 1.5 turns out
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Old 07-29-2009, 08:36 PM   #40
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With out any air box or filters it will be way lean. The mixture screws only let in fuel, no air. turning them out would richin it up at idle. I talked to a guy in Az. that does allot of raptor stuff. He had put raptor carbs on an SRX600, he said needles one up and one up on the main as well. That was with slip on filters though.
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Old 07-30-2009, 03:40 AM   #41
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Bluhduh

thanks! thats really gives me an idea of where to go from here...i will try the needle adjustment and rig up a hose to the filter somehow...maybe this weekend. just starting a new job today so no time at the moment.
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Old 07-30-2009, 04:04 AM   #42
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Quote:
Originally Posted by Uncle Conan
With out any air box or filters it will be way lean. The mixture screws only let in fuel, no air. turning them out would richin it up at idle. I talked to a guy in Az. that does allot of raptor stuff. He had put raptor carbs on an SRX600, he said needles one up and one up on the main as well. That was with slip on filters though.
Did he leave the pilot jet? I found a 50 pilot jet outside for my 2 stroke bike, i wonder what that would do....
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Old 07-31-2009, 04:58 AM   #43
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i dont understand why the jets have to be bigger....this is actually a 600cc engine instead of the 660cc raptor...
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Old 07-31-2009, 05:55 AM   #44
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From: http://www.trx450r.org/forum/index.php?showtopic=4802


Quote:
Generally speaking, jetting can be quickly diagnosed by the following questions:
1) Low end performance
A) A lean condition is typified by surging and popping back thru the carb when steady light throttle is applied. It will cause popping during high rpm deceleration thru the exhaust (quicker when moderately lean, rapid when very lean, once every now and then when correct), once the rpm has dropped enough that the air speed thru the idle circuit is slow enough for it to pick fuel up that is. It can be quickly diagnosed by adding a slight application of the choke or starter enricher (if the popping stops, it’s lean). The intake will have a “droning” sound at steady throttle or under light acceleration loads in low gears when it is too lean. So, the question is; “Does it pop out the exhaust during deceleration with a closed throttle from high rpm to idle, while in 4th gear or above?”
B) A rich condition can also cause surging but will more than likely be very sluggish to respond to throttle inputs too. A quick diagnosis is to run the machine up to high rpm and listen for the occasional (once every now and then) pop out the exhaust, if no popping is heard, it is too rich on the idle circuit or fuel screw. If turning the fuel screw in does not remedy the richness, take a step down on the pilot jet and try again. So, the question is; “Does it pop out the exhaust during deceleration with a closed throttle from high rpm to idle, while in 4th gear or above?”
2) Midrange performance
A) A lean condition in the midrange is somewhat hard to diagnose. The biggest single giveaway is the sound of the engine. Usually when the engine is lean in the mid, it stutters and stammers and just doesn’t want to run right when it is VERY lean. When it is a little lean, it will cause the engine to labor slightly to run (it won’t sound happy), the engine will sound strained to maintain rpm, and the droning sound from above is easily heard thru the intake. It will also most certainly have a hesitation during sudden throttle application. This triggers a sound to be generated from the carb like the engine is sucking for air right before the engine starts to accelerate. A light popping will also be heard from the exhaust during steady throttle. When the jetting in the midrange is correct, you can accelerate thru the midrange with light throttle application or rapid throttle application and no hiccup or hesitation will be felt or heard. A method of diagnosis for a lean hesitator is to pull the choke on just for an instant and then stab the throttle the instant the choke is closed. If it takes off, the needle may be too lean or the pilot jet too small. Start with the needle, by lowering the clip one notch and feeling for the result. So, the question is; “Does the machine accelerate slowly through the midrange without any hesitation or hiccups?” Listen to what he says closely and go from there.
B) Rich conditions in the midrange are easy to diagnose. Under normal circumstances, a richly jetted midrange will make the machine very slow revving and unresponsive to small throttle position changes. If it’s the size of the pilot jet causing it, you will get no popping during deceleration no matter where the fuel screw is set. If it’s the needle causing it, you will be able to get it to pop during decel by adjusting the fuel screw. So, the questions to ask are: “Does it pop out the exhaust during deceleration with a closed throttle from high rpm to idle, while in 4th gear or above?” And “Does the engine react instantly with acceleration to small throttle changes when applying the throttle lightly?” (works best when in 2nd gear so the throttle changes can be felt immediately). If those 2 questions are answered with “No” and “No”, it’s most likely rich on the pilot circuit first, one step down on pilot jet size then repeat the test. If the answers change to “Yes” and “No”, lower the needle (raise the clip one position). Keep changing until you run out of clip positions. If it’s still needle rich, go to a leaner needle.
3) Top end performance
A) Lean condition on top is a little harder than the midrange. If it’s VERY lean, it just won’t take throttle. If it’s a little lean it will most likely rev quite good but, may SEEM to struggle to rev all the way out. Typically speaking, in a 4 stroke, it’s pretty hard to discern the differences from a little lean, just right, and a little rich. About the only way is to learn how to read spark plugs or find a lambda sensor to use. The question to ask is; “Will it take throttle past 1/2 throttle to ¾ throttle?” If the answer is “No”, it’s lean.
B) Rich conditions are fairly easy to discern. If it won’t accelerate or accelerates very slowly between ¾ throttle and WOT it’s rich. The question is obvious.
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Old 08-04-2009, 04:58 AM   #45
edeher OP
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I am really having a problem getting the raptor air filter tubing to connect to the xt 600 air box....the tubing is too big to fit in the hole and is kind of at an angle because of the way it fits on the carb and touches the frame....
i am almost thinking of buying a raptor air box and cutting it up and making one out of the two to make it fit...

anyone have any other ideas of making it fit?

or maybe where i could get some really flexable tubing that would be able to fit both sides somehow...
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