I'm still not home but I managed to borrow a scanner...
Firstly a huge thanks to Ade for organising this day - it was really interesting
I spent some time talking Dean - the Dynojet techie who ran all of the tests. The way he explained it to me was that the aim is to make sure the fuel air ratio is as close to 13.2 as possible across a wide range of engine speeds - usually about 2500 to 7000 - for the MTs.
I attach a graph showing Power and Torque for L405YVV (A MT350 with a MZ500e engine) before any changes were made. At this point I had a standard CV carb with the Club mods (hole drilled in the slide and 1 washer under the main needle. I also had a No. 42 pilot jet.
This shows initial max power was 28.77 and max torque was at about 5,250 rpm
The next chart shows the impact of raising the main jet by 0.7mm and opening the mixture screw by 1/2 turn. Dean was kind enough to annotate the chart and explain the various readings
This increased the power by about 2.2 across most of the range, but more importantly the fuel air ratio was much closer to 13.2
The final power result was 30.2 (compared with 28.77 initially) and a much more responsive engine
I'm now going to test the bike on my CO gas analyser and see if this could be a quick way of tuning the bike. I'm also planning to visit a dyno testing place in East London to see if that would be useful in the future
The final point to make is the standard CV carb works very well on a 500 engine and is probably the carb I'll keep using.
