My mate used to race a 500/4 two stroke sidecar and in his jet kit he had jets from 300 to 450 in steps of 5 i.e. 300, 305,310, plus one for each cylinder, plus pilot jets and needles,makes you think doesn't it.

Clive W  

I've been enjoying trying various combinations of main and main air jets this last two weeks (good fun) but am quite happy with low speed and needle position, I sorted that first. I think Your main air jet will be pressed in like it was on my standard carb, shame really as it increases the fun.

Clive W  

I still have the stock air filter. I will be busy the next two weeks, but I should have a freshly coated head pipe by then. I plan to install the new head pipe, Supertrapp w/ all the spacers, fatten the main up w/ the 150 and do the spacer mod. I will report how it goes. I guess I should go make a base pass at test & tune and get a time slip, and then do the mods. I generally prefer a leaner set-up to a fatter one, but hate all the bluing on the stock exhaust. The coated head pipe should not blue and clear up that prob. I was planning to install a K&N replacement filter sometime too. I suspect it may need a 152 main jet for that and have not tracked one  down yet. I have seen pictures of the Supertrapp installed on a stock bike and it blued same as a stock pipe and a K&N should lean it back out so I don't want to mess-up the new Supertrapp.
Some folks like the psychedelic colors, but I like it to look new.

OH yeah, you guys w/ the brand new 650s consider that your pipe will start to blue soon w/ the stock jetting, so re-jet now.

If the coating place does a good job of polishing the head pipe, I have another  blued but complete exhaust and access to tools to attempt to do the "hartman modification" to a factory muffler this winter. If the mods  turn out good, I could have both the head pipe & modified muffler both coated to match. I be honest the Supertrapp likely works better, but a stock system with the hartman mod., and fresh silver coating will look and run better  than an oxidized system and Tumi says it sounds great.

Nice one Greg, hope it works well for Ya.

Clive W  

Thanks for the update.
BTW; have you ever run the flat replacement K&N filter in your bike(s)?

let us revisit the jet size necessary for my bike, if you don't mind.

my friend (detail oriented type   )is very leary of shadetree type mechanics so wants to know if the size recommendation for my bike/pipe combo is backed up with dyno runs before he helps me replace the jet. you all recommended a #152.5...

my bike:
all stock save for the pipe, a jardine, with blueing.
i did the airscrew adjustment two months ago.

yeah the backfiring is back but in an intermittant way, and it doesn't bother me.
damaging the pipe does bother me.

This is my rejetting experince. I use a K&N clamp on filter. A straight thru drag pipe. Removed the white spacer. When I did these changes my Savage ran ok at low rpms. When accelerating it would sputter at higher rpms. The previous owner had drilled out the stock 135 main jet on this 98 Savage. What he drilled it out to I can't say. He did this because he had used a slip on aftermarket muffler. I then drilled out the main jet with a 1/16 drill bit. Bike ran great at all rpms. However at another Savage forum I got blasted for using such a rich jet. So I bought a 160 and 165 jet. I put in the 160 and it ran the same as the 1/16 drilled out jet. Just my experience.

Actually with my polished intake, Raask and K&N pod, I think that 160 was too rich for me.  So I just went down to a 157.5 but haven't driven but a couple days so far.  Time will tell.

Shade Tree Rice Rocks the Cas Bah  8)