You should have the PM I sent you in response to your inquiry, but just for general info for other readers who may get a DAJ sometime, the manufacturer of the device recommends a 3 size drop on the main jet when the DAJ is installed.
Buying a used DAJ puts you in a bit of an unknown situation with an unproven device, so taking some care when testing begins after installation is in order.  Take your time going through the throttle range checking responsiveness and power.  It is not a concern if you happen to have a main jet that turns out to be too small.  It will not hurt the engine, but will show up during testing as a lack of power in the high throttle range.  If after adjusting the DAJ to the max rich setting, if the high range is still low on power, then go back and install the next larger main jet, reset the DAJ to the lean end of settings and begin the testing again.

Boule’tard wrote on 07/23/09 at 06:22:41:



I am running a 150, set to the middle setting on the dial a jet. I have less top end. When I realign my back wheel I will get to the second most rich setting. I will let you know, but not till next week as its raining today, I am
going away for the weekend. Goodluck bouletard. I am pretty the second most rich setting will give me back my top end.

The DAJ is an add only device, meaning it won't function unless there is a need (Lean situation). The advantage to running one is that peak horsepower is found in a very narrow band of air fuel mixture at a line between too rich and too lean. An imposible task to meet in every kind of weather. With conventional jetting it's best too just err on the rich side and not worry about it but thats not peak horsepower.
If you create a lean situation by dropping enough main jet sizes the DAJ will respond and give you perfect mixture every time. It never adds too much.
For me a 160 main was too rich, no DAJ input. At Lancers suggestion I dropped to a 150 main  bingo DAJ works now. I'm noticing the difference in exhaust tone and response.
If sediment gets past the petcock screen then I trap it in the inline filter I run.
You will be able to confirm the DAJ working by stopping fast after a 3/4 throttle run and imediately looking at your supply line, gas should still be at the DAJ mixing valve.
Every proformance product has naysayers, The DAJ works for me,
hope it does for you.
No offence meant Srinath, cool
Seviersavage

Are you guys (except srinath) all running the roundslide carb with those main jets, and does it matter?  Right now I have the stock CV carb installed with a 145 main.  For the roundslide carb Lancer started me off with a 180 main.  When I won the DAJ I swapped the 180 for a 165.  If that turns out too rich it looks like I'll be trading some jets.. I think 160 is the smallest I have.  


Thanks guys, I really appreciate everyone's comments!

srinath wrote on 07/23/09 at 10:21:02:


I agree with this. Properly jetted bike doesn't lose that much power if it gets a few degrees hotter and colder. It may still be closer to optimal than seat of the pants jetted DAJ bike. I got the chance to setup in dyno 2 of my previous bikes and they had no carburation problems from -8C to 35C, idling and accelerating nice and smooth.

why don't you start off without it, get your new carb in, adjusted as best you can. Get used to it by riding for a while, then add the dial a jet and drop two or three sizes, me thinks you'll end up with a 150 main using the DAJ. Then you can report back what you think rather than setting it up from the beginning and having nothing to compare to.
Seviersavage

seviersavage wrote on 07/24/09 at 09:18:56:


This is the practical first step, which establishes a base line from which to work when setting up the DAJ.  If I have neglected to make this clear previously then I apologize for the omission.  You must know the correct jetting for your engine/carb/exhaust setup first.  Of course, if someone else has virtually the same setup and already has his/her bike dialed in and working well then jumping ahead in the steps is reasonable.