This is the carb.
These are the overflow hoses I mentioned got toasty.
As the can see the carb itself is fine but when you put the overflow hoses on it looks worse than it is.
You also get all these free prizes. Mikuni tuning manual, the UFO propaganda, A selection of jets including two addition jets I had to order, Barnett cable lubricant, NGK spark plug, fuel filter, the red thing is a jet changing tool, and the rubber flange for attaching the carb*
*Note that it still has some black RTV residue on the back. I assumed I had an air leak and wanted it to be air tight.
Why so much? Because I paid so much.
I don't know how much of his information he wants out there on cyberspace so I blocked it all out.
As for the last jet if you're using the UFO you use so little fuel at idle that the pilot jet must be soldered shut.
LANCER wrote on 04/17/10 at 02:58:08:If you do have a UFO, then solder closed any size pilot jet (saving the new ones I sent you) and install the soldered jet. Then try adjusting the pilot screw. With the pilot soldered closed, the VM carb will work like an Edelbrock Quicksilver, and simply pull up the fuel needed, as needed, to meet the engine requirements. BUT you need to have the UFO in order to do that. Otherwise the vacuum will not be enough to pull the fuel properly.
I'm kind of dumb. I didn't think my cheapo Rat Shack soldering iron would get it hot enough so I used a MAPP torch. Overkill is good, right?
I had previously posted a comic strip of my idea. In retrospect I would've rather been patient and waited for the soldering iron.
Why the VM36? I bothered the Hell out of Lancer about it...
LANCER wrote on 05/25/12 at 12:15:03:Paraquat wrote on 05/25/12 at 09:41:09:I'm thinking now. And thinking. And thinking some more.
And I figured I'd ask 'casue I only want to do this once.
36 or 38? At first I was all Hell bent on the 36 to keep velocity up but next year I plan on getting the cam upgrade from you.
I'm even second guessing my exhaust measurements after seeing how small the 1.5"ID pipe is.
Depending on how well the new carb/exhaust work out will determine if I decide to go with the cam and even potentially the cylinder upgrade by next year.
I just don't want to buy the 36 and have to buy the 38 later. What's your take on it?
--Steve
The reason I chose the 36mm VM carb vs the 38mm, was because it performs better on our engine; whether the engine remains stock with just a muffler and air filter change with a re jet of the carb, OR you go with the whole Savage Beast Performance Package (carb, cam, big bore, ported head...and hopefully a good header can be added soon).
Anyway, the 36mm VM will handle anything we might do with the LS650 engine. The carb is MORE than capable of providing plenty of air and fuel. Both the 36 &38 have the same carb body, the bore is different of course and the slide is a tiny bit larger. But as for max air flow for this engine there is no difference. With the higher air velocity of the 36mm it is more efficient, provides a more precise fuel/air mixing, fuel economy is maximized and responsiveness is substantially increased.
I have used carbs from 34, 36, 38 & 40mm (stock CV type, round slide and flat slide types) and the 36mm MV give the biggest bang for your buck. For a single cylinder 650 engine like this, the 36 just works best.
That's my experience with it anyway
Hope that is helpful
Michael
and lastly... why does it cost so much? I asked the same thing.
Quote:I don’t mean to sound rude or insulting in any way during this, you’ve been here doing this before I stumbled along, but why is it so much for the carb?
In one of your posts you mentioned finding a VM36 on ebay for anything between 25 and 100. I seem them as brand new for ~130 now. Of course I’m not including things like the jets, needle, rubber adapter, throttle cable and I’m sure I’m missing one more thing but I don’t see those coming close to $450. I am also only assuming that since you mentioned it’s a “kit” it would include those things? Or maybe there’s something Savage specific you have insight on that I wouldn’t discover on my own until I started playing with it?
Quote:I've also invested the same amount of time in putting together replacement carbs for the stock unit.
Barnett makes a whole set of the custom throttle cables for me under my own part numbers within their system that I spent 6 months working with them on, but not offered in their retail catalog. They cover the 3 different types of throttle connections on the LS650 from different model years and for Mikuni, Amal and Edelbrock carburetors of assorted sizes.
But those things are mostly a matter of time spent researching and trial and error to find what worked best.
The Performance Carburetor Kits are complete; everything needed to replace the stock unit.
Parts and all shipping costs for me run at about $350, with shipping costs to me and then to the customer. All are covered in the purchase price. That leaves me with 20-25% profit for my working time and design work, and I think that is fair.
No one else anywhere has a carb kit available that I've ever heard of; here or another country. I've sold 500-600 carb kits in the US, S. America, Europe, Asia and Australia/New Zealand.
Be careful if you are looking on ebay for used VM carbs. Most are pretty much trashed out with worn and sloppy slides from dirt racing. When like that there's no easy or inexpensive way to make it right. Also, they will need all new internals to make them workable for the LS650 engine. On the new carbs I use I have to change out the jets and reset the needle first thing. They come jetted way to rich for our engine.
So there you have it.
--Steve
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