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I suppose you could call it big low jet specs. When the same rules used on the Sea Doo are applied to a 44 or 46 sbn give a 140 low jet and a 130 to 140 main.

The idea of using the low speed as a main circuit reminds me of the "Fish" Carburetor. Bill M.

It will run great with the specs I provided, with the Prox's or the stock FA. It is important to have a baseline like the stock jetting, or the recommended jetting for a pipe and try to follow my procedures as close as possible for best results. Because so many people think they need to change...

We had the same case chatter problem on the 1986 and up 650's to about 1991. I was under the opinion that these cranks, were not strong cranks and just flexed too much. I suspect the main bearings had some rust damage that contributed to the bearing failures. Look at the old front main seal...

oops.

I developed "my idea" of reverse jetting with a high pop-off on a 95' GTX because they had a bad problem with dribbling fuel out of the main jet at low rpm. The 38mm SBN-i carbs had the smallest main jet booster inside diameter (7mm) of any oem carb. Increasing the pop-off was my solution...

Water Ingestion caused the piston damage before it seized. Is the pto splash guard missing? Bill M.

They were developed in the hot desert with a corrected altitude of 4500 to 5500 feet. Normally I would use reverse jet specs with a main jet near ~130, but with the extra fuel you could close the high speed screw, or turn it out further. Just depends on what runs best for you. Is there a...

The differences between the front and rear pistons leads me to believe it was not running decent, or perhaps it was running decent or poorly and something changed? All this looks fine, but which reeds and impeller are you using? I would avoid changing stuff like your jetting or lowering your...

Your front cylinder is obviously hot, and your rear cylinder looks like it is gas fouled (which makes me suspect pop-off test results) If the rear cylinder is running poorly, than that is a reason for the front cylinder running hot. When you disassembled the engine for overhaul was the...

The OEM Kawasaki porting creates a lag in power. Standard compression is 175psi, and a milled stock head should have 185psi or greater. I consider 185 as the max for pump gas. Hopefully your compression gauge is your only problem. For bottom end acceleration and greater overall power: 95 low...

As altitude increases the engine will loose approximately 3% of its horsepower/1000rpm. So if your lake at 5000' remains a cool 65 deg, you will loose 15% of your horsepower that is needed to turn your impeller. But if the lake's corrected altitude is 7500' you will lose 22.5% of your horsepower...

What is the impeller and pitch? Where are you riding at? It makes a difference if your lake is a cool 65 deg @~5000' it may be close to the physical altitude. But if it is a warmer temp during the summer, your lake may have a higher corrected altitude during the summer. Other factors that...

++1 Along time ago, I thought most seizures were lean seizures, and no matter how I tried to correct or compensate for for a lean fuel supply @wot, my fixes were ineffective. Load and ignoring basic engine building practices are a common cause. Bill M. H.K. wrote an article back in ~1987...

It is not really the high pop-off, it is the spring used. Because how the needle & seat actually opens has little to do with pop- off. But you can make a generalization that greater performance, and acceleration is possible with a high pop-off. You can not say the same with low pop-offs, unless...

I don't disagree with the possibility the magnets are weak. Heat and vibration kills. I disagree with purchasing anything without basic testing first. Bill M.

An AC voltage test is as simple as it gets. Just connect the multi-meter to the 2 wires coming from the stator. Set the multi-meter to at least 50v ac and start the engine and measure it near 4000 to 6000 rpm. Really surprised Yamaha didn't have a procedure, but the manual did specify 2 to 4...

I would perform an A/C voltage test on the stator before you replace anything. I also have a non-scientific test for magnets. Use a large flat head screw driver, ~12" and lay the tip flat on the magnets. If it is difficult to pull up and away from the magnet, that is a good sign. There used...

Even with the check valve, atmospheric pressure is what pushes the fuel towards the fuel pump. If the needle and seat doesn't open, fuel doesn't flow through the pump, and people blame the pump. Bill M.

Within approximately 5 to 15 minutes the engine will stall. Problems will persist until the fuel tank is vented. Removing the gas cap, will do the job until a vacuum inside the tank reoccurs. Bill M.