760 swap runs amazing, but the throttle is idle or rip your arms off.

[bored&stroked]

What’s the rest of your setup.

In my sig. I asked about jetting last year with all my specs and your suggested reverse jetting was also the most used setup according to the carb tuning FAQ where everyone posts their setup.
The only difference between my setup now and before is the b pipe now vs protec pipe before, and dual 44's vs a single 44 before, and that previous setup was smooth as silk at all throttle positions. I want to try and get as close to that again as possible, I know it won't be perfect with double the carb now.

 

[waxhead]

What ignition do you have and is it 760 44s ??

 

[bored&stroked]

62t ignition, advanced a couple degrees.
61x cylinder bored to 84mm.
Oem dual 44's from a 760.
vforce reeds
210 compression
limited b pipe
Porting template port job, so no raised ports.

 

[waxhead]

Ok. Because you will not have adavanced timing compared to a zeeltronic or other ignitions. Go to a 125 low and a 115 high

 

[allted]

Well it has been a year and I should check back in.

I had my starter go out and while I waited for it I tore things all apart. My reeds were not perfect, so I replaced them with Vforce 3's, I could not find stock cages to replace. (probably why I could not tune it easily in the first place).
My pop off was super low so I swapped everything out to get 2.0 needle and seats, was 2.3, new 95g springs. I am just under 23psi according to my gauge. Both equal as I can tell.
I changed to a 130 low jet, and left the 130 mains in.

Currently, I am at about 1 turn out on both. That is with ear and feel tuning. Low end is good, and full throttle leaves me with ever so slightly darker than needed plugs. My idle is real nice, starting is a bit harder than it used to be....I am sure I can tune that out.

It runs WAYYYYY better. The linearity is there with a nice hard kick. (I know there is a bit more fine-tuning to get even moooore out of it).

I am going back out Monday to fine tune without all my friends being backseat mechanics. Bringing my tach and a fresh set of plugs. Once I get it as good as I can get I am going to play with the B-Pipe tuning again.

waxhead, thank you! It took a while for me to implement it all but hot dam was it worth it. The ski rides so well now, it drastically improved my sharp bouy corners, and wake jumping is way more consistent without a dead spot and then kick.

 

[allted]

Tune day 2.

I have the lowest B-Pipe screw open 3/4. Played with the top screw. Opening it up 1/4 turn feels slightly mushy. The bottom only open feels best.

Tuned the carbs a bit more....my tach died today so I get to do it all again when the batteries show up. Low speed screw is better at a bit more than 1/2 turn out. It starts pretty good that way lots of snap.

The high speed screw is another story. I am guessing Wax was right and I need a smaller main jet? The 130 is probably too big. 1 turn out on the screw feels great, so does 2 and 3 turns out....??? I put in a new set of plugs and honestly I could not get a good reading. They stayed fairly clean the whole time. The ski felt a little better at one turn, and I only went up from there since the plugs were so clean. Now that I am home and thinking about it, I should have tried leaner. To be safe though, I will just wait until I have a tach to check the RPMS instead of the plugs.

Any other reason the high speed screws would not do much? These are square body 44's but maybe they are feeding too much pressure back to the tank still? I did a full rebuild and clean of the 44's last week.

 

[fastgtfairlane]

What intake manifold are you using? If it's the stock 760 manifold, did you fill the crossover tube in? If not, that will definitely affect tuning the carbs. Also, those the stock 760 carbs as well?

 

[allted]

Yes stock 760, 44 carbs, square body, stock manifold (v3 reeds), velocity stacks with cone air filters..

I did not fill the crossover. From the research I did having it open is slightly better for the low end.

 

[fastgtfairlane]

I filled mine in and run dual feed, dual pulse a/m 44s with 61x flame arrestors with 1 screen. I also drilled the internal restrictors out inside the carbs so I can adjust fuel pressure with a main jet on the outlet side of the return tee coming off the carbs. Used a fuel pressure gauge to check and replaced the jet accordingly. Ended up with a 80 jet in thr return. Doing both of these modifications will make the carbs easier to tune. Especially with porting, higher compression, advanced timing, pipe, etc.