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I've read with interest the numerous posts relating to the ear shaving and capping the reed valves. I'm currently messing around with a winter project, a 1994 Euro spec VN750.

I have done the ear shave, capped the reed valves etc etc I managed to get an unused Freedom jet kit (mains, primary's and needles). It wasn't until I was deep into reading another post about the ear shave that I noticed the difference between the US spec main jet (135 std) and the European (110). So here is my dilemma, I have 140's, 142's and 145's in the kit, but to jump from 110 to 140 seems a big leap. The primary jet in the kit seems to be one up from standard. Do I assume the kit is correct and universal and fit the 140's to start or do I purchase some jets closer to the std 110 size. Exhaust will be either Jardine fishtails or V&H Cruzers (as they are the only ones avaliable here in the UK at present). Has anyone ear shaved, and rejetted a Euro model? If this post needs to be moved, please accept my apologies. Thanks.
 

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This is the right section, but I believe you'd be correct in thinking the jump to 140 would be too much. THe pilots will be important, too, but I wouldn't try to jump more than 1-2 sizes up unless you were really sure of a lean condition. I'm not sure what about the euro spec models makes it so they can run such smaller jets...
 

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My advice is to do the earshave, then read the plugs. I shaved about 5 years ago, still running stock jets, no problems. I do have stock pipes and open pipes normally require jetting.


... I'm not sure what about the euro spec models makes it so they can run such smaller jets...
Best I can tell from a quick search just now, it's a difference in European fuels. A Honda Valkrie - US main jet is 100 and Euro main jet is 78.

No wonder Euro cars are getting better gas mileage. Better fuels?
 

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Discussion Starter #4
My advice is to do the earshave, then read the plugs. I shaved about 5 years ago, still running stock jets, no problems. I do have stock pipes and open pipes normally require jetting.




Best I can tell from a quick search just now, it's a difference in European fuels. A Honda Valkrie - US main jet is 100 and Euro main jet is 78.

No wonder Euro cars are getting better gas mileage. Better fuels?
It must be all the ethanol, its a nightmare, leave a bike for 6 months and the fuel in the carbs turns to jelly.

I'm tempted to go up two sizes and put the standard needles back in and run it to see where she's at. Minimal changes.

Cheers
 

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It must be all the ethanol, its a nightmare, leave a bike for 6 months and the fuel in the carbs turns to jelly.

I'm tempted to go up two sizes and put the standard needles back in and run it to see where she's at. Minimal changes.

Cheers
If you don't mind pulling the carbs, that should work. It's easy to get too rich, a 140 main is usually too much. Might not hurt to see what the stock jets do and work from there.

I've had fuel trouble in as little as one month. It just seems a lot worse with the VN carbs. Maybe because the jets are in their own smaller chamber, it evaporates down quicker? Evaporation leads to condensation, then you get the corn syrup instead of gas? The carb design is a mini distillery?

Euro gas may have more BTUs than US. I can find the BTU rating for US gas at 125,000 btu/gal, but haven't found a comparison for euro gas. Maybe different additives? More lenient emissions standards? I'm ending my search :) .
 

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It must be all the ethanol, its a nightmare, leave a bike for 6 months and the fuel in the carbs turns to jelly.

I'm tempted to go up two sizes and put the standard needles back in and run it to see where she's at. Minimal changes.

Cheers
Doubtful. They started building these bikes in 85', almost 20 years before the ethanol push in the US.

Supposedly Trump is pushing for a mandated E15 now, so I guess I'll have to start distilling all of my fuel to remove the corn syrup from it
 
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