Mixture screw direction

[K2-K6]

You've completely avoided the sentence written in that post

"Purely from an interest point of view, this shows working with exhaust gas analysis"

Do you seriously believe I've not noticed that the carbs differ in type and application.

Also it was in response to Dom who'd asked about this type of measurement. The post qualifies that, and explains better than written words what it entails with lucid view of that working method in yt content.

We can, on here, discuss method, details, specifications etc as part of a rounded conversation within topic.

Nobody is asking you to apply anything to your own singular situation. 

You refute the honda manual, usually make reference to your trade contacts, point out specific non success in setting up your own equipment,  your failure to make valid interpretation of technical approach clear, yet insist on disrupting thread without making valid overview.

What do you expet to get out of this process?

[McCabe-Thiele (Ted)]

A ditty springs to mind...😀

I'm not a nitpicker, I'm a nitpickers son......etc

A tad out of context, but you get the drift.🤔

[DomP]

I've thrown caution to the wind and set my airscrews to 1.5 turns out and gone for a 15 mile blast using more revs (rebuild has only done 150 miles roughly) in an effort to prevent build up on the plugs.  It goes well to be fair but is a bit hesitant pulling off from a standstill and if I accelerate after rolling off the throttle, a bit rich maybe? This is the first time I've ridden it since dropping the needles to their last setting, seems better to me.

Shall I turn the airscrews out another 1/8th turn and have another go, its not far off though I'd say.   

*one thing I forgot to mention, I had set the advance a bit past the last notch on the advancer so have set it dead on now.  My advance springs are a little too strong if anything, not sure how that might affect running.

[K2-K6]

It wont hurt to try another 1/8 and judge what you get in effect. It's free and easy to do after all. The adjustment is setting the mixture at idle though so not much in response change would be expected. The above idle mixture and response is primarily the target of idle jet size overall.

Advance question, yes it will affect running as it needs to accumulate advance as fast as practically possible to run well. Thats within the bounds of combustion effects that limit this.

Effectively, the retarded position is just to calm it down at idle, making it civilised and smooth running when not pulling the bike along. If it stays retarded too long into rpm range, then it'll lack torque and feel flat in throttle response.

Try the change and test, you can always just turn them back to where they were.

[DomP]

Will do, so do you think the tight springs (definitely been chopped and re-bent) might be causing the flat Laggy first bit of acceleration?   Finding new ones will be fun!

[K2-K6]

Will do, so do you think the tight springs (definitely been chopped and re-bent) might be causing the flat Laggy first bit of acceleration?   Finding new ones will be fun!

It won't help it at all. Presumably these will reach full advance point  ? Eventually 

The sooner they get into correct advance the more torque they produce, giving that more eager, peppy feeling to response.

[DomP]

Yeah they do reach full advance, why is there a habit of trimming them then if earlier full advance is better?  Twisting the advancer to full requires quite a bit of force considering the spring size.  They are under some stretch even at zero advance

[DomP]

https://ebay.io/m/8wNR37

I wonder if the springs from a cb400 would be the same part?

[Bryanj]

Probably not

[K2-K6]

Yeah they do reach full advance, why is there a habit of trimming them then if earlier full advance is better?  Twisting the advancer to full requires quite a bit of force considering the spring size.  They are under some stretch even at zero advance

I don't know why that's a mod, haven't seen much in the way of reasoning and projected benefit.

[deltarider]

K2-K6, haven't you overreacted in your reply #45? You've pointed more than once at a procedure in a Honda document that I don't have, but I guess it must be about carbs that have acceleration jets, probably CB750. Our CB500/550 carbs do not have them. But instead of a video about fancy equipment and a very sophisticated bike, I invite you to produce one link, just one to a video where someone succesfully demonstrates your quoted Honda procedure on a CB500/550...
It's the same with plug chops so often recommended in the international forum, at idle, at 1/4, at midrange and at WOT. Forget about it! It's from the books. In every carb manual it says that there are transitions and that the various circuits overlap. Guess what everyone forgets rightaway... They think they can fine tune by marking 1/8, 1/4, 1/2 and WOT at the throttle grip and then do the plug chops having the engine run, bike... on the stand. That's at least 16 times the plugs in and out. Well, good luck with that! And the idea that by adjusting the airscrew of one carb you will also see its vacuum change, well... let me say that I have never witnessed it. It's the down going piston that creates the underpressure and 1/8 of a turn in or out will not correspond with a changed vacuum that you will able to see on your gauge.
But I'm always open to be proven wrong. Just remember: in this section it's about CB500/550s from the 70s.