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There are a few posts around peoples VM30 setups on CB350 that I figured it would be great to get others to post what worked for them.
Here is what I got working so far on my 1969 Honda CL350:
Location: Central California
Stock Pipes
Velocity Stacks
Slides: 2.5
Needle: 6F4
Needle Jet: 176-P4
Pilot Jet: 22.5
Main Jet: 210
Jet Needle clip:1 from the bottom
That main is crazy high...you overbore the engine? It's generally known the scott kit is even too rich for most non race bikes and it has a 150 main. I had speedmoto do me two after talking with them on the phone and I have to tell you they were almost dead nuts perfect on arrival. Give them a call and save yourself hours of frustration.
Well...I stand corrected...interesting. I did spend quite a bit of time explaining my bike and the fact I was still rich but running good with the scott kits in mine. Then guess he had a starting point. I swear I have seen so many combos my mind was blown....and that's why I called him. Gonna take you a bunch of plugs...but at least they are cheaper by the dozen. My biggest problem was getting my bike to run well at idle and just off to about 2500 or so where it switches over to the main jet. I was on full lean on the clip.
Hit up the forum over at honda twins...they had a load of vm30 setups
Sea level Myrtle Beach SC
Bike was a 1 overbore with kibble white valves vm30 with uni filters and a 2 into 1 pipe...weak on the low end.
Majority of people running 30mm Mikuni's on CB350 twins are around 145~165 main jet with a 28~35 pilot.
I'll open mine up one day as I can't remember whats in there ;D (not that it would do anyone any good, I made new emulsion tubes to use large roound main jets 8) )
The short exhaust on krafty's bike will neeed more jet but 200 still sounds a bit large
Would it help to mention your current locations altitude etc with the set up you're running?
I am interested to see other peoples set up as well since I am also working on a CB350 motor. But I can't imagine someone in Colorado Springs set up would work on someone's bike in Mississippi, right?
So tonight I actually tried 160 and had no top end it would cut out and only would achieve WOT if I accelerated really slow, but even then would cut out. 210 works way better. I have poor compression readings though. Not sure if that has anything to do with it.
Poor compression will make a lot f difference, as will the wrong length exhaust pipes.
You need more jet with a worn engine and a LOT more with a short exhaust as you don't have the 'tuned length' extractor effect and are totally reliant on atmospheric pressure to fill cylinders. 14.7psi pushing through carb has a hell of a job mving fuel, seems we found out why your bike works with massive jets when most won't run with 190
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