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<  General Scootering  ~  Is there such a thing as 113 or 114 main jet?
Tom Lindsay
PostPosted: Wed Jul 25, 2007 2:02 pm  Reply with quote
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112 seems too lean, 115 seems too rich. Anybody ever see a 113 or 114?

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Derrick
PostPosted: Wed Jul 25, 2007 2:33 pm  Reply with quote
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Yes, but good luck finding them.

I find it hard to believe there is really that much difference.
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Tom Lindsay
PostPosted: Wed Jul 25, 2007 2:50 pm  Reply with quote
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Derrick wrote:
Yes, but good luck finding them.


Yeah, that's kind of what I feared.

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I find it hard to believe there is really that much difference.

I was surprised too. I'm wondering how much weather was screwing up my chops - I did the chops with the 112 when it was about 20 degrees cooler and much less humid, which of course will send it leaner. I did the chops with the 115 last night, when it was 90 degrees and ungodly humid.

I'm probably fine with the 112 - but I got a soft-sieze on a minor jetting problem with my DR top end (after 6000 miles with the same minor jetting problem) a month or so ago, and so I'm a little paranoid.

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Derrick
PostPosted: Wed Jul 25, 2007 3:00 pm  Reply with quote
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The following is my opinion. FWIW.

I said this before. I don't believe plug chops work with modern blended fuels. So you can't go by them. You need to feel the engine or find a dyno.

If you soft seized you are jetted too lean. There is a compromise between the smoothest and most powerful running two stroke and one that will NOT seize. You always have to run richer then the engine would like to so it does not self destruct.

PS I thought you didn't like us vintage guys? Why do you keep posting here?

PPS Stella parts are mostly interchangable with P series parts NOT older (real vintage) Vespas. I'm not trying to offend anyone, that's just how I see it.
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Tom Lindsay
PostPosted: Wed Jul 25, 2007 3:12 pm  Reply with quote
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Derrick wrote:
The following is my opinion. FWIW.

I said this before. I don't believe plug chops work with modern blended fuels. So you can't go by them. You need to feel the engine or find a dyno.

If you soft seized you are jetted too lean. There is a compromise between the smoothest and most powerful running two stroke and one that will NOT seize. You always have to run richer then the engine would like to so it does not self destruct.


Yeah, I'm sure you're right about the chops, and I knew my jetting with the DR was too lean; somehow I got away with it for a long time though! Hence the reason that I'm trying to stay rich this time...

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PS I thought you didn't like us vintage guys? Why do you keep posting here?

No, I've never said I don't like the vintage guys. I respect your knowledge and find you all to be incredibly helpful when a thought-out, specific problem is presented. I just think sometimes the attitude on this board gets a little thick. And that's often true with a community that has a tight center (read: devoted core) but a lot of hangers-on at the periphery. Clearly you guys know an awful lot of stuff that's directly applicable to the contemporary P copies, and since I'm something of a new wanderer in this scooter tuning thing, I like to learn it.

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PPS Stella parts are mostly interchangable with P series parts NOT older (real vintage) Vespas. I'm not trying to offend anyone, that's just how I see it.

Yes, that's true. And it would take a fool to be offended by that statement. The example I gave in the TNR board posting that I think you're referencing was my DR kit though, and that *is* compatible with all three-port Vespa engines (which I believe go back to the sixties, no?). Several (certainly not a majority) parts *are* common to most largeframes. Even in the majority of places where the vintage parts and the P-series parts aren't compatible, they operate on the same or similar principles. Vintage knowledge is directly applicable to almost every part of a contemporary P. And for that I'm grateful, because you guys know a lot.

Hope that clarifies things.

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Tom Lindsay
PostPosted: Wed Jul 25, 2007 4:21 pm  Reply with quote
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By the way, I was smoking crack when I said I soft-seized because my jetting was lean. On the way home I remembered that I soft-seized because my exhaust slipped off the stub, and about ten seconds later the cylinder soft-seized. My jetting was fine (if perhaps a pinch lean). Don't know why I forgot about that.

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Matty
PostPosted: Wed Jul 25, 2007 4:29 pm  Reply with quote
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Tom Lindsay wrote:
Don't know why I forgot about that.


Umm perhaps the crack??

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Jeff
PostPosted: Wed Jul 25, 2007 6:52 pm  Reply with quote
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Tom, what pipe and carb are you running with the DR?
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hungaryjack1
PostPosted: Wed Jul 25, 2007 8:58 pm  Reply with quote
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Jeff wrote:
Tom, what pipe and carb are you running with the DR?

Glass bowl with water to smooth it out, or a bic pen during extreme scenarios.

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Tom Lindsay
PostPosted: Wed Jul 25, 2007 10:43 pm  Reply with quote
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hungaryjack1 wrote:
Jeff wrote:
Tom, what pipe and carb are you running with the DR?

Glass bowl with water to smooth it out, or a bic pen during extreme scenarios.


Ha! Reminds me of college.

Seriously, I'm running a 24/24e (injected) and Sito+. I was jetted at 50/160 idle, 160/BE3/112 main stack, and 2 1/4 turns (wide-thread) on the mix screw. Now (with the stock cylinder) I'm running 48/160, 160/BE3/115, and 1 1/2 turns - which is far too rich.

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Jeff
PostPosted: Thu Jul 26, 2007 6:35 am  Reply with quote
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I am running a similar set up on my DR, only with a stock pipe, and it is definitely on the rich side. But like Derrick says tuning is a compromise. I want reliability over performance. The performance is better than stock, with almost the same level of reliability, which is right where I want to be.
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