A few questions about my XJ650 Maxim

First question is the dreaded "PODS", what size jets get used with pods? I have a 4-1 exhaust that has no baffles and just a small restrictor at the end of the megaphone muffler. I am also thinking about sitching the bike back to 4-2 with slash cut slip-ons with no baffles or restictors at all unless I can fit one of the slip ons to the 4-1 set up with no restrictor.

Second question is, what is available as far as aftermarket rims for my bike? Any links would be greatly appreciated.

Also, any links on installing LED blinkers and brake light would be awesome!

Can you tell I have one hell of a winter project ahead of me?

 

I have an '81. You'll get a lot of people telling you to lose the pods....not usually an option once you've gone that route. I would buy 41 (maybe 42's) for the pilot jets and 118's 120's and 122's for the mains to experiment and see what works best for your situation. I did and I think I'm running 120's now....maybe 122's. It runs good, starts easy, has good throttle performance up to the veeeery top of the rpm range where I just noticed I'm getting some sputter. Almost like a rev limiter is kicking in. Maybe that IS what's happening. I don't ride in that range anyway, so I'm not going to worry about it for now.

This is based on my '81. I know they went YICS in '82, but I don't know what other differences there may be....are they even using Hitachi carbs in '82?

Also, Chacal on this site has all the parts, good prices, VERY fast shipping. Highest recommendations for him!

 

Pods 'n More:



HITACHI MAIN AND PILOT FUEL JETS:


ee) Aftermarket Hitachi brass MAIN FUEL JETS, sizes as follows, fits all XJ650 (except Turbo), all XJ750, and all XJ700 (exc. "X") models.

NOTE: stock Hitachi XJ series carbs used the following original sizes:

#106 (XJ 750RL Seca, 1984 only)
#107 (XJ700 non-X)
#110 (XJ650 models)
#120 (all XJ750 models except 1984 XJ750RL Seca)

All the other sizes are for "tuning" or re-jetting purposes when changing intakes or exhaust systems.


HCP6316 Aftermarket brass #106 MAIN FUEL JET, stock size for '84 XJ750RL Seca models, each:
$ 6.00

HCP6316SET4 Aftermarket brass #106 MAIN FUEL JET, set of 4:
$ 21.95


HCP6317 Aftermarket brass #107 MAIN FUEL JET, stock size for XJ700 non-X models, each:
$ 6.00

HCP6317SET4 Aftermarket brass #107 MAIN FUEL JET, set of 4:
$ 21.95


HCP6318 Aftermarket brass #108 MAIN FUEL JET, each:
$ 6.00

HCP6318SET4 Aftermarket brass #108 MAIN FUEL JET, set of 4:
$ 21.95


HCP6319 Aftermarket brass #109 MAIN FUEL JET, each:
$ 6.00

HCP6319SET4 Aftermarket brass #109 MAIN FUEL JET, set of 4:
$ 21.95


HCP873 Aftermarket brass #110 MAIN FUEL JET, stock size for most XJ650 models, each:
$ 3.25

HCP873SET4 Aftermarket brass #110 MAIN FUEL JET, set of 4:
$ 11.95


HCP874 Aftermarket brass #112 MAIN FUEL JET, each:
$ 3.25

HCP874SET4 Aftermarket brass #112 MAIN FUEL JET, set of 4:
$ 11.95


HCP8366 Aftermarket brass #114 MAIN FUEL JET, each:
$ 6.00

HCP8366SET4 Aftermarket brass #114 MAIN FUEL JET, set of 4:
$ 21.95


HCP875 Aftermarket brass #116 MAIN FUEL JET, each:
$ 3.25

HCP875SET4 Aftermarket brass #116 MAIN FUEL JET, set of 4:
$ 11.95


HCP876 Aftermarket brass #118 MAIN FUEL JET, each:
$ 3.25

HCP876SET4 Aftermarket brass #118 MAIN FUEL JET, set of 4:
$ 11.95


HCP8365 Aftermarket brass #120 MAIN FUEL JET, stock size for most XJ750 models, each:
$ 6.00

HCP8365SET4 Aftermarket brass #120 MAIN FUEL JET, set of 4:
$ 21.95


HCP878 Aftermarket brass #122 MAIN FUEL JET, each:
$ 3.25

HCP878SET4 Aftermarket brass #122 MAIN FUEL JET, set of 4:
$ 11.95


HCP879 Aftermarket brass #124 MAIN FUEL JET, each:
$ 3.25

HCP879SET4 Aftermarket brass #124 MAIN FUEL JET, set of 4:
$ 11.95


HCP880 Aftermarket brass #126 MAIN FUEL JET, each:
$ 3.25

HCP880SET4 Aftermarket brass #126 MAIN FUEL JET, set of 4:
$ 11.95


HCP881 Aftermarket brass #128 MAIN FUEL JET, each:
$ 3.25

HCP881SET4 Aftermarket brass #128 MAIN FUEL JET, set of 4:
$ 11.95


HCP882 Aftermarket brass #130 MAIN FUEL JET, each:
$ 3.25

HCP882SET4 Aftermarket brass #130 MAIN FUEL JET, set of 4:
$ 11.95


HCP883 Aftermarket brass #132 MAIN FUEL JET, each:
$ 3.25

HCP883SET4 Aftermarket brass #132 MAIN FUEL JET, set of 4:
$ 11.95


HCP884 Aftermarket brass #134 MAIN FUEL JET, each:
$ 3.25

HCP884SET4 Aftermarket brass #134 MAIN FUEL JET, set of 4:
$ 11.95



xx3) Reproduction Hitachi main fuel jet SPACER WASHER, round flat copper washer goes under the head of the main fuel jet. Perfectly replaces missing or bowed originals.

HCP887 Hitachi carbs main fuel jet SPACER WASHERasher, each:
$ 4.50

HCP887SET4 Hitachi carbs main fuel jet SPACER WASHERS, set of 4:
$ 15.00



ff) Aftermarket Hitachi PILOT FUEL JET, sizes as follows, fits all XJ650 (except Turbo), all XJ750, and all XJ700 (exc. "X") models.

NOTE: stock Hitachi XJ series carbs used the following original sizes:

#36.5 all XJ700 non-X models.
#40 all XJ650 (USA and Canada) models, all XJ750 (USA) models, and XJ750RL Seca (1984).
#43 1982 XJ650 Euro/UK, and some Canadian, Euro, and UK XJ750 models.
#45 190-81 XJ650 Euro and UK models.

The #41, #42, sizes can also be used for "tuning" or re-jetting purposes when changing intakes or exhaust systems.


HCP885 aftermarket brass #40 PILOT FUEL JET, each:
$ 3.25

HCP885SET4 aftermarket brass #40 PILOT FUEL JETS, set of 4:
$ 11.95


HCP886 aftermarket brass #41 PILOT FUEL JET, each:
$ 3.25

HCP886SET4 aftermarket brass #41 PILOT FUEL JETS, set of 4:
$ 11.95


HCP6326 aftermarket brass #42 PILOT FUEL JET, each:
$ 6.00

HCP6326SET4 aftermarket brass #42 PILOT FUEL JET, set of 4:
$ 21.95


HCP6320 aftermarket brass #43 PILOT FUEL JET, each:
$ 6.00

HCP6320SET4 aftermarket brass #43 PILOT FUEL JET, set of 4:
$ 21.95


HCP9661 aftermarket brass #45 PILOT FUEL JET, each:
$ 6.00

HCP9661SET4 aftermarket brass #45 PILOT FUEL JET, set of 4:
$ 21.95





WHAT ABOUT RE-JETTING FOR PODS, ETC?:

It's a question we get asked often and unfortunately, one that we cannot answer honestly about your specific bike besides with "it depends".

Which is a nice way of saying "you're about to enter the seventh circle of hell......."!

Carb jet tuning required by aftermarket modifications is somewhat of a black art, part science, part skill, part luck. It depends on the current state of tune of your engine, your altitude, the mix of aftermarket parts on your bike, etc........a lot of variables.

The best advice we can offer is: Just Say No. Don't do it! Leave everything stock!

But, since most people---with good reason, I might add---don't always listen to our well-intentioned advice, then the next best recommendation we can offer is: "if you want more power get a bigger bike!".

And since that doesn't cut it with many owners, either, for the remaining stalwarts out there who insist on "experimenting" with aftermarket intake and exhaust systems, here's the best information that we've come across to give you some GUIDANCE, which you should take as just that, and not as ANSWERS, because it isn't!



MAIN FUEL JET SIZE CHANGES NEEDED PER TYPICAL MODIFICATION:


Typical Exhaust Changes:

+2 main fuel jet size for custom 4-into-2 exhaust

or

+4 main fuel jet sizes for 4-into-1 exhaust

or

+4 main jet sizes for no muffler (open headers)


Typical Intake Changes:

+2 main fuel jet sizes for single K&N filter (inside a stock airbox)

or

+2 main fuel jet size for drilling holes in the airbox with stock filter

or

+4 main fuel jet sizes for individual pod filters (no airbox)


Additional changes:

- Add up all the main fuel jet size increases and subtract 2 sizes.

- Decrease main fuel jet size by 2 sizes per every 2000' above sea level.

- Under a mis-match condition, such as when using pod filters with a 100% stock exhaust, or 4-into-1 header with stock filter and air box, then subtract 2 main fuel jet sizes.



PILOT FUEL JET SIZES CHANGES NEEDED PER TYPICAL MODIFICATION:

Pilot fuel jet size changes are related only to the change in main fuel jet sizes according to the main fuel jet size formula described above. Note that this pilot fuel jet rule is for the main fuel jet size change BEFORE any main fuel jet altitude compensation is factored in:

Increase the pilot fuel jet size +1 for every +3 main fuel jet size increases.

Additional changes:

- Decrease pilot fuel jet size by 1 for every 6000' above sea level.



PRECAUTIONS:

- Make sure your carbs are in perfect working order before making ANY jet changes....meaning fully cleaned internally and rebuilt, operating properly in their stock configuration, proper sized air jets and needles, etc. Otherwise, you'll like find that all of your efforts are going to be a HUGE waste of time.

- Check plug color often and adjust as needed, 2 main fuel jet sizes at a time and 1 pilot fuel jet size at a time. Bright white plug insulators are a sign of an overly lean fuel mixture condition and WILL cause damage to your engine over time, up to and including engine seizure!

- Synch the carbs after each jet change.

- Make sure the floats are set correctly

- Seriously consider purchasing a Colortune Plug Tuning kit.

- You may find it necessary to make changes to the size or shimming of the main jet needle. There are no guidelines on what or how to do these changes, this is true trial-and-error tuning!



EXAMPLE:

A 1982 XJ750RJ Seca using an aftermarket Supertrapp 4-into-1 exhaust and a single K&N air filter in the stock, unmodified airbox. Bike is primarily operated at an altitude of 2600 feet above sea level.

XJ750 Seca Stock Hitachi HSC32 Carb Jetting:

#120 Main Fuel Jet
#40 Pilot Fuel Jet
#50 Main Air Jet
#225 Pilot Air Jet
Y-13 Needle


MAIN FUEL JET SIZE CALCULATIONS:

Changes made:

Exhaust:
4 into 1 with Supertrapp = +4 Sizes Main Fuel Jet

Intake:
K&N Pod Filters = +4 sizes Main Fuel Jet
----------------------------
Equals: +8 main fuel jet sizes above baseline
Subtract: -2 main fuel jet size per formula above
----------------------------
Equals: +6 main fuel jet sizes due to modifications, thus:

Stock main fuel jet size is: #120
+ 6 additional sizes
= a #126 main fuel jet size
---------------------------
Subtract: -2 main fuel jet sizes for Altitude of 2500' Average

= #126 calculated from above
-2 jet sizes for altitude adjustment

= a #124 main fuel jet size.


PILOT FUEL JET SIZE CALCULATIONS:

The formula is: +1 pilot jet size increase for every +3 main jet sizes increased.

Stock pilot fuel jet size is: #40
+ 2 additional jet sizes (since we went up +6 main fuel jet sizes before the altitude compensation was factored in):

= a #42 pilot fuel jet size.

Note that no altitude compensation is needed on the pilot fuel jet since our elevation is less than 6000' a-s-l.


------------------------------

RESULT:

A #124 Main and #42 Pilot is A GOOD STARTING POINT.

******************************************************

Note that the above calculations do NOT take into account any possible changes in the sizes of the air jets nor the main needle size, which are additional variables and opportunities for tuning excellence (or frustration!).

For further insights and understanding, the Holy Grail (meaning: the whole miserable, un-varnished truth of what a real chore carb tuning is going to be, written by people who actually know what they're talking about, rather than by people who are trying to sell you something) can be found at:

www.factorypro.com

and then click on the "Product Support/Technical Support" link at the top of the page, then on the "Motorcycle Tuning Tech" link, and then the "CV Carb Tuning" link........and then read, weep, study, and do....if you still dare to! HINT: if reading through it makes you think to yourself "sheesh, this sounds like an incredible amount of effort!", well, you're right! That's just some of the joys (and pitfalls) of getting to play "tuning engineer", which is what you're going to be doing. Yamaha probably has 10 of those types of guys on staff, and millions of dollars of test equipment, both physical and computer-aided, that allowed them to get the mixture settings just right---from an overall drivability AND power output standpoint----and now, since you're changing the airflow parameters thru the engine, you'll have to figure it all out "from scratch", but WITHOUT the benefit of 10 trained engineers and all that test equipment and experience.

That's why we warn you that setting up a bike for pods can be quite a bit of trial-and-error procedure. You can make the calculations according to what is shown in that guideline and then order the jets that the "formula" recommends, and that should serve as a good STARTING POINT............you may (or may not!) have to do more tuning and trial-and-erroring substitution of different jet sizes, etc. to get it performing to you satisfaction, with the recognition that you may ALWAYS end up with a situation that has some kinds of trade-offs.....lazy at the lower end but runs well at mid/upper-ranges, or runs well at the lower end but a "flat-spot" at some other rpm range, etc. Unfortunately there is no magic formula........you might want to read through the factorypro.com article that I list at the end of that section, and you will get a better understanding of what is involved to get the carbs set-up properly in a non-stock configuration.

 

Looks like your question about jets has already been answered. Now, as far as your question about LEDs goes, it's not really all that big of a deal to do (considering you're just going to replace the stock bulbs with LED bulbs. Match up the bulb type you have for your brake lights and turn signals and order a drop in LED replacement. However, since your LED turn signals use less power than stock, if you replace them without modification they'll blink fast. To remedy this, you need to add a load equalizer to the equation.

Aftermarket rims, I dunno...

 

It will also render the auto cancel inoperable.

 

i have found that installing load resisters to the new leds worked perfect. they are pretty cheap on ebay and they are very easy to install

 

Im just curious, are you adding LEDs for improved visibility? Or decreased power requirements?

 

Because if you are, they aren't. I have YET to see LED turn signals on ANY bike that are worth a damn in daylight. I had yet another example this past weekend; we were in the cage, behind a crotch rocket with a "tail kit." The rider went to turn onto a side road, the same road we were turning onto.

I could NOT see his tail light/brakelight or turn signals (all in one cutesy little LED unit) without REALLY LOOKING FOR THEM. They were there, and functioning, just not readily VISIBLE.

I don't see how making it difficult or nearly impossible for an automobile driver to see your brake light or turn signals is any sort of improvement.