化油器上的字都是什么意思

bailiang27

最近鼓捣摩托，翻墙研究了下化油器上的字都是什么意思，在这里记录下来，省的以后忘记了。

CV：等真空式化油器，分为膜片式和活塞式化油器两种。是等真空膜片式化油器的结构。其节气门为柱塞式， 并装于化油器的喉管处，柱塞阀固定在真空膜片上。膜片下方空腔通过通气孔与 大气相通，腔内压力接近恒定的大气压。真空膜片上方空腔（负压室）通过柱塞 阀下方的负压孔与喉管相通，其压力等于喉管处压力。该化油器节气门开度是通 过油门操纵钢丝绳来控制的，可改变发动机的进气量，达到控制发动机转速的目 的。它没有节气门调节螺钉，调整怠速的高低是通过调整节气门的开度来实现 的。一般125以上的排气量都是使用这种结构的化油器，优点是高速区段由于跟大气负压相关，所以喷油量控制准确。一般在哈雷的化油器上都会标注CV字样。


CVK：Constant Velocity Keihin，也就是平时大家说的，K家的CV化油器。理论上应该有CVM就是Constant Velocity Mikuni，可是三国家的化油器没见过这么标识的。


CR： Racing Carburetors，一般都是K家造的，我真的打不出来K家的中文那俩字，所以各位单带了。CRK就是K家的CR化油器。CVR也是K家的赛车用化油器产品线，还有什么FCR，FCR MX，CRS，反正平时很少能见到，见到有CR俩字的，就是好东西。只是在港台得去的帖子里能见到这些神器。


PWK：power without compromise，K家的比较注重扭矩输出的产品线，配套厂商用的比较多，使用的是镀铬半圆型的吊桶结构。有四条通风口，不易堵塞。说白了就是个干体力活的货，喷油嘴尺寸齐全。最大口径能到39mm。

PWM：不知道这个有什么特殊的，也是伐控式化油器，用了各类似心形的控制阀，只有38MM口径的。

PJ：这个要重点说下，这个是吊桶式的两冲车用的化油器，两冲，两冲，两冲，不是不能用在四冲的机器上，而是得重新配喷嘴和油针，因为人家是为两冲优化的配置。

PE：这个是最经济实惠的化油器产品线，优化方向就是工厂装车，油耗低，经济性好，没啥性能不性能的，对得起你每一分油钱的产品线。吊桶式的，结构简单，所以大批量的摩托都会配这个，缺点是，高速段供油不足，发挥不出来发动机的最大功率。

VE：这个是老的产品线，原来是用不同的发动机形式来命名产品线的，VE代表的是双缸发动机化油器。

下边是三国家的

VM：吊桶式化油器，三国家生产的意思。

TM：代表的是伐控式化油器，比吊桶式的反应速度更快，更平滑。

RS HSR：这俩是mikumi家的比赛用化油器，也是好东西。


看下来貌似mikumi家做化油器没有K家用心，下边说说我大种花家的各种神奇标记吧。

第一种，standard of japan，翻译过来就是日本标准，恩，种花家制造，用的日本的标准，造的咋样就不知道了。

第二种，japan tm，tm是商标的意思，就是用了岛国商标，可不嘛，堂而皇之的打的K家的标志，可是娘家是我大种花家，made in china

第三种，japan t/a,t/a的意思是，技术和品质，跟上边的一样，娘家不是岛国，真能欺负我们英语不好啊。

第四种，design by japan，恩，日本设计，废话嘛，高仿的人家，肯定不是我们自己设计的。

第五种，拼音品牌加japan的，欺负我们没学过日语，不知道岛国发音都是元音+辅音的方式，木有我大种花家拼音这种，多音节发音的。

第六种，神奇的 MIKUNI KOGYO，我读书少，不要骗我，kogyo不是工业吗？而且还是罗马字写的发音，mikumi是不是工业公司我不知道，但是真的没见过mikuni这么标记的。



我大种花家，各路神人都有，所以我只是列出了我能想起来的六种，希望大家补充哈。

要是我没记错，商标下边标注国家的做法，应该是德国人开始的，当初英国如日中天，德国跟中国现在差不多，各种小作坊遍地，假冒伪劣横行。所以英国政府要求所有出口到英国的德国商品，都需要明确标注Germany，后来德国人民怎么发奋图强我就不知道了，但是后来Germany的确变成了高品质的商标。后来发展发展的，标注制造国就成为了一种国际惯例了，岛国人民比较喜欢直接标注japan，我国人民比较勤劳，多写几个字，就是made in china。

哈哈哈，楼主自己把楼盖歪了，回归正题，化油器上的标注或者型号，大家还有谁发现没有列出来的，欢迎补充~~~~

bailiang27

PE化油器结构

bailiang27

PWK化油器结构

bailiang27

PWK化油器结构

bailiang27

PJ化油器结构

bailiang27

CRS，FCR，FCR MX赛车化油器

飞29

进来学习

bailiang27

补图

zzzx

干货 顶...

ken_6688

  难得一见的好贴。楼主辛苦。

10870930

我想提个问题  化油器的进油铜套，就是和三角阀配合的那个铜套要如何拆下来？  我有个双缸化油器，有一边老是溢油，怎么搞都不行，交换三角阀后也是一个结果。想换那个铜套又拆不出来

bailiang27

不知道你是具体什么化油器哈，CBT125和CB400的是一样的，用10号套筒能拧下来。PE型的化油器我都是用冲子，把细的那个头磨成45度的面，拿锤子轻轻砸两下，换新三角针就搞定了。
铜的很软的，我估计你要是有多余的油针，对着那个面用新油针砸两下也行的，就是这样新油针尾巴上的弹簧估计就废掉了。

自动顶贴机

PWK化油器结构

bailiang27

关于高度和进气空滤和改装排气管对化油器的影响。


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 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 XJ550RJ 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.

XJ550 Seca Stock Mikuni BS28-series Carb Jetting:

#112.5 Main Fuel Jet
#35 Pilot Fuel Jet
#70 Main Air Jet
#170 Pilot Air Jet
4GZ11 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: #112.5
+ 6 additional sizes
= a #118.5 main fuel jet size
---------------------------
Subtract: -2 main fuel jet sizes for Altitude of 2500' Average

= #118.5 calculated from above
-2 jet sizes for altitude adjustment

= a #116.5 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: #35
+ 2 additional jet sizes (since we went up +6 main fuel jet sizes before the altitude compensation was factored in):

= a #37 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.

bailiang27

Note:
This document is based on Mikuni Carburetors. But the theory follows through on all carburetors. Be aware that Mikuni Main jets increment in steps of 2.5, Hitachi Main jets increment in steps of 2.0. Hitachi Main jets (screw in style [Yamaha XJ's] are available in sizes from 110-134 in increments of 2.0. All this means that if you find you need to go up 4 steps on the main jets according to this chart (2.5x4) the step up would be 10.0. For Hitachi mains the step up would be 5 jet sizes (2.0x5) since following this chart for Hitachi mains would put you at 8.0 which is very close to 7.5 which would be 3 steps according to this chart.
Jetting Recommendations
by Denny Zander

Here is a simple set of jetting guidelines that have worked for me. For those considering jet changes, this might help select a starting point.

1 jet size for custom 4 into 2 exhaust

2 jet sizes for 4 into 1 exhaust

1 jet size for K&N filter (single inside airbox)

1 jet size for drilling out the bottom of the airbox

2 jet sizes for both single K&N and drilled airbox

2 jet sizes for individual filters

2 jet sizes for no muffler (open header)

1 pilot jet size for every 3 main jet size increase

Add up all the jet size increases and subtract one. (Remember they go in steps of 2.5 for each jet size)

Under a mismatch condition, like individual filters and stock exhaust or 4 into 1 header with stock filter and air box, subtract an additional 1 jet size.

Check plug color often, sync carbs after each jet change, make sure the floats are set correctly, and seriously consider purchasing a Colour Tune. (See "Colortuning Carburetors" in the Maintenance Section).

Make sure your carbs are in perfect working order before making jet changes.

Example from my '79 XS1100 F:
Stock main jets: 137.5

Stock pilot jets: 42.5

2 sizes for 4:1 exhaust (Jardine)

1 size for single K&N

1 size for drilled air box

4 (main sizes) - 1 = 3 or 137.5 + (2.5 * 3) = 145.0
1 (pilot jet size) or 42.5 + (2.5 * 1) = 45.0

With this jet configuration I get 32-38 mpg on the open road, Smooth idle, very strong exceleration from off idle to 80+ mph, and steady pull past 120 mph. My "F" has 65K mile on it, of which I have put 33K with this jet configuration.

I have applied this to the '78-'79 carb set with great success. These guidelines should work for the '80-'81 carbs also. The only part I have not tested is pilot jet changing on the second generation carbs.

Happy Jetting

Additional info: decrease main jet size one step per 2000' above sea level.

攀少

感谢分享


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风中0088

很多英文字，看不懂。

天涯老五

嗯，干货。长知识了


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攀少

感谢分享