S&S Super G or E?
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Tourer
Joined: Feb 2015
Posts: 296
Likes: 40
From: Holland
S&S Super G or E?
My 96" S&S superstock engine came with an S&S manifold which has a divider in the middle (also the heads have dividers in the inlettract) and a Super G carb.
I didn't change the jetting for now, just set it up so it starts and runs smooth and all is well.
Starts easy, runs smooth without popping or sneezing and pull hard all the way to the limiter set at 6500 rpm but it is thirsty!
But after reading a bit on the good old internet I found out S&S ussually equips the 96" with a Super E...not the G?
So what benefit would the G give me, or would it be better to switch back to an E (which I have sitting around anyway)?
Am I right in assuming more grunt low down and less topend with the E over the G or...?
I didn't change the jetting for now, just set it up so it starts and runs smooth and all is well.
Starts easy, runs smooth without popping or sneezing and pull hard all the way to the limiter set at 6500 rpm but it is thirsty!
But after reading a bit on the good old internet I found out S&S ussually equips the 96" with a Super E...not the G?
So what benefit would the G give me, or would it be better to switch back to an E (which I have sitting around anyway)?
Am I right in assuming more grunt low down and less topend with the E over the G or...?
Elite HDF Member
Joined: Oct 2005
Posts: 3,872
Likes: 83
From: Canton, Michigan
From what I've read, the G is for engines over 100". It moves a lot of air/fuel. I don't really know how many MPG you'll gain with the E over the G. If you've got an E, try it, tune it, ride it, and report back.
Dirt don't hurt
Joined: Jan 2011
Posts: 21,065
Likes: 4,561
From: Haslet Texas
My 96" S&S superstock engine came with an S&S manifold which has a divider in the middle (also the heads have dividers in the inlettract) and a Super G carb.
I didn't change the jetting for now, just set it up so it starts and runs smooth and all is well.
Starts easy, runs smooth without popping or sneezing and pull hard all the way to the limiter set at 6500 rpm but it is thirsty!
But after reading a bit on the good old internet I found out S&S ussually equips the 96" with a Super E...not the G?
So what benefit would the G give me, or would it be better to switch back to an E (which I have sitting around anyway)?
Am I right in assuming more grunt low down and less top end with the E over the G or...?
I didn't change the jetting for now, just set it up so it starts and runs smooth and all is well.
Starts easy, runs smooth without popping or sneezing and pull hard all the way to the limiter set at 6500 rpm but it is thirsty!
But after reading a bit on the good old internet I found out S&S ussually equips the 96" with a Super E...not the G?
So what benefit would the G give me, or would it be better to switch back to an E (which I have sitting around anyway)?
Am I right in assuming more grunt low down and less top end with the E over the G or...?
They said the top end power that the G produces over the E would almost never be used by the regular rider.
Thread Starter
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Tourer
Joined: Feb 2015
Posts: 296
Likes: 40
From: Holland
Hmmm...food for thought...
I do like to cane it down the backroads and I'm loving the fact that you can rev to 6500 and it actually still makes power, but around town you'd be better off with grunt low down...
choices choises....
How about a super E with thunderjet, best of both worlds?
Club Member
Joined: Apr 2011
Posts: 5,798
Likes: 7,826
From: SE Louisiana
An E came on the 111, and I'm sure a G would pickup the upper end,
but I sure can't complain about the bottom end throttle response with the E,
and if I'm real easy on it, can get 40+mpg
I have another E I'm thinking about sending to XXX carbs for a work over.
http://www.xxxcarburetors.com/index.htm
They offer a booster kit that might help in your situation
but I sure can't complain about the bottom end throttle response with the E,
and if I'm real easy on it, can get 40+mpg
I have another E I'm thinking about sending to XXX carbs for a work over.
http://www.xxxcarburetors.com/index.htm
They offer a booster kit that might help in your situation
Road Master
Joined: Sep 2013
Posts: 1,054
Likes: 441
From: Tejas
I've run one of those "Sifton Bomb Sights" on my modified "B" on my 93" shovel for years and love it.
Griz
Griz
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Road Master
Joined: Sep 2013
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From: Tejas
I'm running a 44mm CV on my 96" and it's pretty nice. Still working on getting it right where I want it.
Griz
Griz
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Club Member
Joined: Jun 2007
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From: Bedford UK
My 96" S&S superstock engine came with an S&S manifold which has a divider in the middle (also the heads have dividers in the inlettract) and a Super G carb.
I didn't change the jetting for now, just set it up so it starts and runs smooth and all is well.
Starts easy, runs smooth without popping or sneezing and pull hard all the way to the limiter set at 6500 rpm but it is thirsty!
But after reading a bit on the good old internet I found out S&S ussually equips the 96" with a Super E...not the G?
So what benefit would the G give me, or would it be better to switch back to an E (which I have sitting around anyway)?
Am I right in assuming more grunt low down and less topend with the E over the G or...?
I didn't change the jetting for now, just set it up so it starts and runs smooth and all is well.
Starts easy, runs smooth without popping or sneezing and pull hard all the way to the limiter set at 6500 rpm but it is thirsty!
But after reading a bit on the good old internet I found out S&S ussually equips the 96" with a Super E...not the G?
So what benefit would the G give me, or would it be better to switch back to an E (which I have sitting around anyway)?
Am I right in assuming more grunt low down and less topend with the E over the G or...?
Conventional wisdom suggest your engine may do better with an E and as you have one it might be interesting to install it and see how it works out, however if you are confident your engine came from S&S with a G, or recommended to use one, why change?!
Seasoned HDF Member
Joined: Mar 2010
Posts: 21,076
Likes: 7,601
From: Poolville
If the motor is still stock the E will do very well. Also a thunder jet will help you to tune the main jet better as well as above 4200 rpm where the t-jet kicks in. It also allows you to run a smaller main jet.