S&S T111 with Mikuni HS42
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2nd Gear
Joined: Jul 2018
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From: Calgary
S&S T111 with Mikuni HS42
Im currently running a S&S super E on my S&S 111" twincam. I want to switch to the super e out to a mikuni and get away from that carbs two circuit bog. I have heard that the mikuni manifold wont work with the 111's larger jugs. Has anyone run into this? What did you do?
Dirt don't hurt
Joined: Jan 2011
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From: Haslet Texas
Im currently running a S&S super E on my S&S 111" twincam. I want to switch to the super e out to a mikuni and get away from that carbs two circuit bog. I have heard that the mikuni manifold wont work with the 111's larger jugs. Has anyone run into this? What did you do?
If so did they mess with your air bleed jet?
Have you tried a thunder jet?
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2nd Gear
Joined: Jul 2018
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From: Calgary
I havent dyno tuned it and also dont think i ever will. I could be wrong here but i dont think its worth the stress on the motor to get it that small amount closer to a perfect tune. The traditional methods have worked well in the past for me, also the motor is only just out of the break in period. I have an older super e with a fixed air bleed(pre 04). I realised that super e's can be drilled and tapped to accept a main jet as an adjustable air bleed inside the float bowl or on the exterior of the carb. I have considered doing this as well as adding a thunderjet. But im having a hard time believing these mods will make the super e more responsive than an HSR42.
The super e is great initially and at WOT. But id like a carb without a mid range flat spot. Im willing to trade some top end HP to get it.
The super e is great initially and at WOT. But id like a carb without a mid range flat spot. Im willing to trade some top end HP to get it.
Last edited by Juniorwasp; Nov 11, 2018 at 04:33 PM.
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Joined: Jul 2013
Posts: 11,185
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From: In my head
I havent dyno tuned it and also dont think i ever will. I could be wrong here but i dont think its worth the stress on the motor to get it that small amount closer to a perfect tune. The traditional methods have worked well in the past for me, also the motor is only just out of the break in period. I have an older super e with a fixed air bleed(pre 04). I realised that super e's can be drilled and tapped to accept a main jet as an adjustable air bleed inside the float bowl or on the exterior of the carb. I have considered doing this as well as adding a thunderjet. But im having a hard time believing these mods will make the super e more responsive than an HSR42.
The super e is great initially and at WOT. But id like a carb without a mid range flat spot. Im willing to trade some top end HP to get it.
The super e is great initially and at WOT. But id like a carb without a mid range flat spot. Im willing to trade some top end HP to get it.
I've ran damn near every carb ever made at some point or another and the Super E is without a doubt the easiest to tune and you can dial it up or down with bleed screw extensions while travelling from low to high altitude. Once you get a E dialed in it's hard to factor in anything else.
Another popular but S&S is the "G" a little harder to tune but once you get it dialed in it's flawless and the midrange is like no other carb. One thing I always look at is what the professionals use for drag racing, you won't find a Mikuni, HSR42 on Progas or pro-mod bike, You will only find an S&S "D" thunder jetted to the moon. FWIW, ride your bike for 1,000 miles then take it to the dyno, not going to hurt a thing putting it on a dyno however, you can hurt it (ruin your entire top end) by running it too rich or lean so it's best to know instead of guessing.
Good luck with your project, nothing wrong with an HSR42 but its not in the same league as a S&S, just my 2 cents.
OS
Last edited by Oldskewl; Nov 12, 2018 at 02:45 PM.
Seasoned HDF Member
Joined: Jul 2013
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From: In my head
Please, tell me more, I'm dying to learn how "evolved" the HSR's are compared to SnS. teach me
Seasoned HDF Member
Joined: Jul 2013
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From: In my head
It's almost sacrilege to put a Mikuni on an S&S motor. If the "slide" was such a great engineering improvement you'd think S&S would have made a variant of one but they haven't. I don't see any slides on Top fuel bikes either. It's all about proper jetting. Too bad you live so far away, i'd help you get that carb dialed in.
Zi[ppers."G" thunderjetted. https://www.zippersperformance.com/g...hunderjet.html
Zi[ppers."G" thunderjetted. https://www.zippersperformance.com/g...hunderjet.html
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Road Captain
Joined: Jan 2009
Posts: 714
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I like S&S-dial it in right and it will be good to you. 111" needs a G. Don't quit on S&S-get to work tuning it.
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Road Master
Joined: Oct 2013
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From: Penticton BC Canada
Just about any carb can make good power as long as it's not restrictive and can supply the quantity and proper mixture of fuel /air.
S&S carbs are simple and easy to tune and will make as much power as any of the others, that's why racers like them.
Nobody cares about fuel economy on the track or emissions, rid ability is much more on and off as well.
For a street bike that actually gets ridden, I prefer the better fuel economy (range between fill ups), more consistent mixture (cleaner running, longer lasting engine) and generally better overall manners of the HSR.
If you like Oldskewl, keep it American and simple, I get that and say good for you. If you want something that actually runs better and cleaner as well as making just as much power and don't mind that it comes from overseas, then take the time to properly dial in a HSR.
I myself have left carb days behind me, but I have to admit that my Buddys HSR carb'd evo with cams and heads runs better than my 16 RK
(he had an S&S before the HSR and would laugh at anyone suggesting the S&S was superior).
That's just him, I think if your happy with S&S then great- enjoy.
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