This was a very useful explanation of the needle and pilot circuit
functions and interrelationships.
So why do people change pilot fuel jets, which is a relatively difficult
job when the PAJ can be changed so easily by just removing diaphrams.
For example, on a stock engine like mine, with only a pipe it appears that
based on your info about the 1500cc engine, a stock engine may benefit
from a PAJ change from #170 down to a #160 or #157.5 and produce enough of
an enrichment in the pilot area to overcome any of the light throttle
response or lean problems. While the alternative of going to a richer PFJ
of say #40 or #42.5 may produce the same result, or possibly an overly
rich result with the #42.5. Isn't it conceiveable that finer and easier to
make adjustments are available with the PAJ's? I hope so.
I just happen to have some #157.5 Mikuni jets, are they worth a try in the
air jet location while leaving my stock needles in place with no shims and
my #155 main jets? Based on what you have said I can see a more precise
fuel curve right through the range with this type of approach. Am I
interpreting your logic correctly?
Sam Blumenstein #795
TC wrote:
> . The other thing you can do .. is replace the primary or
> secondary pilot air jet with a smaller jet, (less air will make it
> richer). The easiest to change is the PAJ2 .. which is behind the
> slide rubber at the 1 o'clock position ... and it probably has the
> stock MK170 in it ...
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