Short Description
The basis of these notes have come from a series of website printouts I obtained over the last couple of years in my effort to understand how the Mikuni BDSR39 carburetors work on my Suzuki SV650. From these printouts, I’ve produced this document aimed at rejetting the SV carburetors yourself rather than taking your bike to a dyno shop and getting it done for you. While a dyno shop will probably produce a more accurate torque/power curve, the DIY wrench monkey will be satisfied in the knowledge that he/she has done it themselves and in doing so, has learned more about their bike as a result. Be aware that rejetting your bike on a dyno normally takes 1 – 2 days, however, doing it yourself is going to take much longer due to the number of times you have to strip down and rebuild your bike for the road tests. To makes things simpler and help you get it right, I’ve divided the rejetting procedure into steps which need to be completed in sequence or you’ll simply compound any problems that you may come across in a later process.
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Content
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Rejetting
Step 1 – Initial Test Ride
Before doing anything else, read through this document to get a basic understanding of what it is you’re trying to achieve by rejetting, then warm up your bike and take it for a test ride to get a feel for it’s current setup. Although this is a very subjective test, the knowledge gained by taking your bike for a test ride can be used as a basis to gauge any changes you make to your carburetor.
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Step 2 - Install your Exhaust System and Air Filter
Carburetor settings are greatly effected by any changes to your exhaust system and your air filter, and somewhat by the type of fuel used. Before rejetting, install any aftermarket exhausts and air filters and fill up the tank with the grade of fuel you intend using.
Exhaust Systems
Changing exhaust systems is usually the primary reason for considering a rejet. Almost all aftermarket exhaust systems (including slip-ons) are less restricted than the stock Suzuki exhaust so you’ll need to go up at least one Main Jet size to compensate for the better flow. If you install an aftermarket twin/dual exhaust system in place of the single stock exhaust, you may even need to go up at least two sizes from the stock settings. Having a better flowing exhaust changes the power curve so you may need to adjust other carburetor settings as well, not just the Main Jet size.
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