I broke my usual rule of one change at a time by making three simultaneous changes.
After dinner I installed the Keyster 44 pilot jets, set the pilot screws to 3 turns out, and installed aftermarket 152.5 main jets (marked "AB" on the top).
On a warm motor the idle is about 13 AFR, & high RPM WOT AFR stays in the powerband in the low 13's to the limiter.
That said, highway cruise AFR is still a tad richer than what I want. I have yet to find commercially available 43 pilots, so I may have to make one by reaming out a set of 42's. Then again, 42's might just work...
Here's a recap of the current situation:
07 SM 865/270
Stock heads
Stock pistons
TPUSA cams
+3 TTP Pieman Igniter
PVL (Nology) coils
IX plugs & TPUSA Magnecor wires
Chevy 605 pipes with medium G-Pop baffles
Very mild intake spacer port-match cleanup
Uni UP4229 pods
152.5 AB mains
NBZT needles, no shims
FZ1 Vacuum piston (slide) springs
Polished slides
1.58mm throttle plate air bleed holes
18mm float height
44 Keyster pilot jets
Pilot screws 3 turns out
The bike runs exceptionally well, & has instant throttle response with great driveability.
CV carbs can be tuned to perform quite well. I'm convinced that the mains and needles must be optimized before the pilot jets, pilot screws, float height, & throttle plate air bleed holes can be optimally configured.
At this point the carbs are within a pilot jet size and pilot screw adjustment away of optimization.
Then I'm going to experiment more with slide transfer port size and vacuum piston spring configurations
