If you change boosters, you really have to recalibrate the entire carb because the idle, low speed and transition circuits will be calibrated stock, but your main boosters will draw out of the main jets much earlier giving you a very fat mixture. On a 600, up to about 2500 RPM, all the fuel is entering the engine from under the throttle blades.
Once main jets start to flow.gas mileage plummets. This is good for street use because they work over a wide range of RPM, the delay the startup of the main system and this is good for street use because you spend all your low load/low RPM use on the idle and transition circuits. Straight leg boosters as on your 600 offer a lot of resistance to airflow, and they are slow to start up. Annular types have the least resistance, and are designed to get the main system up to flow the fastest. They are not very sensitive to changes in vacuum. The downleg style as used on the 750's offer less airflow resistance. The idea is to use the lowest vac opeing that provides a smooth accelleration curve.Īs for boosters.they are not really chosen based upon jet sizes. if you have a dead spot as you use moderate accelleration that suddenly goes away as speed increases, then up the size to a 7.5 and repeat. There are no hard and fast rules about power valves.
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