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I looked at the carb tuning article that is pinned here in the tech section (great article) and noticed they use a 132 main jet for the TW's in south Africa and Australia... after doing some searching throughout this forum it seems like most go with the 130...why not use the 132? Seems like that would give you the best performance, plus its what is used overseas, works for them. Any ideas? I was planning to buy both, but was hoping to save time by hearing what others have tried and what their experience has been. I ride mostly in MD, so I'm well below 5000 feet. Bike is 2008 all stock



I noticed when I looked up the #132 jet part number on Stadium Yamaha, it was no longer offered, they now sell it as a 132.5.



Thanks
 

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I looked at the carb tuning article that is pinned here in the tech section (great article) and noticed they use a 132 main jet for the TW's in south Africa and Australia... after doing some searching throughout this forum it seems like most go with the 130...why not use the 132? Seems like that would give you the best performance, plus its what is used overseas, works for them. Any ideas? I was planning to buy both, but was hoping to save time by hearing what others have tried and what their experience has been. I ride mostly in MD, so I'm well below 5000 feet. Bike is 2008 all stock



I noticed when I looked up the #132 jet part number on Stadium Yamaha, it was no longer offered, they now sell it as a 132.5.



Thanks
Too lazy to type ".5".



Most of the rest of the world where TW200s are sold is very hot--Australia, South Africa, Southeast Asia. I think the #132 is a bit rich for optimum performance, even at sea level, but which provides some protection from overheating in a hot climate.
 

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I knew there must have been a reason and it was bugging me not knowing why...I'll go ahead and just get the 130....thanks for saving me time and money.
 

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I knew there must have been a reason and it was bugging me not knowing why...I'll go ahead and just get the 130....thanks for saving me time and money.




I'm running a #128 drilled out about half way between #128 and #132.5. I stepped up to my brother-in-law's drill index in his tool-and-die shop, which has every size bit ever made in increments too small to see the difference, found the biggest that would fit through a #128, the biggest that would fit through a #132.5, and split the difference, so about the same as a #130.



I found that with the drilled jet that the midrange was a tiny bit rich, resulting in a very slight bog when rolling the throttle open compression braking at cruise speed. Placed the washer that went under the needle that worked well with a #128 jet needed to be a bit flatter with the drilled jet, so I put the washer on the anvil portion of a bench vice and whacket it with a 5-pound hammer to thin it a bit. Works perfectly now.
 
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