Yeah ok ha ha ha , I knew that the SU's were pommy, I have a book on the history of the company, I was reffering to german technology, it's usually world class. Thats what I meant but I guess what I said was probably came out bad

Hey David, if you don't mind me picking your brain a little, I was just looking at the different models of Kei Hin carbies, it looks like they have stuff going back as far as 1961 (that is the earlist I have found so far).... You mentioned that the ones off the CBR600-1100 are goer's... Is there a specifc year of CBR that you have found a particularly good ones on? Cos they've been making them a while and I don't know if there were any production changes or anything to look out for...

Thanks

Technology. Ha Ha like most if not all jap stuff, they just copied the poms, but improved on the idea. It is a pity that the poms did not do it . If they did they would still be the worlds leader in technology, but!!!!!!

Any way here are some pics of the two types of carbys and a bit of info

These are 38mm and were fitted to the honda cbr 600 F3 head. 1998 to 2001 model. The F2 and eariler F3 were a different head

Same F3 38's. These ran at an angle of around 30deg same as SU. They are fitted with the ram tube[other pics] but I am fitting weber ram flow filters at the present time.

These are 42mm and are fitted to cbr 600 F4 2001 to 2005 then they went to injection[asbolute failure]

The F4 42mm run at a angle of 45deg. these would be good on std head as they would clear the fire wall better and you can use longer manifold

This shows the rubber connection to the head.The overall length of the rubber and carby,to end of ram tube is 140mm.

All these sets are just bolted together, and each carby is independant with throttle syncronisers between them. To use two just separate, and make wider spacer bolt/sleeve and bolt together at the required center distance. The throttle links just join with a piece of rod. The cable linkage can be fitted to any end/middle of throttle shaft.
I get a set of these carbys from wreckers when I buy the heads. The individual price I think is around $150. I get heads,carbs. headers for around $450

Matt might post some pics of his big suckers and the set-up

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Research is the difference between speculation and investment. Anyone who copys some one else will always be second
www.minisprintgt.com

Yeah your not wrong there, they are the masters of perfecting everyone elses great ideas To their credit tho there is plenty of stuff they did on their own too... When they weren't busy pulling apart Mini's to figure out how the poms did them so cheap and then flat out ripping them off... anyway if I keep going I'll probably get smacked in the mouth by someone

Thanks heaps for the photos and info David.. i will certainly be looking into this more,, It just so far seems to make sense,, I could ask you 150 questions but I won't take up anymore of your time. Thanks again

I was going to use a single HS6 on my 1275 auto but after looking at the photo's I think a pair of F4 42mm's would do the job nicely .

Now to the next point, how to feed them, is a standard facet or electric pump going to provide enough fpm ?



.

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Just use the highest flow /low pressure pump . The std bike is just gravity feed to the carbs. The max pressure I run is only 2 -3 psi. Facet have a hi-flo 3psi pump.
I am not too sure what Matt is using

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Research is the difference between speculation and investment. Anyone who copys some one else will always be second
www.minisprintgt.com

So would those of us playing at home be right to assume that you can still get SU fuel economy too? Maybe better?

Yeah well,,, mine are working pretty well for a cheapo quicky set-up,,, still some work to be done but all is very encouraging so far... & yeah they do prefer more fuel than the bike motors do, but there`s heaps of reasons for that,,, things like the bikes "Trying" to run economical & environmentally friendly emitions ,,, using such high powered super good quality ign units that they can still spark up very lean mistures,,, & the fact that they rev sooo high that air speed is high through the carbs that fuel is easilly picked up out of the jets,,, but with minis the air speed is fairly low (comparitively) that we need to "up-size" the a/f ratio (richen them up) to suit because of all those discrepancies (& more) between the 2 differing applictations

They`re a great carb because (i believe & the way i see it) they are basically a mixture of a weber & an SU in the one carb, to me that`s a great thing & because of theat they are very tunable for many differing applications, just takes a bit of time & knowlege & a little experience with them,,, Have a play i think you`1ll be happy ,,,& yes even with the need for the extra "en-richment" they`re still "VERY" efficient & economocal indeed

here`s mine on the baby twinkly


i`ll get a few close-up shots of them soon

& yes i have a few different bike carb packages/combinbations that i`ve been playing with sorting them into pairs for fittment to a twin SU carb mini manifold

OH!!!,,, Just a quicky for you all,,, the mini rear suspension trumpets are a good start for making up some custom inlet manifolds if you`re keen to play we set up Stewys Arden cross-flow head with 4x of them fitteing twin webers onto the ends of them you can use the same trumpet & cut & play & weld etc to fit the bike carbs to if you like

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No offence intended here but--> anyone writing a book about minis 30 years ago may not have experienced such worn or stuffed-with components as we are finding these days.

You should put your heart & soul into everything you do.