Instruction Disclaimer 
 

Dennis Kirk provides instructions to help our customers better understand how to install the
products we sell. The instructions are exact copies of what the manufacturer includes with the
product being sold.

That means the quality and accuracy of the instructions is solely dependent on what the
manufacturer produces. We do our best to make the text legible and the pictures viewable.
However, the end result depends largely on the quality of instructions the manufacturer
provides.

Therefore, you will find that some instructions are not of the highest quality. Sometimes text is
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rather than provide nothing at all.

To the best of our knowledge the instructions and application information contained in the
instructions is accurate. However, Dennis Kirk assumes no liability related to any errors that
may be contained in the copy of the manufacturer’s instructions we provide. Buyers are solely
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If you have any questions please contact us at customerservice@denniskirk.com or

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Thank you for doing business with Dennis Kirk.

 HSR Carburetor
Easy Kits

Installation Instructions
For

Twin Cam/Evo Kit: # 42-18

w/o cover

Evo Big Twin Kit: # 42-7

Evo 1990 - 1999

Revise d 03/12/0 3
 EK-1

Easy Kit Installation Instructions

The HSR series carburetors are precise yet durable instruments; however, like any other piece of fi ne equipment, they
req uire correct installation and reasonab le ca re to assure optimu m performance and lon g life. Extra ti me spent during
install ation will payoff in both short an d long term performance and reliability.
This Miku ni HSR carburetor kit is designed to be a bolt-on application, and as such, is set-up and jetted properly for
most applications. However, since many Harley-Davidson motors are often highly modified , alternate tun ing settings may
be required.The Mikuni HSR Tuning Manual helps make jetting alterations and adjustments an easy matter.
NOTE: Carburetor Kits not designated as C.A.R.B. exempt, are not legal for motor vehicles operated on public highways
in the state of California, or in any other states and countries where similar laws apply
Notes, autions and Warnings '
Statements in this manual preceded by these words are 1. Throttle Cables
very important:
( NOTE: ) ( WARNING )
Gives helpful information that can make a j ob easier Control cables must not pull tight when handlebars are turned to the
left and right fork stops. Also, be sure control cables and wires are
(~~~
CA=U=TIO
=~N~) clear of the fork stops at the steering head so that they will not be
pinched when forks are turned against stops.
Indicates a possibility of damage to the vehicle if instructions are
not follo wed.
A. Th e HSR carburetor uses the stock throttle cables.
C~_--======R:
W.:4===N======
: : : : : :1NG=----~) However, new cable routing is required to prevent cable
bi nding . To re-route the cables you must elevate the
Indicates a possibility of personal injury or vehicle damage if
instructions are not followed. rear of the ta nk. Cut the stock cable tie from the frame,
located above the front cyl inder. Some models may use
sheet metal clips; if so, remove th e cables from the clip.
Re-ro ute the cables under the frame (Figu re 1).
Read these instructions carefully before you begin installa­
tion of your HSR kit. All procedures in this manual should
be followed, paying particular attention to the following
1. Mikuni HSR series carburetors require the use of a
push/pull throttle assembly to assure closing of the throttle valve.
2. The throttle cables should be routed freely (without sharp bends)
Cut stock cable tie
between the throttle twist grip and the carburetor and
must not be pinched.
3. Gasoline is extremely flammable and is explosive under certain
conditions. 00 not install your Mikuni near open flame. Frame
4. Never look directly into the bore of the carburetor while the engine
is running as injury may result from possible backfire.
Stock cable routing
C~-=C~===
A U TI ON
:::::=---..)
A moderate level of mechanical skill is required to install this
carburetor kit. After reading these instruction s, if you have any
doubts, we recommend that you have a professional install it for
you. If you install the kit yourself, we recommend that you also
use the applicable shop manual for your motorcycle.
!
Disassembly
l
Re-route stock
throttle cables
1. Disconnect the negative (-) battery terminal.
underframe
2. Turn the fuel petcock to the "OFF" position. ~ ""'-', ,- /~- ..
3. Elevate the rear of th e fuel tank for better access. It is
~())
not necessary to remove the tank to install this kit. \ ,. b)
4. Remove the complete air cleaner assembly Figure 1
5. Di~. connect the choke cable from its bracket.
6. Disconnect the vacuum and fuel hoses from the carb o
7. Back eff cable adjusters and remove the throttle cables
from the carburetor.
8. Remove the carburetor from the motorcycle.
9. Remove enrichener (choke) cable from the ca rburetor.
 EK-2
B. Connect the throttle cables to the ca rburetor bell cra nk 4. Screamin ' Eagle Backplate
by first install ing the closing cab le, th en the open ing A . Insert the enclosed large O-ring into the Mikuni
cable (Figure 2) . adapter. Assem bl e to the Screami n' Eagle backplate.
Use th read lock on each of the stock bolts.
0) B. The remainder of the Mikuni/Screa min' Eagle insta l
lation fol lows the Harley instructi ons. We recommend
o
that you follow those directions to co mplete the air
cleaner insta llation (Figure 4) .
Mikunl HS42

"Closo" cable,
install first

Q1JJ
ill)
• ~) 1­

./ "vacuum fitting
for V.O.E.S. or
Fuel Pelcock

Figure 2
2. Carburetor Installation
A. Insert the carbureto r into the stock Harley-Davidson
manifold. The carburetor will fit very snugly. Use grease
as a lubricant. Be sure that the choke routing doesn't
Figure 4
become kinked.
B. Slip the fuel hose onto the carburetor's fuel nipple and
secure with the enclosed hose clamp. 5. Throttle Cable Adjustment
C. Some Twin Cam installations may require removal of a ( CAUTION )
small amount of fin material from the cylinders to clear
It is important to adj ust the cable as described below to ensure
the float bowl. that the close cable operates correctly and can close the carbure­
tor fully.
( NOTE: ) A. Rotate the throttle grip to the fu ll open position and
1. If you are not using the VO. E. S. or vacuum petcock, be sure check to see that the throttle valve (sl ide) opens com­
to cap the vacuum fitting on the carburetor. pletely by looking into the carburetor bore . If the throttle
2. Before installing the carburetor, check the condition of the
carburetor seal; if damaged, it should be replaced to prevent valve doesn't open fully, unscrew the adjuster on the
air leaks. We recommend that you start with a new seal. opening cable until it does . This adjustm ent should be
made carefully to get the maximum performance from
3. Stock Backplate (1340 Evo Only)
the carburetor. After the adjustment is made, tighten
A. Assemble the Mikuni adapter (see Fig. 4). Attach the
the adjuster jam nut.
adapter to the stock backplate using the provided
B. After adjusti ng the opening cable, turn the hand lebars
screws. The stock screws are too long.
to the right and adjust the throttle free-play with the
B. Use a small amount of thread lock on each of the
closing cable to approximately 1/8" (Figure 5).
screws (Figure 3).
C. Fully seat the carburetor into the manifold and center
it between the cylinders. Bolt the backplate to the
heads .

Mikuni Adapter & ().ring

Figure 5

Figure 3
 EK-3

6. Cable Lu be
Remove upper throttle housing and inject cable lube in
each cable (Figu re 6).

1
Mikuni
1

H-O
Harley's choke knob has the word "CHO KE" in white . The
Mikuni knob has a small brass bump in its center.

Figure 6

7. Hose Routing
Route the carburetor overflow hose behind the rea r push
rod tubes an d between the cran kcase and transmission Do
not connect to any other hose .

( NOTE: )
/
1. If you are not using the VO.E. S. , seal the vacuum Fitting on H-O
the carburetor.
2. The Ven t Fitting located above the Fuel Fitting must not be The Mikun i spring is lon ger and stiffe r tha n Harley's.
sealed! Sealing it results in erratic air/fuel mixture ratios, poor
per.formance and possible engine damage.
3. You may have some remaining hoses. Since this is a per.for­ Mikuni
(smooth)
mance application only, any remaining hoses and relate d
hardware can be removed, as they are not required.
~
8. Choke Cable Installation
HSR series carbu retors use either of two choke ca bl es:
the stock Harley-Davidson cab le (1990 and later) or the
Mikuni ca ble. The Mi ku ni ca ble is furnished for install ati on s
that do not have a Harley Choke ca ble.
Follow these steps to install th e cho ke ca bl e: H-0 (knurled)
1. Remove th e stock Harl ey ch oke cable assembly.
2. Remove the spri ng and plunger from the stock cabl e. The Mikun i nut has a smaller hol e where the cable fits an c'
3. Remove the Mikun i "Starter Nut" from the HSR. must not be used with the Harley choke cable.
4. Remove th e Mikuni spring an d plunger fro m the HSR. The Harley nut is larger and is serrated arou nd it s ed ge.
5. Install the Mikuni spring and plunger on the Harley cable .
6. Install the Harley cho ke cable with the fi tted Mi ku ni Mikuni (large diameter)
spring an d plu nger into th e HSR carbu retor.
DO NOT use the Mi kuni Starter Nut; disca rd it.
DO NOT use the Harley spring or plunger; discard them.
/

Note: If yo u do not have insta llation instructions, yo u may

down load them from the ..www.m ikun i.co m.. website in th e
"man ua ls" secti on.
If the Mikuni Starter Nut is fitted to the Harley ca bl e, the
ch oke plunger is held off its seat and the choke is op en all
the time. If the Harley spring an d plunger are used, the
plunger does not seal and the choke is open all the ti me.
,
H-O (small diameter)
The resu lt, in both cases , is very poor fuel mileage (30 mpg
or less) . The Mi kuni "Starter Plunger" and th e Harley pl unger are
Another possible cause of poor mileage, roug h idle and different and must not be interchanged. Whi le they are very
fouled spark plugs is incorrect cable rou ti ng. The stock similar and both slide into the HSR carbu retor, the Harley .
Harley choke cab le is very stiff and may not be fully seated plunger does not work in the HSR The Harley plunger
does not sea l and causes a severe rich condition.
in the metal elbow at the carburetor end .
 EK-4

/ I
Adjuster
Mikuni

-.-he Mikuni choke cab le has an adjuster; the Harley cable

does not. The Miku ni threaded section is steel; Harley's is Mikuni's cable adjuster is covered by a rubber boot.
plastic. The Mi kuni cable has a hold-open detent; Harley's There must be some free play in the cab le. Any amou nt
has C' friction adjuster. The Mikuni knob has a small brass will do but there must be some to ensure that the choke
center while Harley's has the word "CHOKE" in white. plu nger is fully bottomed .

9. Starting
H-O Cable Joint A. Re-co nnect the battery at th is time and re-assemble
the remainder of the motorcycle.

\ B. Turn the fuel petcock on and start the motorcycle as

(
you normally would.
C. After the engine is warmed up adjust the idle to the
recommended idle speed of 1,000 to 1,1 00 rpm.
NOTE: )
'95 to present models are equipped with a vacuum petcock. It may
be necessary to cra nk the engine over several Umes before fu el
flows to the ca r iJuretor.

The Harley cable end may not comp letely bottom in the 10. Tuning
socket formed in the metal el bow. If th e ca ble is not bot See the enclosed "HSR Tuning Manual" fo r fi ne-tuni ng
tomed , th e starte r plunger does not seal. Poor mileage and instru ction s. Th is manual can also be printed from our
a rich idle results. website at: www.mikun i.com.
The fix is to re-route the cable so that it can bottom. A
si mple 'wiggle' may be enough to get the cable seated .
Parts List for 42-7 and 42-18
Part# Description Qty HSR Kit
TM42-6 Carburetor 1 7, 18

HS42/001 Adapter 1 7, 18

HS42/002 Screw, Adapter 3 7

HS42/003 a-ring (Large) 1 7, 18

HS42/006 Cover, Cleaner 1 7

Z70/073 Cable Lube 1 7, 18

N100.604-165 Main Jet 1 7, 18

VM28/486-20 Pilot Jet 1 18

TM42/11-50 Pump Nozzle 1 18

N124.063 a-Ring 1 18

Z70/045 Hose Clamp 1 7, 18

Z70/146 Cable Tie 3 7, 18

There must be some free play in the choke cable to

ensure that the choke plunger is bottoming (seali ng). Any
amou nt of free play is okay, but there must be some.
H-D: Check free play by slightly looseni ng the friction nut.
Then, slid e the I;nob in an d out to check free play.
Mikuni: If there is no free play, use the adjuster under the
rubber boot near the carburetor.
Twin Cam Optional Tuning
Suggestion: Certain Twin Cam 88/95 ci configuratio ns
may improve mileage by using our #20 pilot jet, #50 alp
nozzle and #2 needle cl ip position. These parts are now
included . Refe r to the HSR Tuning Manual (pg . 8-9) for
detailed instructions .
 EK-5

HSR PARTS LIST

tL PART NQ. DESCRIPTION 50. N133.206 Spring, Pilot Air

1. C5=0410-B Screw, Top Cover 51 . VM12/205 Washer, Pilot Air
2. CW2=0414-B Screw, Top Cover 52 . N133.037 O-Ring, Pilot Air
3. 776-39005 Top Cover, (42/45) 53 . TM40/27 Fuel Joint
3a. HS42/081 Top Cover, (HSR 48) 54. KVl10 O-Ring, Fuel Joint
4. TM42104 Gasket, Top Cover 55. B30/398 Packing, Idle Adjuster
5. 85321126 E-Ring, Jet Needle 56 . VM22/138 Washer, Idle Adjuster
6. 826-03002 Washer, Jet Needle 57 . 730-09018 Spring, Idle Adjuster
7. J8-8DDYO 1-97 Jet Needle (42) 58. 925-15001 Ring,ldle Adjuster
7a. J8-8CFY02-97 Jet Needle (45/48) 59. TM42/32 Idle Adjuster (Long)
8. TM42/03 Lever, T.V (42145) 59a.990-605-065 Idle Adjuster (Short)
8a . TM42/08-1A Lever, T.V (48) 60. BS30/97-00 Air Jet (Blank)
9. B401/56 E-Ring, Link Lever 61. 784-430000-Y-6 Needle Jet (723)
10. B401/ 10 Packing, Link Lever 62. TM42/11 -70 Nozzle, Acce!. Pump
11. 834-23041 Pin , Link Lever 63. N124.063 O-Ring, AlP
12. TM42/08-3.0 Throttle Valve (Slide) 64. VM28/486-25 Pilot Jet
13. 739-13002 Screw, Needle Retainer 65. TM42/ 12 Extender, Main Jet (42145)
14. TM42/16 Clip, Needle Retainer 65a . TM42/12-1A Extender, Main Jet (48)
15. TM42/13 Sealing Ring, T.V (42145) 66. N100.604-160 Main Jet
15a. TM48/02 Sealing Ring , T.V (48) 67. 616-33003 O-Ring N.V.
16. TM42/10 Seal, Throttle Valve 68. VM13/216 Screw, NV Retainer
17. 925-98006 Pulley, Cable Bracket 69. 786-27001-4.2 Needle Valve Ass'y (42/45)
18. 53974 E-Ring , Cable Bracket 69a. 786-27002-1A Needle Valve Ass'y (48)
19. TM42/51 Bracket Ass'y, Cable 70. 859-32027 Float Ass'y
19a. TM42/53 Bracket Ass'y, Sportster 71 . BV26/22 Pin , Float
20. B3=0520-B Bolt, Bracket 72. C2=0410 Screw, Float Pin
21. VM28/204 Spacer, Bracket 73. 616-94028 Packing, Float Bowl
22. TM42/38 Plate, Lock Tab 74. TM42/05 Float, Chamber Body
23 . C2=0514-B Screw 75. N122.028 Hose, Overflow
24 . 640- 12001 Starter Nut, Choke 76. VM28/254 O-Ring, Drain Plug
25. VM14/241 Spring, Starter Plunger 77 . TM32/41 Drain plug (42145)
26. N189. 192 Starter Plunger 77a . TM32/41-1D Drain Plug (48)
2T. =fM42f86 Body, Be~1 illg &: Spigot (42M5) 78. C2=0412-8 Screw, Fit Bowl , short
2T~ . =fM48f82 Body, Be~ril'lg &: Spigot (48) 79. TM36/44-1A Rod, AlP
28. 616-94029 Seal , Spigot Body 80. TM36/64 Boot, AlP Rod
29. 925-19011 Ring (Steel) 81 . TM36/60 Plunger, AlP
30. TM42/43 Lever, AlP 82. VM 14SC 13/89 Spring, AlP
31. N138.019 Pin, Throttle Lever 83. N198.063 Rubber Cap, Purge Port
32. TM42/48 Lever, Throttle Alternate Part§
33. M12F/46-BB Spring , AlP Jet Needles:
34. MC-0316-B Screw, AlP HSR42 HSR45/48
35. TM42/47 Spring, AlP J8-8DDY01-95 J8-8CFY02-95 Richer
86. =fM42SS1i81 8 Mbdl'lg Body (42f45) J8-8DDY01 -96 J8-8CFY02-96 Richer
8SB . TM48SS1i01 Mi~il'lg Bed:? (48) J8-8DDYO 1-97 J8-8CFY02-97 Std
37. B36/95 Packing, Shaft (Plastic) J8-8DDY01-98 J8-8CFY02-98 Leaner
38. TM42/36 Adjusting Screw, AlP Accelerator Pump Nozzles:
39. B30/205 O-Ring, AlP Screw TM42 /11-70 Std
40. TM40/89 Bolt TM42 /11-60 Leaner
40a. TM42/17 Plate, Lock Tab for Shaft TM42/11 -50 Leaner
41 . BN38/43 Pin, Return Lever Needle Valve Assemblies:
42 . TM42/46 Lever, Return 786-27002-1A-4.5 Std (HSR48)
43. B30/1069 Adjusting Screw, Throttle 786-27001-4 .2 Std (HSR42/45)
44. N3=04 Nut, Throttle Stop 786-27001 -3.5 Smaller
45. TM42/19 Spring , Throttle Return NOTE:
786-27001 -2.3 Pressure only 1. l:iMed thfel::l~ h part
46. 700- 15012 Shaft, Throttle numbers are not
47. TM42/15 Plate, Fuel Joint Retainer available.
Rebuild Kit: 2. Parts in bold are
48. C2=04 10-B Screw, Fuel Joint HSR42/45: KHS-016 included in rebuild
49. 604-2601 4 Screw, Pilot Air kits.
HSR48: KHS-031
 EK-6

1
2

5
6­
7

42
43 ____

44

28
- - 31

57 -----­
58 - ­ 59a
- 65
59 -' -. -'--­
, 66
67
~ 80

69 68 ~ 81

70 I 82

71
72 -

73

74

75
2 3
Tuning the HSR42/45/48
Carburetors
Your Mikuni HSR comes from
the factory with the tuning parts we
found to work with the great majority
of engi ne performance modifications.
However, the large number of
differing after market exhaust and air
cleaner systems makes it virtually
impossible to accommodate all
possible combinations with one
carburetor set-up.
Your HSR will almost certainly
run correctly on your engine with
the installed parts. But, if it doesn't,
you may alter its tuning to suit your
engine's needs by following this
guide.
Some exhaust system designs
strongly interfere with carburetor
tuning. For instance, it is very difficult
to get smooth and responsive
carburetion through the entire rpm
ra nge with open straight pipes and
other unbaffled exhausts . In addition,
very small volume, small diameter
mufflers are often 'seen' by the
engine as straight pipes and present
similar tuning difficulties.
Very long duration cam s often
cause re latively poor running
be low 3,000 rpm, depending upon
the individual cam 's intake valve
closing point. Such cams cause
reverse airflow out the mouth of the
carburetor (often ca lled "reversion " or
"stand-off') that can be mistaken for
a carburetor tuning problem .
If you have any doubts about
a particular exhaust system,
air cleaner or ignition , you may
substitute the Harley Screamin '
For a quick and accurate analysis,
mend using "witness" marks on the
Eagle parts as a "reality check. "
When re-tuning is required , it
usually invol ves small alterations
to the idle and/or main system. The
following pages supply enough
information to make such alterations
relatively simple .
Please note th at there is no point
in attempting to tune any carburetor
unless the engine is sound and in a
good state of tune. If you have any
doubts about th e general cond ition of
your engine, have it checked by your
dealer or an experienced mechanic
before attempting to fine-tune your
Mikuni.
AIR LEAKS:
We have found that Harley-pattern
engines tend to develop minor air
leaks between th e manifold and
heads . These leaks affect air/fuel
mixtures at low throttle settings and
can be troublesome at id le . For best
performance , it is im portant that you
test for and eliminate any such leaks .
The test is simple: With the engine
warm and idl ing , spray WO-40 or
simi la r paint-safe liq uid around the
junctio ns of the manifold , carb and
heads . If the engine changes from
its steady idle , if it surges or misses ,
then there is an air leak that should
be corrected. Be 'Sure to keep the
spray away fror.l the air cleaner to
avoid a faise indication .
C -NOTE:" )
when fin e-tuning your HSR, we recom­
throttle grip and throttle housing. Use
masking tape on the grip and an indica­
tor mark on the throttle housing. Mark the
tape in Y. throttle increments from idle
to full throttle . You can then accurately
identify the throttle opening and adjust
the proper tuning components.
J and less likely to jam . Still, it is best to
Figure: T1
HSR TUNING SYSTEMS:
The HSR ca rburetor is divided into
four interdependent systems:
1. Choke system
2. Idle syste m
3. Main system
4. Accele rator pump system
Each of these syste ms has
its major effects in a different
throttle range . While there may be
some overlap , each system can
generall y be treated as though it is
completely responsible fo r air/fuel
mixtures withi n its range of th rottle
settings. Three of the systems have
repla ceable components that allow
fine-tun ing should the need ari se .
CHOKE SYSTEM:
The cho ke system's purpose is to
provide the rich air/fuel mixture an
engine needs to start and run reliably
when cold. There are no replaceable
tunin g parts in the HSR choke
mechan ism .
The choke is designed to work
correctly with the throttle closed .
Opening the th rottle greatly reduces
the action of the choke.
( NOTE: )
Make sure that th e stock
Harley-Dayidson choke cable is fully
seated in the metal elbow at the
carburetor end of the cable assembly
(see Installation Instructions). Harley 's
cable is stiff and can fail to fully seat in
the elbow. This condition results in poor
mileage and a poor idle .
The Mikuni choke cable is more flexible
check to be sure the cable is installed
correctly
IDLE SYSTEM:
(Idle - 1/8 throttle )
The HSR idle system has two
tuna ble components: the Pilot Air
Screw and the Pilot Jet. The air
screw's pu rpose is to fine-tune the
mixture at idle. The pilot jet control s
the total am ount of fuel passing
throu gh the idle system. The pilot
jet can be exch anged for a ri che r or
lean er one if needed (see the note
on the fol lowi ng page).
The pilot ai r screw is set at two
turns open from the facto ry. This is
the position we have fou nd to be
co rrect most of the time . If the screw
position has been altered, gently
bottom it and re-open it two full turn s.
Next, run the engine until it
reaches operati ng tempe rature.
With the engine idling normall y,
turn the pilot ai r screw in slowly until
the idle becomes irregular or rough
sounding. Then, turn the screw out
until the engi ne runs smoothly.
Re-set the idle speed.
4 5
Fine-tune the id le mixture by
slightly and gently 'blipping ' the
throttle wh ile listening to the engine's
response. The best setting gives
the cleanest and most immediate
respo nse.
If the eng ine beco mes too hot
during the adj ustment procedure , the
resu lting id le mixture will prob
ably be on the lean side of correct.
If yo u have a large fan , use it while
adjusting the mixture. If you do not
have one, you may need to ta ke time
out for a short ride to cool the eng ine
back to normal temperature.
C NOTE~
1. Ifthe best idle is achie ved with the air
screw less than one turn out, the pilot j et
is too small and should be exchanged for
a larger one.
2. If you cannot get a clean response
when blipping the throttle, the pilot jet is
too large and should be exchanged for a
smaller one.
MAIN SYSTEM
( NOTE: )
Cam design effects
When testing, consider the rpm
effects of any accessory cam you
may have installed. Long duration
cams with late closing intake timing
tend to perform poorly below
some critical minimum rpm. If you
attempt to test below this rpm, the
engine may seem soft, flat and
unresponsive. No carburetor can
compensate fo r the engine being
"off the cam. "
All jet needle and main jet testing
should be dor;e with the engine
near the middle of its rpm range,
but high enough to be "on the
cam. " All testing should be done
with the engine at normal operating
temperature.
Needle Clip Position
1 Leaner
~2
~- 3
~4 1 a sure sign of richness, othe rs are
5 Richer
- f­
Straight Portion
j Throttle Posilion:
I
H
--1/8
--114
11--112
Tapered Portion
11--314
L"-FUII
Jet Needle
Figure: T2
JET NEEDLE (off-idle - 1/4 throttle)
(see Fig. T2)
The stra ight diameter portion of
the jet need le co ntrols the mixtu re
from just above idle to approxi mately
1/4 throttle. If the mixture is too ri ch
or too lean in this throttle ra nge, the
need le wil l need to be exchan ged for
one with a larger or smaller diameter.
HSR jet needles are available in
four sizes. Only th e diameter of the
straight part of the four jet needles
differ. The richest is the "-95" and
"-98" is leanest.
LEAN CONDITION:
If the needle is too lean , pa rt
throttle acceleration will be fl at
(remember the possible effects of
cams & exhausts). There may also
be some detonation duri ng part
throttle acceleration in the 2500
- 3000 rp m range , (alth ough this
may have other causes such as an
ignition that advances too quickly).
A lean needle al so results in an
abnormall y slow warm-up. If any of
these conditions exist, instal l a one
size riche r needle and compa re the
performance
RICH CONDITION:
While a black, sooty spark plug is GOTE: )
See the "How To " section at the back
of this manual for jet needle adjustment
more subtle. If your engine responds
and remo val procedures.
crisply at low th rottle openings when
cold, chances are the needle is one Idle 1/4 Full
size smal ler (richer) than it needs to
be. This assumes, of course , that the
idle mixture is correctly tuned.
Poor fuel mileage is another sign of
~ ~ o
an over-rich condition. Fuel mileage
is usually measured at cruising
speeds (65 mph on a fl at, windless
road) where the jet needle is the
main mixtu re control.
Poor milege at these speeds can
be corrected by fitting a leaner jet
needle. RaiSing or lowering the jet
needle has no effect on fuel mileage
below about 70 mph. Cutaway view of the relationship betwee n the jet
needle and needle jet at vario us throttle openings.
JET NEEDLE (1 /4 - 314 THROTTLE) Figure: T3
The tapered portion of the jet MAIN JET SELECTION: 3/4 - full
throttle
needle rises out of the needle jet at
about 1/4 throttle . From that point
until the main jet ta kes over near 3/4 DYNAMOMETER METHOD:
Dyna mometer testing is a quick
th rottle , the jet needle ta per is the
and safe way to determine the cor­
ma in control of mixture strength.
rect main jet size . The main jet that
delivers the most power is the best
LEAN CONDITION:
If acceleration seems soft or flat
one . If two jets produce the same
and the engine is slow to respond
powe r, use the smaller jet.
One possible issue with dyno test­
when the throttle is quickly opened
ing is temperature. Most dynamom­
from the 1/2 throttle position , the
eters do not have enough cooling
mixture is too lean. Raise the needle
capacity to allow endless engine
on e notch and repeat the test.
runs without overheating . An over­
heated engine leads to an incorrect
RICH CONDITION:
main jet selection. However, skilled
If acceleration is crisp but the
operators can get the main jet sized
engine hesitates or staggers as the
properly with only few runs and tem­
throttle is quickly closed from 3/4 to
1/2 throttle , the mixture is too rich . perature should not be a co mmon
Lower the needle one notch and problem.
repeat the test. The need le will be
correct when acceleration is crisp at
mid-rpm yet the engine does not load
up during throttle shut down.
6 7
( WARNING - -J
The test consists of making full­
The follo wing tuning methods require
riding the motorcycle on the open road
and the use of full throttle . This can be
dangerous and, if you choose to use
either to these techniques, be aware of
)'our surroundings and personal safety.
Roll-off Method:
Thi s method is a good way to get
the mai n jet either correct or within
one size of co rrect. It is based on the
fact that that as the th rottle is closed ,
the air/fuel mixture riche ns momen­
tarily. This normal enrichening can
be used as a diagnosti c tool.
The test is started with the engine
running at an rp m hig h enou gh to
ensu re that it is "on the cam ."
Open the throttle fully and let the
engine pull for several seconds.
Then, quickly close the throttle to
about the 7/Sths position .
If the engine seems to gain power,
the main jet is too small (lean). Fit a
larger jet.
If the eng ine hesitates as the
throttle is rolled off, the main jet is
too large. Fit a smaller one.
When the main jet is correct, the
en gi ne wi ll continue to run smoothly
and evenly as the th rottle is cl osed .
Note that a mai n jet that is far too
rich or lean may cause the engine to
misfi re at full throttle .
Roll-on Method:
This is the method used by tuners
at race tracks and is generally the
most accurate way to set the main
jet size as it reflects the needs of the
engine under actual rid ing condi­
tions. It is also th e most dangerous
and we do not recommend it for that
reason.
throttle runs between two points
or markers on the track. The jet
that gives the highest speed at the
second ma rker is the best main
jet. The gear selcti on and speed
must always be the same at the
first marker when fu ll throttle is
applied. The distance between the
markers must be enough that small
differences in performance ca n be
detected .
Screw #2
Figure T4
ACCELERATOR PUMP
The accelerator pu mp has two
adjustments and one replaceable
tuning part. It injects a mete red
amount of fuel at a controlled rate
into th e engine when the throttle
is opened from or near its cl osed
position .
The size of the accelerator pump
nozzle determines the fuel flow
rate . Th e two screws adjust wh en
the pump action starts and whe n is
stops. Screw #1 in Figure T 4 adjusts
the sta rti ng position and screw #2
the stop position. The total amount
of fuel injected is determined by the
positions of the two screws .
Screw #1 (see Figure T4), on the
throttle lever, adjusts the starting
MAINTENANCE
There are few moving parts in the
point of the pump stroke. To start HSR series ca rbu retors and they
th e pump soon er (smaller throttle . do not require frequent servicing.
open ing) , back the screw out. To However, here are a few suggesti ons
start it later, turn the screw in. that, if followed, will assure good
Screw #2 adjusts the pu mp's en d performance season after season .
point. Best perform ance is generally 1. If the motorcycle is to be stored for
achieved when the pump stroke more th an a couple of weeks, dra in
ends between 2/3 and 3/4 throttle . the float bowl.
2 . Periodically remove and clean the
C NOTE: ) fl oat bowl drain plug (once each
The accelerator pump nozzle size season should be adequate).
(#50, #60 or # 70) determines the rate at 3. If a jet or passage does become
which fuel is delivered to the throat of the plugged , use only carburetor
carburetor. A larger nozzle delivers fuel cleaner and compressed air. Drill
at a higher rate (richer) over a shorter
bits will alter the size and tuning. A
time than a smaller one.
sma ll wire such as a single strand
from a bicycle cable, or motorcycle
SETTINGS & ADJUSTMENTS
throttle cable can be used to clean
The standard nozzle size is #70 .
pilot or main jets as it does not
If the engin e seems to run too rich
remove material from the jet and
when the throttle is fi rst opened , the
alter its size.
nozzle may be too large and the fuel
4. Occasionally inspect and lubricate
delivery rate too high. In this case, fit
the throttle cables . Modern cables
a smaller nozzle.
are very re liable and generally do
The #1 screw is normally adjusted
not need much atte ntion. However,
to esta bl ish a gap of about 2m m
they do requi re lubrication and
(O .OSO inches) between the white
can be damaged if not carefully
plastic lever and pum p rod end . If
routed . A light oil such as WD40
there is a hesitation just off idle,
applied into the gap between the
reduce the gap.
inner cable and its sheath does
The #2 screw is normally adjusted
a good job of keeping the cables
to stop the pump action at about
free moving and protected ag ainst
3/4 th rottle. This setting sh ould
binding and wear.
meet most requirements including
5. Clean and lubricate the junction of
acceleration from low rpm. If you
the acce lerator pu mp push rod an d
downshift before accel erating and/o r
ca rb body at th e begin ning of each
have a lighter bike then you might
riding season. Althoug h unlikely, it is
cons ider sh ortening the pump stroke.
possible that dirt can cause binding
and improper operation of the
CNOTE: )
accelerator pump .
For best results, the accelerator pump
nozzle should be pointed directly at the
jet needle. The nozzle is held in place
by the friction of an O-ring and ca n be
turned easily with a of long-nose plier.
8 9
Float Pin
I .. • I Float Level
18mm(+- 2mm)
Figure T5: Float Level
FLOAT LEVEL ADJUSTMENT
1. Hold the carburetor so that the
float pin is horizontal, as shown
in Fig . T5 above, and the float is
hanging away from the needle.
2. Now, tilt the carb until the float tab
touches the spring -l oaded pin in the
needle. Do not depress the pin .
3. The distance from the carb 's
bottom surface to the 'top' of the
float should be 18mm, plus or minus
two.
4. Bend the actuator tab to adjust
float level.
MIKUNII K&N AIR FILTER
K&N air fi lters (Mikuni , Screamin'
Eagle and many oth ers) do not need
frequent clean ing. A cleaning interval
of once a year or 5,000 miles is often
enough . However, if you ride in very
dusty conditions, clean the filter
whenever it is dirty.
1. Tap the element to dislodge
embedded dirt; then gently brush
with a soft bristle brush.
2. Roll the filter element in a large
shallow pan of K&N air filte r cleaner
(Simple Green , 409 , etc.) with
the depth set to 1/4 of a pleat.
Remove immediately and let sit for
approximately 10 min utes.
3. Rinse the element with low­
pressure water. Flush from the
inside of the filter so the dirt is
washed out of the filter and not into
it.
IMPORTANT' Do not use gasoline or
cleaning solvent to wash the filter,
as this will damage the material.
4. When the filter is dry, sparingly
apply K&N filter oil with one pass
per pleat. Wait 10 minutes and re-oil
any white spots.
IMPORTANT' Air dry only; do not use
compressed air.
HOW TO REMOYE & REPLACE:
( WARNING)
Please do not disassemble the
throttle le ver linkage. It is not normally
necessary to remove the throttle shaft
bolt to change pOSition of the jet needle.
However, if you do remove the bolt, be
certain that you:
1. Apply blue Loctite to the threads.
2. Torque the bolt to 18 in.!lb.
3. Bend the tab washer against a flat on
the bolt head.
JET NEEDLE
1. Unscrew the Idle Adjuster to
bottom the throttle valve (slide).
2. Remove the top cover.
3. Loosen the Allen screw on the
slide (2 .5mm wrench).
4. Swing the needle retainer aside
and remove the jet need le. Save the
plastic washer under the E-ring.
To reassemble: Reverse Steps 1
th rough 4. Be sure to replace the
plastic washer and snug the Al len
screw. Be certain that the needle
retainer is on top of the E-Ring .
JET NEEDLE E-RING 3. Remove float bowl.
1. Place the open end of the E-ring 4. Use your finger to push the nozzle
against a hard surface . out of the throat of the carburetor
2. Cover the E-ri ng area with your (see exploded view).
hand and press the needle down 5. Push in new nozzle/O-ring
to snap the E-ring off the needle. assembly. Aim the nozzle toward
Be sure that you apply pressure the jet need le. Note that the nozzle
near the E-ring to avoid bending the orifice is located at 90-degrees to
needle . the screwdriver slot.
4. Place the E-ring in the desired 6. Re-install the float bowl.
groove. 7. Turn the fuel petcock on and work
5. Place the E-ring, open-end up , the throttle several times to prime
against the hard surface. the accelerator pump .
6. Again cover the E-ring area with 8. Use long-nose pliers to adjust
your hand and press down on the the fuel stream to the middle of the
needle to snap the clip into place. carburetor throat.
( NOTE: ) C NOTE~~
The procedures described below It is important that you use a tight­
require that some gasoline be spilled. fitting screwdriver. Mikuni float bowl and
There are obvious dangers when doing top cover screws are slightly soft. This
this. is a deliberate choice: We would rather
strip screw heads than the threads of an
MAIN JET expensive aluminum casting. For this
same reason, we recommend against
1. Turn the fuel petcock off.
2. Place a container under the installing hardened Allen screws.
carburetor to catch the fuel in the
carburetor and fuel line. NOTES:
3. Use an 11 /16" or 17mm wrench to
remove the drain plug .
4. Remove the jet.
5. Rep lace jet. Ti ghten gently.
6. Rep lace and tighten drain plug.
PILOT JET
1. Turn the fuel petcock off.
2. Remove the drain plug and drain
the float bowl.
3. Remove the float bowl.
4. Remove the pilot jet (see exploded
view for location) .
5. Install new jet. Start the jet by
hand. Do not over-tighten .
6. Reassemble.
ACCELERATOR PUMP NOZZLE
1. Turn the fue l petcock off .
2. Remove the drain plug and drain
the float bowl.
10
CHOKE CABLE INSTALLATION
The HSR series carburetors use
either of two choke ca bles: th e stock
Harley-David son cable (1990 and
later) or the Mikuni cable . Miku ni
designed the HSR to accept the
Harley cable to save you mon ey and
because the stock cable works well.
The Mikun i cable is furnished for
those installations that do not start
with an installed stock CV carburetor.
The majority of HSR42/45 installa­
tio ns use the Harley cable. Install a­
tio n is simple when the instructions
are followed, step by step. Those
steps are:
1. Remove the stock Harley choke
cable assembly.
2. Remove the spring and pl unger
from the stock ca ble.
3. Remove th e Mikuni "Starter Nut"
from the HSR.
4. Remove the Mikuni spring an d
plunger from the HSR.
5. Install the Mikun i spring and
pl unger on the Harley choke cable.
6. Install the Harley choke cable with
the fi tted Miku ni spring an d pl unger
into the HSR carburetor.
DO NOT use th e Mikuni Starter
Nut; discard it.
DO NOT use th e Harl ey spring or
pl unger; discard them.
Note: If you do not have installation
instructions, you may down load them
from the ..www. mikun i.com .. website
in th e "ma nual s" sectio n.
If the Mikuni Starter Nut is fitted to
the Harley cable , th e cho ke plunger
is held off its seat and the choke is
open all the time . If the Harley sprin g
and plunger are used, the pl unger
does not sea l and the choke is
open all the time. The res ult, in both
cases , is very poor fuel mileage (30
mp9 or less).
Another po ssible cause of poor
mileage, rough idle and fouled spark
pl ugs is incorrect ca bl e routi ng . The
stock Harley ch oke cab le is ve ry stiff
and may not be fully seated in the
metal elbow at the carburetor en d.
On occasion , on e of these errors
may have been made by someon e
else at another location. The unfor­
tun ate mechanic wh o inherits the
task of correcting the rich cond ition ,
poor idle and poor fuel mileage may
have no clue as to the mismatch of
parts. For this reason , we include the
following photos and text to help yo u
discover if your installation is correct.
1
Mikuni
r
H-O
Harley's choke knob has the word
"C HOKE" in wh ite. The Mikuni knob
has a smal l brass bump in its center.
Mikuni
~ The Miku ni "Starter Plunger" and
/ and causes a severe rich cond ition .
H-O
The Miku ni spring is longer and
stiffer than the Harley part.
Mikuni
(smooth)
H-0 (knurled)
The Miku ni nut has a smaller hole
where the ca ble fits and must not be
used with the Harley cho ke cable.
The Harley nut is larger and is
knurled on its outer diameter.
Mikuni (large diameter)
I
t
H-O (small diameter)
th e Harley plunger are different and
must not be interchanged . While
they are very similar and both sl ide
into the HSR carburetor, the Harley
plunger does not work in the HSR.
Th e Harley plunger does not seal
11
Adjuster
Mikuni
I
The Mikun i choke cable has an
adjuster; the Harley cable does not.
The Mikun i threaded section is steel
while Harley's is plastic. The Mi­
kuni cable has a hold-open detent;
Harley's ca bl e has a friction adjuster.
The Mikun i knob has a smal l brass
center while Harley's has th e word
"CHOKE" in wh ite .
H-O Cable Joint
~.:""'
.~!!!I!I--"'.
\
The Harley cable end may not
completely bottom in the socket
formed in the metal elbow. If th e
cable is not bottomed , the starte r
plu nger does not seal. Poor mileage
and a rich idle results .
The fix is to re-route the cable so
that it can bottom. A simple 'wigg le'
may be enough to get the cable
com pletely seated .
12
TROUBLE SHOOTING
OVERFLOW:
(Fuel runs from the tube on bottom of
float bowl or from the vent fitting on
side of carbureto r. )
Possible causes:
1. Foreign matter around fuel needle
valve & seat including paint flakes ,
rust or bits of fuel hose.
2. Factory one-way tank vents can
cause pressure build-up.
There must be some free play in
3. Deteriorated gasoline may cause
the choke cable to ensure that the
the fuel needle valve to stick
choke plunger is bottoming (sealing).
Any amount of free play is okay, but
POOR FUEL ECONOMY:
there must be some.
(Miku ni HSR carbs normally deliver
H-D: Check free play by slightly
fuel econ omy very close to that of a
loosen ing the friction nut. Then, slide
stock Harley.)
the knob in and out to check free
Possible causes:
play.
1. The choke cable must be fully
Mikuni: If there is no free play, use
bottomed in the metal elbow (at car­
the adjuster under the rubber boot
buretor end). There must be some
near the carbu retor.
perceptible free-play in the choke
knob .
2. Cu rrent stock Harley ta nk vents do
not allow gasses to leave the tank
and pressure may develop from
Mikuni Adjuster
engine heat. Open the vent to allow
\
two-way air flow.
3. An incorrect jet needle or pilot
jet for a particular tuni ng set-up or
altitude can red uce fuel mileage.
The speed range in which mileage
is usually recorded is controlled by
the jet needle and pilot jet.
4. Loose pilot or main jets adversely
affect fuel mileage .
Miku ni's cable adjuster is cov­
ered by a rubber boot. There must
be some free play in the cable.
Any amount will do but there must
be some to ensure that the choke
plunger is fu lly bottomed.
POOR IDLE:
(Irregular idle; too rich or too lean.)
Possible causes:
1. Choke cable routing: (see uPOO R
FUEL ECONOMY" section)
2. Air leaks: A Harley-pattern engine
may have air leaks around the
intake manifold seals. Such leaks
result in an irregular or unreliable
idle that does not respond properly
to air screw adjustment.
2. The pilot air screw is not adjusted
correctly resulting in a too rich or
too lean idle mixture setting .
3. A pilot jet that is too large or too
small can cause the engine to load­
up or lean-out until it stalls.
4. A loose pilot jet will adversely
affect idle performance (too rich).
POOR PART-THROTILE PERFOR­
MANCE: (1/8-1/4)
(An overly rich or lean condition at
normal cruise speeds. Detonation at
part-throttle)
Possible causes :
1. Choke cable routing: (see "POOR
FUEL ECONOMY" section)
2. A too rich or too lean jet needle for
engine tuning set-up or for operat­
ing altitude. Highly tuned engines
often require leaner jet needles as
do engines operating at altitude.
3. Factory one-way tank ve nts can
cause pressure in the tank.
4. Harley-pattern engines may have
air leaks around the intake mani­
fold seals . An air leak can lead to a
lean runn ing condition and possible
detonation at part throttle .
5. A loose main jet can resu lt in an
overly rich mixture.
13
POOR FULL THROTILE PERFOR­
MANCE: (Deton ation, fl at accelera­
tion , misfiring .)
Possible causes:
1. One-way tank ve nts may fail to
allow enough air into th e tan k to
replace fuel flow at high th rottle
openings. The result is a partial
vacuum and fuel starvation.
2. A clogged fuel filter or petcock
screen ca n result in fuel starvation.
3. A too large or too small main jet
can lead to poor power output.
4. A partially clogged main jet may
allow enough fuel flow for part
throttle operation an d yet starve the
engine at f ull throttle .
5. Air filters can become dirty enough
to restrict air flow and power output.
This is more likely to be a problem
with the stock filter tha n aftermarket
filters .
BACKFIRE OUT CARBURETOR :
(Usually when the engine is cold)
Possible causes:
1. When an en gine is cold , this
can be considered normal. A cold
engine does not vaporize fue l com­
pletely which can result in an overly­
lean mixture and backfiring through
the carburetor.
2. Cams with early (compared to
stock) intake valve opening angles
enco urage backfiring at low rpm .
3. Some very open or incorrectly
designed exhaust systems encour­
age backfiring. Stock length and
diameter header pipes together with
slip-ons, like those from Harley­
Davidson, typically do not have this
problem.
4. If the accelerator pump adjustment
is set to start too late , backfiring
may occur due to an overly lean
mixture just off idle.
14 15
BACKFIRING IN EXHAUST: HSR Accessories: Accelerator Pump Nozzles
Possible causes: Lea ner TM42/11 - 50
NOTES:
Th ese parts may be ordered
1. Backfiring when the throttle is th rough your loca l Miku ni dealer Std. fo r Sportster TM42/11-60
cl osed (especi ally noticeable from Standard TM42/11-70
high rpm) is not necessarily caused Pilot Jet: VM28/486-(Size)
by lean mixtures. However, lean Throttle ra nge: 0 - 1/4 Mikuni Jet Kit
mi xtures can contribute to its inte n­ Std . size : 25 Tuni ng Kit: HSR42: KHS-025
sity. Norma l range: 17.5 to 30 Jet Kit Conta ins:
2. Hig h performance muffl ers with (Increments of 2.5) (18) Main Jets (2 each 150 thru 170)
large exit area or low-restriction (10) Pilot Jets (2 each 20 thru 32.5)
baffles contribute to exhaust backfir­ ~;:o-~ (3) Need les :-96, - 97, -98 (42 only)
ing. (2) Pump Nozzle (#60)
3. An exhaust system air leak can (4) Needle E-Ring Clips & Washers
cause or intensify exhaust pop­ (2) O-ring, Pump Nozzle(N124.063)
ping . Air entering at the junction Main Jet: N100.604 - (Size) (1) Plastic Box
of the header pipes and mufflers Throttle range: 3/4 - full
can cause excessive popping upon Std. size: 160 HSR42/45 Carb Rebuild Kit

deceleration . Normal ra nge: 150 to 210 Carb Rebu ild Kit: KHS-016

4. Out-of-time ign ition together with (Increments of 2.5) See exp loded view drawing for con­

misfiring may lead to loud backfi r­ te nts.

ing . Such backfiring usually occurs

irregularly and at large throttle ~w[I5
HSR48 Carb Rebuild Kit

openings. Carb Rebuild Kit: KHS-031

See exploded view drawi ng for con­

Jet Needle: te nts.

NOTES: Throttle range : 1/8 - 3/4

HSR42 HSR45/48 Short Idle Screw
Richer: J8-8DDY01 - 95 J8-8CFY02 - 95 Idle Adj Screw (Short).. 990-605-06(:,
Richer: J8-8DDY01 - 96 J8-8CFY02 - 96 (See item #59a in exploded view)
Std : J8-8DDY01 - 97 J8-8CFY02 - 97
( NOTE: )
Leaner: J8-8DDY01 - 98 J8-8CFY02 - 98
Do not modify the idle screw or any of
its component parts. If you remo ve the
Standard HSR Jet Needle straight scre w, be sure to re-install it with the
diameter portion is 2.97 mm. This components in place as illustrated in the
portion of the needle affects tu ning exploded vie w.
from idle to approximately % throttle
opening .

1_ Tapered
---.--J'QrtiOIl_ _- r
Straight
_ eOrliOn -j

L I r=JIl)
/.'1\'

5
,
4
, , , ,
3 2 1

Needle Clip Position

16 17
O peO'09 C
\'
8,.ok"

Acce lerato r Pump Top Cover Sere

(Torque .. 1B In
. (b)WS
Compon ents

J8m. /b.)

~
~ Vacuu m Fitti ng Vac uum Fitting ___
(To V.O. E.S. or vacuum petcock. (To V O E S or vacuum

Seal if not use d) petcock. Cap-off If not used)

T hrott le Lever
Stop Screw

Vent Fitt ing

DO NOT PLUG

Fuel Fitting
Pilot Air Screw
(Id le Mixture)

~ Purge Fitti ng with

Spigot Body Screw s

Rubber Cap (Torque: 32 in. la)
(Used with emissio ns
ktts only)
Screw
(Torque. J8 In.lb)

Float Bowl ..

Float Bowl Screws

(Torque. 18 in. /b.)
Float Bowl
~
Main Jet Ace ss and Ove rflow Fitting

Float Bowl Drai n Pl ug (H ose not sh own )

(Torque : 73 in. Ib.)

Idle Adjuster
(Long)
18 19
# PART NO. DESCRIPTION 50. N133.206 Spring , Pilot Air
1. C5=0410-B Screw, Top Cover 51 . VM 12/205 Was her, Pil ot Air 1- - f
2. CW2=0414-B Screw, Top Cover 52. N133.037 ORing , Pilot Air 2 ~i

~
3. 776-39005 Top Cover (42/45) 53. TM40/27 Fuel Joint
3a . HS42/081 Top Cover (HSR48) 54 . KVl10 O-Ring, Fuel Joint 3 13
4. TM42104 Gasket, Top Cover 55. B30/398 Packing, Idle Adjuster
5. BS321126
6. 826-03002
7. J8-8DDY01-97
7a . J8-8CFY02-97
E-Ring, Jet Needle
Washer, Jet Needle
Jet Needle (42)
Jet Needle (45/48)
56. VM22/138
57. 730-09018
58. 925-15001
59. TM42/32
Washer, Idle Adjuster
Spring, Idle Adjuster
Ring, Idle Adjuster
Idle Adjuster (Long)
:-- -.
6
~
14

15
16

8. TM4 2/03 Lever, TV (42145) 59a . 990-605-065 Idle Adjuster (Short) 7

8a . TM42/08-1A Lever, TV (HSR48) 60 . BS30/97·00 Air Jet (Blank)
9. B401156 E-Ring , Link Lever 61. 784-430000-Y-6 Needle Jet (723)
10. B401110 Packing, Link Leve r 62. TM42/11-70 Nozzle, Accel , Pump
11 . 834-23041 Pin, Link Lever 63 . N124.063 O-Ring , Al P
12. T M42/08-3 .0 Throttle Valve (Slide) 64. VM28/486-25 Pilot Jet (Sportster - 20)
13 . 739-13002 Screw, Needle Retainer 65. T M42/12 Exte nder, Main Jet (42145)
14 . TM42/ 16 Clip , Needle Retainer 65a . TM42/12-1A Extender, Main Jet (48) 37
15. TM42/ 13 Sealing Ring, TV (42145 ) 66 . N100.604-160 Main Jet (45-175, 48-190) 12 -
15a. TM48 /02 Sealing Ring, TV (48) 67 . 616-33003 O-Ring NV 1 ' / / / 41
16. TM4 2/10 Seal, Throttle Valve 68. VM131216 Screw, NV Retainer 42
17. 925-98006 Pulley, Cable Bracket 69. 786-27001-4.2 Needle Valve Ass 'y (42/45)
18. 53974 E-Ring , Cable Bracket 69a. 786-27002-1A Need le Valve Ass'y (48 )
19. TM42/51 Bracket Ass'y, Cable 70 . 859-32027 Float Ass'y
19a. TM42/53 Bracket Ass 'y, Sportster 71 . BV26/22 Pin , Float
20 . B3=0520-B Bolt, Bracket 72 . C2=04 10 Screw, Float Pin
21 . VM28/204 Spacer, Bracket 73 . 616-94028 Packing, Float Bowl
22. TM42/38 Plate, Lock Tab 74. T M42/05 Float, Chamber Body
23. C2=0514-B Screw 75 . N122.028 Hose, Overflow
24. 640-12001 Starter Nut, Choke 76 . VM281254 O-Ring, Drain Plug
25. VM14/241 Spring, Starter Plunger 77 . TM32/41 Drain plug (42/45)
26. N189 .192 Starter Plunger 77a. TM32/41-1D Drain plug (48)
27 . TM42!06 Body (1ISR421'45) 78 . C2=0412-B Screw, Fit Bowl, short
T~AA n /(V"'1 n ~ ....... . 1L .J~n A O \
z: / O. "v'-rO / UL U O U n f r0l'\Lt-Ul

79 TM36/44-1A Rod , AlP

28 . 616-94029 Seal, Spigot Body 80 . TM36164 Boot, AlP Rod
29 . 925- 19011 Ring (Steel) 81 TM36/60 Plunger, AlP
30. T M42/43 Lever, AlP 82 . VM1 4SC1 3/89 Spring, AlP
31. N138.019 Pin , Throttl e Lever 83. N198063 Rubber Cap, Purge Port f:'l 80
32. TM42/48 Lever, Throttl e - - - ­ 81
Alternate Parts
33. M12F/46-BB Spring, Al P
Jet Need les:
34. MC-0316-B Screw, AlP - - - - ­ 82
HSR42 HS R45/48
35. TM42/47 Spring, Al P
J8-80D Y01-95 J8-8CFY02-95 Richer
36. TM42SS110 1 0 Mixing Body (42145)
J8-80DY01-96 J8-8CFY02-96 Rich er
368. TM4 8SS 1101 Mixing Bo d~ (48)
J8-8DO Y01-97 J8-8CFY02-97 Std
37 . B36/95 Packing, Shaft (Plastic)
J8-8CF Y02-98 Lean er
J8-8DOY01-98
38: TM42/36 Adjusting Screw, AlP
Accelerator Pump Nozzles 73 - - ­
39 . B30/205 ORing , AlP Screw
TM42/11-70 Std
40 . Trv140;89 Bolt
TM42/11-60
40a. TM42i n Plate, Lock Tab for Shaft
TM42/11-50 74 ,t<
41 . BN38/43 Pirl , Return Lever
42. TM42!46 Leve r, Return 75 ----f?=P'
43. B30/1069 Adjusting Screw, Throttle
786-27001-4.2
44. N3=04 i Jut, Throttle Stop
786-27001-3.5
45. TM42/19 Spring , Throttle Return
786-27001-2.3
46. 700-15012 Shaft, Throttle
Rebuild Kit
47. TI\l1'I21'i5 Plate, Fuel Joint Retainer
HSR42/45 KHS-016
48. C2=0410-B Screw, Fuel Joint
HSR48 KHS-031
49 . 604-26014 Screw, Pilot P.ir
Optional Jetting for a Twin Cam
42/18 Kit
Suggestion: The gas mileage on stock
Twin Cam 88/95ci engines may be improved
by replacing components in the carb with
these optional jets: #20 Pilot Jet, #50
Accelerator Pump Nozzle and changjng the
Jet Needle E-Ring to the #2 position.
Note: Optionaljets are included in this kit.
Refer to the HSR Tuning Manual (pg. 8-9)
for detailed installation instructions or see
your local Mikuni Dealer.