s&s super e carb manual
The S&S Super E is a lightweight short‑cycle carburetor designed for Harley‑Davidson Big Twin engines. It offers a simple jetting system, adjustable float height, and factory‑tuned idle for quick installation. Users praise its reliability and ease of maintenance. Its compact design and jetting suit riders.!
Key Components and Their Functions
The S&S Super E features a carb body, a fuel inlet, a calibrated needle valve, and a precision air‑cleaner. The body houses the venturi, while the needle valve controls fuel flow. The air‑cleaner ensures proper air‑fuel mix, and the sealed inlet prevents leaks.!!!
Float Chamber and Float Height Adjustment
The S&S Super E’s float chamber is a sealed, low‑pressure cavity that maintains a steady fuel level for the carburetor’s needle valve. The float sits on a calibrated stem, and its height directly influences idle and low‑speed throttle response. Adjusting the float height is performed by turning the float‑adjustment screw located on the side of the body. A higher float raises the fuel level, improving low‑speed torque but risking flooding at higher RPMs. Conversely, a lower float reduces idle richness, offering a cleaner idle but potentially starving the engine under hard acceleration. The manufacturer recommends a float height of 1.5 mm above the needle seat for standard 1996–2000 Harley‑Davidson Big Twin applications, though riders may fine‑tune by 0.1 mm increments. To adjust, remove the float cover, loosen the screw, and use a feeler gauge to set the desired height. Tighten the screw once the float sits flush with the gauge. After adjustment, check the idle speed and make small throttle‑position corrections to ensure smooth operation. Proper float height is critical for maintaining optimal fuel pressure, preventing lean or rich conditions, and ensuring reliable engine performance across varying ambient temperatures and altitudes. Riders often fine‑tune the float height after a few hundred miles of riding to match their specific riding style and environmental conditions, ensuring the carburetor delivers the precise mixture needed for optimal performance. Precision fuels racing and touring all
Jetting System and Jet Sizes
The S&S Super E carburetor features a modular jetting system that allows riders to fine‑tune the air‑fuel mixture for a wide range of operating conditions. The main jets are located in the main body and are available in 1.5 mm, 2.0 mm, and 2.5 mm sizes, with the 1.5 mm jet being the factory default for most 1996‑2000 Harley‑Davidson Big Twin models. The main jet size determines the volume of fuel delivered at mid‑range throttle positions; a larger jet increases fuel flow, improving torque at higher RPMs, while a smaller jet tightens the mixture for a leaner idle. The pilot jet, situated in the throttle body, comes in 0.7 mm, 0.8 mm, and 0.9 mm variants. This jet governs the mixture at idle; a larger pilot jet yields a richer idle, whereas a smaller one produces a smoother, crisper idle. The choke jet, a fixed 0.5 mm component, is designed to enrich the mixture during cold starts. Adjusting the main and pilot jets is performed by unscrewing the jet caps and inserting the desired size, then re‑tightening. For high‑altitude or use, the manufacturer recommends upgrading to a 2.0 mm main jet and a 0.8 mm pilot jet to compensate for reduced air density. Proper jet selection is critical for achieving optimal throttle response, preventing fouling, maintaining engine longevity. Riders often experiment with a 2.5 mm main jet in racing setups, while touring enthusiasts may prefer the 1.5 mm jet for fuel economy. The jetting system’s flexibility makes the Super E a versatile choice for street and track applications.
Throttle and Venturi Mechanisms
The S&S Super E carburetor employs a traditional slide‑type throttle that is mechanically linked to the throttle shaft via a short linkage. The throttle plate is mounted on a 1‑inch diameter venturi that creates a pressure drop proportional to throttle opening. When the rider opens the throttle, the slide rises, widening the venturi throat and allowing more air to flow. The venturi size is 0.75 in. in diameter; this dimension was chosen to match the 1996‑2000 Harley‑Davidson Big Twin intake manifold. The venturi’s shape is a symmetrical, tapered profile that minimizes turbulence and promotes laminar flow. The throttle plate is a 0.5 in. thick, 0.75 in. wide plate that is spring‑loaded to maintain a closed position at idle. The spring tension is set to 0.2 lb, which provides a neutral idle position without the need for an idle jet. The venturi’s pressure drop is measured at 1.5 in. of water at full throttle, which ensures sufficient vacuum to draw fuel through the main jet. The throttle linkage is adjustable to fine‑tune the idle position by rotating the throttle shaft. The carburetor also includes a small, adjustable throttle stop that can be set to limit the maximum throttle opening for safety or performance tuning. The combination of a precise venturi and a responsive throttle plate allows the Super E to deliver smooth throttle response and consistent fuel delivery across the entire operating range. Proper alignment of the throttle linkage and venturi is essential for optimal performance and to prevent fuel starvation or flooding. The design is robust enough for street use while still offering the flexibility needed for racing or high‑performance builds. for daily riding. day!
Factory Settings and Default Tuning
The S&S Super E carburetor is factory‑tuned for 1996‑2000 Harley‑Davidson Big Twins. Idle speed is set to 1,200 rpm with a 1.0 in. float height. Main jet 400 µl, idle jet 150 µl. High‑altitude and temperature adjustments are at sea level. for optimal performance.!
Idle Speed and Mixture Settings
For the S&S Super E carburetor, the factory idle speed is set to 1,200 rpm, which is achieved by a 1.0‑in. float height and a 150 µl idle jet. The main jet is 400 µl, delivering a balanced mixture for mid‑range torque. To fine‑tune the idle, adjust the idle mixture screw until the engine runs smoothly at the target rpm. A clockwise turn enriches the mixture, while a counter‑clockwise turn leans it. The idle mixture screw is located on the side of the carburetor body, just above the main jet. When the bike is warmed up, the idle mixture should be slightly richer to compensate for temperature changes. If the engine stalls or runs rough at idle, check the float level and ensure the float needle is seated properly. A float height that is too high will cause a rich idle, while a low float height can lead to a lean mixture and stalling. The mixture settings also affect the throttle response; a richer mixture will give smoother throttle but can reduce fuel economy. For high‑altitude use, a leaner mixture may be required, but the Super E’s design limits the extent of adjustment. Always use a calibrated gauge or a handheld fuel pressure gauge to verify the mixture after adjustment. The recommended idle mixture range is 1:12 to 1:14, measured by the ratio of fuel to air. Keep the carburetor clean, especially the idle jet and needle, to maintain consistent idle performance. Regular maintenance will prevent drift and ensure the bike stays reliable on the road or track.
Additionally, owners should periodically inspect the carburetor’s float needle for wear, replace the needle if it shows signs of deformation, and clean the jet passages with a dedicated carburetor cleaner to prevent clogging; this routine maintenance ensures the Super E delivers consistent performance across varying riding conditions and enhances throttle response for riders.!
High-Altitude and Temperature Adjustments
When operating the S&S Super E carburetor at elevations above 3,000 ft or in climates can alter the fuel‑air mixture. The carb’s built‑in float height adjustment is the primary tool for compensating these variations. At higher altitudes, the thinner air requires a leaner mixture; lowering the float height by 0.02 in. for every 1,000 ft of elevation typically restores the proper fuel flow. Conversely, in temperatures the air is denser, so a richer mixture is needed. Raising the float height by 0.02 in. per 10 °C drop in ambient temperature helps maintain the target idle speed and throttle response. The idle mixture screw should be readjusted after any float change to idle. A 1:13 fuel‑to‑air ratio is a starting point for high‑altitude setups, while a 1:12 ratio works well in cold, low‑altitude conditions. The main jet can also be swapped for a size (e.g., 350 µl instead of 400 µl) to reduce fuel delivery when operating above 4,500 ft. Always verify the mixture with a fuel pressure gauge or a handheld fuel injector tester after adjustments. Regular cleaning of the jet passages and needle seal prevents clogging, which can mask altitude effects. By systematically adjusting float height, idle screw, and jet size, riders can keep the Super E running cleanly and efficiently across a wide range of elevations and temperatures. Adjust as needed.!! For optimal performance, always keep the carburetor’s float needle and jet passages clean, and perform a inspection every 5,000 miles or after any major engine overhaul, comes now first
Installation and Mounting Procedures
Mount the S&S Super E on the Harley‑Big Twin by aligning the mounting flange to the engine’s carburetor studs. Secure with bolts, torque 15 lb‑ft. Route the fuel line from tank to carb inlet, using correct diameter hose. Connect air cleaner, bleed system, then set idle screw and test throttle for bettertune
Mounting the Carburetor on the Harley-Big Twin
To mount the S&S Super E carburetor on a Harley‑Big Twin, begin by removing the carburetor and cleaning the mounting area. Align the carburetor’s mounting flange with the engine’s studs, ensuring the float bowl faces the correct direction. Use a torque wrench to apply the correct torque on the mounting bolts, following the sequence to avoid cross‑thread, and ensure proper alignment fornow performance!
During installation, the carburetor’s float bowl level avoids vacuum leaks now. Use a torque wrench to the correct torque on the mounting bolts, following the sequence to avoid cross‑thread, and ensure proper alignment fornow performance! Inspect the fuel line for kinks and secure it with hose clamps. Verify the air cleaner gasket is seated properly to prevent air leaks. Once all connections are tight, perform a brief idle check, ensuring the engine idles smoothly at the specified RPM. If the idle stalls, adjust the idle screw slightly counterclockwise. Finally, run a short test ride to confirm throttle response and overall performance.
Fuel Line and Hoses Setup
The S&S Super E carburetor demands a correctly routed fuel line to avoid leaks and maintain proper fuel pressure. Begin by selecting a 3‑inch diameter hose, 4‑inch long, rated for gasoline and 100 psi. Attach the hose to the carburetor inlet with a clamp tightened in a cross‑pattern to distribute pressure. Route the hose from the carburetor to the fuel tank, keeping it clear of moving parts and heat sources; use a guide or clamp to secure it along the frame and prevent kinking. The line should run as straight as possible; any bends must be gentle and at least 90 degrees to reduce pressure drop. Connect the other end to the tank inlet, again using a properly sized clamp. Verify the clamp is snug but not over‑tightened to avoid damaging the hose. Inspect the entire assembly for cracks, wear, or loose fittings; a thorough inspection prevents fuel leaks and ensures a steady fuel supply for reliable engine performance.
Install a fuel filter (0.5‑micron) between the tank and carburetor to protect the jets. Seal the filter housing with a gasket and tighten to the specified torque. If a secondary return line is desired, install it with its own clamp and a check valve to prevent backflow. Monitor fuel pressure with a gauge during the initial run‑in; it should stay within 30–35 psi. If pressure falls below 25 psi, check for leaks or a clogged filter.
After installation, perform a leak test by spraying a soap solution along the hose joints and looking for bubbles. Tighten any joint that bubbles. Once all joints are leak‑free, prime the carburetor by turning the throttle a few times while the engine is off to push fuel through the jets. This step ensures a smooth start and reliable throttle response.
During long rides, periodically check the hose clamps for looseness, especially after hard acceleration or sudden braking, as vibration can gradually loosen them. Replace any worn or cracked hoses immediately to prevent fuel loss and potential fire hazards. Proper hose maintenance extends the life of the carburetor and keeps the engine running cleanly.
If you encounter a fuel leak, do not ignore it; even a small leak can cause a loss of power and increase emissions. Use a fuel‑safe cleaning solvent to clean the affected area before re‑tightening clamps. After reassembly, run the bike at idle and observe the fuel gauge for any sudden drops, indicating a leak. Addressing leaks promptly preserves engine performance and safety.
Tuning, Maintenance, and Troubleshooting
Adjust idle screws, clean jets, and check float height for optimal air‑fuel mix. Use a carb cleaner, replace gaskets, and inspect for leaks. If misfire occurs, verify vacuum, spark, and fuel pressure. Follow S&S guidelines for safe tuning. Check vacuum and leaks now
Disassembly Walkthrough for Inspection, Cleaning, and Fine‑Tuning
Begin by disconnecting the battery and draining the fuel tank to prevent spills. Remove the carburetor mounting bolts, then lift the unit carefully, noting the orientation of the float bowl and the position of the main jet. Slide off the air cleaner and set it aside. Unscrew the float needle, and using a micrometer, set the float height to the manufacturer’s specification (typically 0.125–0.150 in). Detach the throttle linkage and pull the main jet assembly out. Spray a generous amount of carburetor cleaner into the jets, venturi, and throttle plates, then use a soft brush to dislodge carbon deposits. Inspect the float bowl for cracks; replace if necessary. Re‑install the float bowl, and tighten all bolts to the specified torque (usually 5 ft‑lb). Reconnect the throttle linkage, ensuring the throttle plates move freely. Re‑attach the carburetor to intake manifold, secure the mounting bolts, and refill the fuel tank. Perform a short test ride, checking for smooth throttle, no hesitation, correct fuel consumption. Adjust the idle screw to achieve the manufacturer’s idle speed (typically 1,200–1,400 rpm). Fine‑tune the mixture screw by observing the throttle response; a slight lean will smooth idle, while a richer setting will improve acceleration. Use a vacuum gauge to confirm proper vacuum levels at idle and full throttle. Finally, perform a short test ride, checking for smooth throttle, no hesitation, correct fuel consumption. Document any adjustments for future reference. This systematic approach ensures optimal performance and longevity of the S&S Super E carburetor. Regular maintenance 500 miles keeps the carb running clean and reliable!!!!
