so close.. 2.0 weber 44s drives and misses Options

[gotxqss]

So did some searching.. Did some reading.. Have had this car for awhile and finally got off the ass to start tinkerin!

Cars a 75 with a 2.0 from another car.. Could be stock could be rebuilt I have no clue.. Guessing its a stock or mildly touched motor.. I had a buddy come over and get it idling pretty good.

Set float levels
Cleaned and put back together
Set linkage that sorta stuff

Just a quik list of the main parts as there might be a section that's just flatout needs attention .

Weber 44idf
32 venturi
175 air (I think these need to be higher?)
55 idles
F11 et
140 main

So anyway hopefully 1 of those things will standout to try to get me closer..

Haven't driven the car alll that much but from what I have. It will idle and rev well, the super low speed low rpm stuff feels decent but the midrange has stumbles. At a steady cruise it will pop as well. If I get in the gas pretty hard down low(under 2500rpm) it will be pretty dead till about 4k and then pulls really well to 6k.

So of course something is off but I don't have a weber guru here in vegas that I know of that can just handle it so now im asking for help..

Maybe there are some things that im missing to get me closer..

I do have 50 idles and 135 mains laying around..

Thanks guys.. Ill keep up and get this handled!!!!!!

[jmill]

His buddy got it to idle ok because he could adjust the mixture screws. As soon as the butterflies open your on the progression ports. The only way to adjust the mixure when your on the progression ports is an idle jet change. Your on the progresion ports until 3K. If your rich above idle the only way to lean it out is with an idle jet change. The engine falling on its face above idle is a good indication that he's too rich or he has timing issues. It's true you can run the smaller A/C jet with a smaller main jet. I've done it. The problem with that is he already has 2 sets of main jets that would work great with an A/C jet around 2.00 for his carb and vent size. Another problem is that the only stock vehicle I know of that ran the IDF with an F11 is the 1600 cc Fiat. It came stock with 40 IDFs, 125 mains, 2.10 A/C jets and 32 vents. Thirdly is the F11 was designed around the 2.00 A/C jet. The engineers used 2.00 as the baseline. BTW - It was also designed to have lean transition properties. The F7 was designed to enrichen the transition. He can reinvent the wheel and play around with the 175 A/C jets or he can run a know good combo. I recommended the 130 main to keep him a tad on the rich side and make up for a questionable cam. His 135's with the 2.00 A/C jets will work alot better than his current combo but he'll be rich.

[r_towle]

His buddy got it to idle ok because he could adjust the mixture screws. As soon as the butterflies open your on the progression ports. The only way to adjust the mixure when your on the progression ports is an idle jet change. Your on the progresion ports until 3K. If your rich above idle the only way to lean it out is with an idle jet change. The engine falling on its face above idle is a good indication that he's too rich or he has timing issues. It's true you can run the smaller A/C jet with a smaller main jet. I've done it. The problem with that is he already has 2 sets of main jets that would work great with an A/C jet around 2.00 for his carb and vent size. Another problem is that the only stock vehicle I know of that ran the IDF with an F11 is the 1600 cc Fiat. It came stock with 40 IDFs, 125 mains, 2.10 A/C jets and 32 vents. Thirdly is the F11 was designed around the 2.00 A/C jet. The engineers used 2.00 as the baseline. BTW - It was also designed to have lean transition properties. The F7 was designed to enrichen the transition. He can reinvent the wheel and play around with the 175 A/C jets or he can run a know good combo. I recommended the 130 main to keep him a tad on the rich side and make up for a questionable cam. His 135's with the 2.00 A/C jets will work alot better than his current combo but he'll be rich.

I dont know who you are, but I would like to, you sound smart.

Would you please explain the difference in the emulsion tubes.
At the end of the day, they add air bubbles to the fuel.
What are the differences? more holes? bigger bubble?
And, what are the ranges...large to small holes, large to small bubbles?

Rich