 jetting question |
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| last337 |
 Apr 28 2013, 07:17 PM
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Member  Group: Members Posts: 421 Joined: 4-December 12 From: New Orleans Member No.: 15,221 Region Association: None  |
Okay so I had another thread troubleshooting these carbs but I've found the jetting to be the culprit. I am looking at Bob Tomlinson's suggestions and he is suggesting bw a 1.45 and 1.55 for the main jet. I currently have only a 1.15. I have a 52 for the idle and he recommends a 55. What do you guys think? I am running a stock 2.0.
Also, any suggestions on a vendor for jets? |
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| yeahmag |
May 1 2013, 05:58 PM
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Advanced Member Group: Members Posts: 2,455 Joined: 18-April 05 From: Pasadena, CA Member No.: 3,946 Region Association: Southern California 
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I think you really need an LC-1 or LM-2. The LC-1 is very affordable and with ethanol/gas percentages changing this may be a moving target for all of us.
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| ThePaintedMan |
May 1 2013, 08:29 PM
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Advanced Member Group: Members Posts: 3,887 Joined: 6-September 11 From: St. Petersburg, FL Member No.: 13,527 Region Association: South East States
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QUOTE(yeahmag @ May 1 2013, 07:58 PM)  I think you really need an LC-1 or LM-2. The LC-1 is very affordable and with ethanol/gas percentages changing this may be a moving target for all of us. (IMG:style_emoticons/default/agree.gif) That really is the way to go, if you want it to be spot on. Regarding the idle jet and air corrector jet change - I have received similar advice an a very different engine from John (a 1.7). Not saying he isn't right, but is often more than one way to skin a cat. A change in air correction jets results in a richer mix throughout the RPM range, but especially at higher RPMS/velocities. You do not not seem to have a problem with getting the idle mix in the ballpark (i.e. setting the best lean mixture at idle), so I don't see the point of changing just the air correction jets. You have a problem with transitioning to the main circuits and it seems like a constant lean condition in that rev range. To me, that suggests you are way off on the main jetting. Again, take this with a grain of salt a numerically smaller air correction jet *could* solve the problem, but may also leave you with a really rich idle that you can't tune out. Aaron is spot on - if you want to be picky, an AFR meter is the way to go. |
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Posts in this topic
last337 jetting question Apr 28 2013, 07:17 PM
ThePaintedMan
Okay so I had another thread troubleshooting thes... Apr 28 2013, 07:47 PM rhodyguy easier to keep track of what's happening and w... Apr 28 2013, 08:00 PM
last337
easier to keep track of what's happening and ... Apr 28 2013, 08:03 PM last337 So do you guys think a 150 is what I should go wit... Apr 29 2013, 02:29 PM michael7810 My 1911 has 135 mains and AF is 12.5 at WOT (IDF40... Apr 29 2013, 03:49 PM last337 I spoke to a guy at dirtyracingandrods and he seem... Apr 29 2013, 04:39 PM ThePaintedMan
I spoke to a guy at dirtyracingandrods and he see... Apr 29 2013, 05:04 PM last337 Well from what I understand the main circuit picks... Apr 30 2013, 07:14 AM rhodyguy what is the venturi size? :unsure: engine off, loo... Apr 30 2013, 08:01 AM last337 Currently this is everything I verified
115 main
5... Apr 30 2013, 08:12 AM rhodyguy thomlinsons base line guide for dual idf 1835-2000... Apr 30 2013, 08:33 AM last337 What does the main air correction jet do? Apr 30 2013, 09:25 AM rhodyguy p. 59. Apr 30 2013, 09:39 AM last337 So I talked to john at air cooled.net and he said ... May 1 2013, 05:45 PM 396
I think you really need an LC-1 or LM-2. The LC-1... May 1 2013, 08:05 PM jmill
So I talked to john at air cooled.net and he said... May 1 2013, 08:39 PM jmill
A change in air correction jets results in a rich... May 1 2013, 08:49 PM |
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