Another Carb/Timing Question, I am really not good at this stuff Options

[Joe Ricard]

Yea I have had a 2.0L engine for many years. Low compression SSI 009 40IDF. and I was never able to run less than a 130 Main jet.

ran a 1911 cc motor for awhile and it was so screwed out of tune it needed a 135 main. (absolutely un-tunable).

my 2098cc with high compression 10.3:1 and 40 IDF's only requires a 135 main.

the 2316-210 is going to start with a 140 and we'll go from there.
The engine size in this thread is what 2.4L ?????? not sure how that is obtained with a 78.5mm crank.

Reading main jet richness is tough because the idle jets will significantly mask what's going on.

I have a wide band A/F meter and I know exactly what going on when. These things are accurate enough and quick enough to watch the carb tranisition through all the circuits.

Guess I get my dander up when people are repeating what they read on the net with little or no real experience tuning.

[r_towle]

I guess after rebuilding three motors you are the Guru.
I wish you were into aircooled cars way back when I got my first one...you would have set me straight....

Never use an 009 an a type 4 motor. BTDT...its just not the right advance curve.
The 050 is closer and works alot better.
I stick with the stock 2.0 distributor and never have issues. Just dont run the vacuum advance, its not needed.
the distributor is a big part of having a tunable motor...

3 people, myself included are repeating real world experience running dual webers.

I had a stroked 2.4 with 98mm cylinders, its an old combo that was around back when Mahle made aluminum 98 mm cylinders for the type 4 motor....it was pretty common 15 or so years back.
Works out to 2368 (circa 2.4) and ran on 40mm webers to meet SCCA rules at the time.
Rich