All these jets!!(Weber Re-Jetting)

[tekenaar]

Originally Posted by tekenaar . . . remove carb from manifold and disassemble to the point where the secondary throttle plate screws are accessible. Loosen secondary throttle plate stop screw enough so that it does NOT touch the throttle lever, then turn 1/2 turn more for some clearance. Loosen the secondary throttle plate screws enough to be able to wiggle the throttle plate in the shaft slot. While rotating/wiggling the throttle plate in the bore, apply slight pressure to the throttle plate lever to achieve maximum concentricity/closing (best/tightest fit/seal) of the throttle plate within the bore. Once achieved, retighten throttle plate screws and then "turn in/tighten" the throttle stop screw to slightly open secondary throttle plate within the bore . . . keeps throttle plate from "sticking/jamming" in the bore during "normal" operation! Reassemble carb, reinstall and try it then with "my jets" . . .

Just had another thought . . . you didn't install the secondary throttle plate "upside-down", did you?

[Bill Hoffmann]

Originally Posted by tekenaar Just had another thought . . . you didn't install the secondary throttle plate "upside-down", did you?

Certainly not. It has a stamp in it which I oriented the same way it was originally. At the time, I did try to get the plate centered, and I know it's not near the transition ports when closed. Another thing I thought about today is that the overly rich condition I'm seeing may be normal, because I'm opening the secondary by itself under a high vacuum condition. I even closed off the primary idle circuit when I did this test by backing out the primary stop screw. It's possible that under acceleration this would be a normal amount of enrichment because of less vacuum. Still, I'm going to double check the throttle plate to be sure it's not too far off, and also go back to a slightly larger main jet.

[74Opel1900]

I was asked to check if the idle jet is "physically larger than the secondary" before ordering new jets. Does anyone know if this is the case with a Weber 32/36 DGEV? or does this vary with the model type?

[Bill Hoffmann]

Originally Posted by 74Opel1900 I was asked to check if the idle jet is "physically larger than the secondary" before ordering new jets. Does anyone know if this is the case with a Weber 32/36 DGEV? or does this vary with the model type?

It can be either way with a 32/36 DGEV, but my guess is that the later carbs use the large body idle jet.

Bill

[hrcollinsjr]

Originally Posted by Bill Hoffmann It can be either way with a 32/36 DGEV, but my guess is that the later carbs use the large body idle jet. Bill

That would be a good guess and a correct answer.

Harold

[tekenaar]

Originally Posted by hrcollinsjr Originally Posted by Bill Hoffmann Originally Posted by 74Opel1900 I was asked to check if the idle jet is "physically larger than the secondary" before ordering new jets. Does anyone know if this is the case with a Weber 32/36 DGEV? or does this vary with the model type? It can be either way with a 32/36 DGEV, but my guess is that the later carbs use the large body idle jet. Bill That would be a good guess and a correct answer. Harold

. . . the primary idle jet is the same physical size either way, it's the primary idle jet HOLDER that's smaller size in the early, "pre-smog", 32/36 carbs and larger in the later, "smog", 32/36 carbs to also allow use of the fixed jet (60) ICO (Idle Cut Off) solenoid to meet the more stringent CARB (California Air Resources Board) standards for replacement carbs.

[hrcollinsjr]

Originally Posted by tekenaar . . . the primary idle jet is the same physical size either way, it's the primary idle jet HOLDER that's smaller size in the early, "pre-smog", 32/36 carbs and larger in the later, "smog", 32/36 carbs to also allow use of the fixed jet (60) ICO (Idle Cut Off) solenoid to meet the more stringent CARB (California Air Resources Board) standards for replacement carbs.

I beg to differ.


Harold