weber carb tuning made easier maybe sticky this

[1chrisapple]

Let us know

[Spike]

Stock B3 engine, 32/36 Weber; what I have in the carb:

Stock air correctors that came with carb.

.50/.60 Idle jets

.115 MAIN, .100 SECONDARY fuel jets. I put it in CAPS for a reason.. I put the .100 as main, .115 as secondary.. no dice. It ran great until you let into it, but then would drop into MAIN (.100), not SECONDARY (.115), thus I had 15% less fuel when I floored it. Sigh.

Switched jets, now runs fantastic. I feel I could have a larger main jet (larger than .115), but I'm going to see what kind of MPG I get with this setup and report back later. The mixed-up jets resulted in 35.7MPG, so I would assume a light foot will keep me running in the .100, and give me (possibly, I hope) 15% better fuel economy. We shall see.

-Joe

[greywolf200]

no he's talking about changing the air correctors

K...thanks

[1chrisapple]

no he's talking about changing the air correctors

[greywolf200]

I gotta get me a book if mine doesn't work out of the box.

[greywolf200]

Something to keep in mind, Chris.....AFR

When you change a fuel jet, you are changing the AFR. The fuel and air jets do work in conjunction. Bigger fuel jet= more gas, but in effect, less air with the AFR
and vice versa. When you change to a smaller fuel jet=less fuel, more air with the AFR.
You want to keep the AFR at the correct ratio for the engine requirements. 13:1/14:1 AFR

When a fuel jet is changed, you will want to change the air in the same direction to keep the AFR in spec.
This is how the carb can be adjusted for economy or for performance.

That's interesting, when you say "change the air", are you talking different emulsion tubes or what? Ok, so I'm accustomed to big ole simple but archaic American carbs.

[1chrisapple]

Yea works out pretty good i ended up pulling the bad iggy module apart and grinding on it some and soughtered the wires onto terminals and worked good.thnx for ur help agian.also got those sway bar bushings so hopefully that helps frpnt end some more

[zoe60]

Glad you got the MSD working Chris. Aftermarket ignition systems are nice, aren't they?

[1chrisapple]

yea im still not great on carbs as ive never even changed a jet in one before.but you gotta learn sometime. the way I have it now runs pretty good no miss,bucks,jumps.but I am gonna keep my eye open for a used afr gauge that way I can get it perfect. I also switched my ignition over to a msd 6a and an accel street coil and that helped tremendously.thanks for the help from the beginning till now to.

[drddan]

Just a tip mine does not run well with the .120 primary main jet switch backed to the .140 and does great now

Something to keep in mind, Chris.....AFR

When you change a fuel jet, you are changing the AFR. The fuel and air jets do work in conjunction. Bigger fuel jet= more gas, but in effect, less air with the AFR
and vice versa. When you change to a smaller fuel jet=less fuel, more air with the AFR.
You want to keep the AFR at the correct ratio for the engine requirements. 13:1/14:1 AFR

When a fuel jet is changed, you will want to change the air in the same direction to keep the AFR in spec.
This is how the carb can be adjusted for economy or for performance.

[TominMO]

Try this, yoga:

http://escort.mk3.pagesperso-orange.fr/lib/haynes/0686-04a.pdf

[yogaslackers]

how about just adjusting an escort carb.

Sam

[1chrisapple]

Im not sure on tuning the escort carb.ive read things like they use the same jets as a regular holley but not sure on that either.aupposedly run ok the way they are.

[yogaslackers]

Where can I find info on tuning the Escort carb, It is a weber, does anyone know the model #?

[1chrisapple]

Just a tip mine does not run well with the .120 primary main jet switch backed to the .140 and does great now