Webers

[rose5691]

Right, I'm still attempting to become a Weber-wizard!

I had 140 main jets and changed them back to the origional 130. I've also changed back the idle jets from F9 50 to F8 55. Do I need to do any mixture adjustments after doing so or should it not be necessary-will this swap make any difference to the mixture, I assume not as far as the main jets are concerned.

Don' ask why I swapped them in the first place!    

It's running fine apary from a tiny bit of stuttering when you put your foot down.

Thanks, I'm hopefully getting to grips gradually.

John.

[Mark Stanton]

Why did you swap them in first place                

[rose5691]

Because they didn't match the colour of the CATCH TANK                    

[rose5691]

Anyway I'm pining for a Megabusa        

[Norman Verona]

QUOTE

I'm still attempting to become a Weber-wizard!

I spent 5 years learning, being taught by the carb king himself.

I reckon you changed them because you thought the bigger the number the faster the car.

[rose5691]

I took it somewhere. Point is, I'm trying to get things right again.  

[Bob Green]

I am slightly confused as to what type of Westfield you want.

[rose5691]

I would ultimately want a Megabusa but meanwhile I'm obsessed with learning about the Webers on my Zetec and won't be beaten!

[Lurksalot]

It sounds like you won't be changing cars for a while then  

[rose5691]

If I change the idle jets from F8 55 to F9 50 what effect will it have on idle and/or the progression from idle to midrange. Does the F9 mean bigger air drilling and the 50 mean a smaller "fuel orifice creating a leaner mixture? Not that I'm lying awake at night going through it over and over and over and over again you understand            

[Norman Verona]

oh well, if you insist

[melt]

This might be worth purchasing, Weber manual .

Quite well written, makes good bedtime reading  

Mel

[Jenko]

To be honest...I think you may be missing the point a little..........

Irrespective of what anyone says, you really need to know how the car is fueling under various throttle loads and engine speeds, you can do a base calculation of requirements, but as you say - it's still not quite right...if tuned correctly, there should be no stuttering under throttle.......all engines are slightly different.

If you really want to get into it, then a wide band controller to log AFR would be a useful toy...then you can see what difference it's all making, and where improvements can be made.....Of course a good rolling road session with some nice plots of AFR / BHP would help :-)

[Blatman]

To be honest...I think you may be missing the point a little..........

Irrespective of what anyone says, you really need to know how the car is fueling under various throttle loads and engine speeds, you can do a base calculation of requirements, but as you say - it's still not quite right...if tuned correctly, there should be no stuttering under throttle.......all engines are slightly different.

If you really want to get into it, then a wide band controller to log AFR would be a useful toy...then you can see what difference it's all making, and where improvements can be made.....Of course a good rolling road session with some nice plots of AFR / BHP would help :-)

Agreed. The seat of the pants dyno is no good for this. You *need* to have a rolling road and an operator with experience to run the car up, then add or remove parts that move the power and torque graphs in the right direction. You also need to understand the finer points of progression. Stuttering during throttle transition sounds like it might be a progression issue to me. It's been debated heavily on here in the past with some owners stating that 5 progression holes instead of the standard two has the car performing smoothly during throttle transitions...

[rose5691]

I'm still attempting to become a Weber-wizard!

I spent 5 years learning, being taught by the carb king himself.

I reckon you changed them because you thought the bigger the number the faster the car.

Who's the carb king then?