You dont forget do you Stu!! ill defo get a regulator when i finally get some cash, and an electric pump... Skint-ness is slowing progress, and purchasing of new bits and pieces... bad times...
You dont forget do you Stu!! ill defo get a regulator when i finally get some cash, and an electric pump... Skint-ness is slowing progress, and purchasing of new bits and pieces... bad times...
You dont forget do you Stu!! i iwill get a electric pump and regulator when i finally get some cash together, my unfortunate skint-ness is hindering progress... bad times... ***sorry for the duplicate post, i didnt realise it went onto the next page!!***
just read through my notes on my cars and it seems i actually have F11 emulsions after all... im going to check but im pretty sure i wrote it down right... strange why i thought they were F16... bit baffled now, i need to borrow a timing light and set it to, is it 10 degrees advanced? i used to run that kind of setting with my pierburg and it was different (better and more responsive), so now i want to change the idles and the mains instead of doing the emulsions, any suggestions about my thoughts on 130/140 mains on 180 airs? i do have 200 airs if 140 mains make it too rich, and ive been told 45F6 idles would suit it best? any help would be appreciated, sorry for not only not knowing whats going on in my own carbs, but for banging on about it!! cheers folks!
The original Sport spec didn't use a regulator. they had a couple of jets in the return lines to restrict the flow.
I used that setup in 1990 and 1991 with my Sport race car, and that's how my brother's car (the ex-Ivan Dutton/Neil Crofts prod-saloon Nova Sport) is still set up. His is an over-bored 1300 (to 1400), and the factory setup has never caused any trouble - we both tried facet pumps with regulators over the years, but went back to the factory mechanical pumps because they were less trouble!!
Thank you C612DNM, ive been ABSOLUTELY adamant that it doesn't need a regulator, although im not running a return at the moment, cos no-one could tell me how to go about it, i tried various copper tees that i made myself, with a restriction on the return leg of the tee, but seemed to hunt a bit, it'd be easy to re-instate if i need to, do you know what jet spec your sport's ran? i do have the original information for the sport and was thinking of replicating that but, i dont have the 1297 block, which would alter the original sport jet spec anyway, its the return that intrigues me most though, because i do think it needs one... do you know the size of the restriction jet by any chance? even if it is just a dimension, because ill make the tee myself... also the advance on the timing? any advice? much appreciated...thanks again!
Sorry for the long delay in the reply.
If I remember correctly, the return in the Irmscher setup is/was nothing more than a plastic T with a jet screwed into the outlet pipe to act as a restrictor.
I have much of the jet information written into either my original Nova Haynes Manual (well and truly dog eared, grubby, and full of hand written notes - like "hold with molegrips and thrash repeatedly with a large hammer")
or in my Weber manual.
As for timing, I always set that up on a dyno or rolling road - I don't think I ever wrote it down because I didn't (and still don't!) own a funky timing light.
Time to dig out my old notes.
They were written on parchment!!!
I found my Weber manual. Not happy, lots of notes seem to be missing, but one important bit was in there - the last jetting settings I had in my 1300 race engine: Mains 165, Air Correctors 170, Emulsions F47, Idle Jets 59F21
30mm Ram Pipes. No filters.
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