Jump to content

alexg89

Members
  • Content Count

    214
  • Joined

  • Last visited

  • Days Won

    1

alexg89 last won the day on April 26

alexg89 had the most liked content!

Community Reputation

115 Better

About alexg89

  • Rank
    Advanced Member
  • Birthday 03/09/1989

Profile Information

  • Gender
    Male
  • Location
    Cocoa fl
  • Cars
    95 d21 07 d40 98 d22
  • Interests
    Anything with a motor
  • Occupation
    Ecklers Corvette tech

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. alexg89

    KA with sidedrafts

    yah thats a little different then what i have.. i messed around and changed alot of things.. believe currently i have 150 mains, 180 air 45 pump, 55f8 idles and the newest emulsion tubes.. could be wrong... havnt messed with it much .. throttle cable messed up so im waiting on a new one
  2. alexg89

    KA with sidedrafts

    good deal, i think im gonna go down to the 34mm chokes and see if that helps.. the issue im having is its leaning and poping right off idle .. like as soon as i crack the throttle
  3. alexg89

    KA with sidedrafts

    They are 45s.. brand new ones from worldpac/Redline
  4. alexg89

    KA with sidedrafts

    found some interesting info out there may be helpfull in my case Hey... I just did the TWM DCOE 45 152 conversion.... I ended up with smaller chokes... I started with 36mm, moved to 30mm, then tried 32mm, and lastly 34mm...L24/E88 mild cam engine....best was 34mm... 145HP at 7k RPM30mm GREAT STREET chokes... smooth transistion to mains at <2kRPM32mm better performance... slight increase in peak HP smooth transition at 2.2k RPM34mm Track performance... slight increase again in peak HP@>RPM.. poor transistion at 2.8kRPM36mm POOR PERFORMANCE... huge hole in my HP graph... no change in peak HP.==============================================as you increase choke ID.. the entire system becomes less predictable...bigger chokes need bigger fuel jets... they also need larger air bleeds at high RPM... the bigger you go... the harder it is to get a good transition from low speed circuits to high speed circuits... and the transistion off idle becomes leaner and leaner...The 152, made in Spain versions of these carbys seem to be set up for larger displacment/higher vacuum engines than the early Italian versions. The DCOE 152 transition holes ahead of the idle port are quite different than in the earlier models. This may be why so many people report having a flat spot just off idle...in addition... the drilling of these holes was performed AFTER the installation of the throttle plates... if your carbys have had the plates removed then the holes may not all line up properly any more....Also.... the proper way to set idle speed is NOT with the "idle speed" screw... I know you are thinking... WTF.. that is why they put that screw there.... well... it is something that can be used to set idle speed... but there is another way to ensure that the transition holes are opening at the proper times.=======Set the throttle plates to just cover the first transition holes... then choose idle jets to control both fuel AND air flow into the idle circuit.... the air balance screws can then be used to set low-flowing throttle bores to match the higher flow bores... these air balance screws are unique to the DCOE152 series.. and they are very useful.... REMEMBER.. these screws should all initially be closed.. get the engine running well and then FINE tune the flow through a UNISYN meter using the airbleed balance screws on the low flow throats ONLY...if you are having trouble synchronizing the idle flow from carb to carb then check the linkages for binding.. .if you cant get a particular carb to flow the same on both bores... then check that the air bleeds are clean and unobstructed... or check compression on that cylinders involved...
  5. alexg89

    KA with sidedrafts

    Well stuck them in and it seemed to help out up top alot but i still have this transition bullshit.. and i stuck the fat idles back in and its still an issue.. And to add to it i think i had mains and acs to big on both.. it would bog under load and miss real bad up top .. went down on both 1 size and it helped alot.. but this transition thing is absolutely unreal
  6. alexg89

    KA with sidedrafts

    Thats what im hoping for.. time will soon tell and i shall report back !
  7. alexg89

    KA with sidedrafts

    I wholeheartedly believe that its gonna help .. when i went from the f16s to the f2s it made a huge difference .. and if the f2s cant keep up because of CC's then it only makes sense I have to mask the transition with to much fuel which in turn makes it sluggish and non responsive
  8. just my 2cents of chiming in Ive had multiple trans go bad (hoping not by my doing but because they are sourced used) because the cages on the bearings in the center section let go They will make all kinds of racket in every gear other then 4th.. squeaking, rattling, few have locked up on me .. its been a nightmare This was one of many
  9. alexg89

    KA with sidedrafts

    This may be my key to success lol cause like i said with the smaller idles in it, its not so sluggish.. so f8s then i could come down on my mains maybe and get it a little leaner up top .. afr is just pig rich all the time lol now granted its only on cylinder 2 and im basing the rest of the mixtures off of that but it puts me in the ball park.. Recently got a Vband for the exhaust so im not using a band clamp and once thats on ill get an 02 bung down stream
  10. alexg89

    KA with sidedrafts

    So at 597 cc per cylinder i should bump up to f8s instead of the f2s i have
  11. alexg89

    KA with sidedrafts

    I believe you are correct now that i went back and read through that link again i posted.. my bad
  12. alexg89

    KA with sidedrafts

    That is correct Emulsion tubes
  13. alexg89

    KA with sidedrafts

    This page has good info but for what i have the information isnt there .. i have a 2.4l and everything kinda stops around 2000ccs so it leaves me guesssing https://cnx.org/contents/oKbaEWQ3@2/Selection-and-Tuning-of-Weber-DCOE-Carburetors
×
×
  • Create New...

Important Information

By using this site, you agree to our Terms of Use.