Yeah that'll work, go ahead and give him my #'s. Maybe we can do something early in the morning on the hwy I take to work - it's pretty empty most of the time.

 

oki doki. but I prefer to video tape the run. Im installing the rear strut bar in the RX-3 so I can mount the camera.

 

So back to the original subject, I received and installed today bigger jets for the primaries. Went from 147 to 155. Noticed even better pulls, especially in the first 3 gears! so to recap, I have 155s in the primaries and 175s on the secondaries. I'm not sure I have reached the max power yet though. Banana boy, should I go one more size up, and if so, should it be in the primaries or in the secondaries?

 

Sounds good. Try on the primaries first.

 

Ok. I have .063 jets, which are the original secondaries size ones. So should I go from .061 to .063 on the primaries, using those jets?

Wait a second, that was the original configuration for the other carb, the one I sent you back lol. At least for the primaries. Maybe .075 was too big for the secondaries on that one. Or maybe the car will bog once I put .063s on the primaries.

 

Try it and see.

 

ok, gave ur # to my bro. he will contact you.

Yeah, tune tune tune. take ur time to get it right. I dont want to hear any excuses when you meet him at the end of the line.

 

Well, still waiting for that phone call...

 

She running good?

 

I think for the time being I'll leave the primary fuel jets alone. After some days of driving it, I feel it might be running a little rich, judging from a slight sputtering when trying to maintain speed in the 2.5-4k rpm range. While accelerating in that rpm range there is no problem, it's just when trying to maintain speed. I also want to inspect spark plugs, to see if they are blackened at all.

So to give a rundown so far, row A below is stock Nikki jet sizes, row B is the earlier setup based on RB's formula in the 80's for a BP, which was not too far on the primaries but too big for the secondaries, and row C is what I currenytly have:


primary f/j .................. secondary fuel jets

A 92-93 .......................... 160

B 160 .......................... 190

C 155 ........................... 170



I still haven't touched the air jets.

 

He man, is a he. Mushashi is his name

Yeah, it's running good, better than eva!

 

Carlos
sorry, we have been so busy. I just got back from 2 service calls and Im taking my family to a birthday party. I will call you when we find free time. But as usual, we prefer an early morning run and If you dont mind, I will bring the RX-3.

Mel

 

It's all good. Don't mind early morning runs at all. just give me a call the day before you wanna do it.

 

 

Sorry bout that.

Use the airbleeds to control top rpm mixture if necessary. Work the fuel jets first to get the low and mid range.

 

I will, I will. Conversely, I could drop the fuel pressure a little bit to create the effect of leaning the mixture at high rpms, right? and raising it to achieve a richer one at high rpms?

 

got my mulas on dave's SA... sorry carlos. u should know better going against Webers.

 

The se will kick the 12a's. I had an 84, mech sec, drilled my secondary jets, header, no cats , etc. My 85se with k&n, header, no cats can walk over it.

 

i concurr

 

https://www.rx7club.com/showthread.php?t=342527

 

Will you make up your mind?

 

LOL!

we'll just have to see @ 7stock!

 

You could, but that's not the right way to do it, and there's a reason...

Dropping fuel pressure will prematurely lean the mixture, and not always due to actual fuel consumption as associated with rpm and load. It allows bowl slosh from cornering, centrafugal push of the fuel against one side of each bowl just from going straight (G-force), and even accelerator pump usage to effect the mixture throughout a wide range of rpms and load.
All of these things will still happen, but running a nice solid pressure lessens the window of opportunity for these extranious forces to play havock with your test runs by introducing inconsistancies that effect your mixture...And afterall, the very reason fulies dominate is consistancy. It's not great atomization, or perfect mixture delivery - it's the combination of those things consistantly throughout the rpm and load.

So get your pressure right up to where it barely delivers at WOT. That is where it's supposed to be.
You see where I'm at? Make everything that you possibly can be as consistant as possible. After you do that as a matter of practice, it'll start to become apparent very soon that even then, you are already fighting a terrible battel against external forces that cause inconsistancies. (temperature, fuel differences, elevation, fuel bowls and tank slosh & push, alternator rev which causes voltage increase which causes pump output increase...You name it, it'll have an effect in some way that can cause identical runs to have VERY different outcomes.
If you can't get a handle on some of those inconsistancies, then you'll have a real hard time dialing it in.
You have to make twelve runs, throw out two, and average the rest.
And really, NOBODY'S good enough to dial without a stop watch. Any "***-o-meter" readings you're getting just says that you're still in the tuning stage where you're still making VERY large changes...Something that should not be reflected with only 1/100 mm diameter increase of a change.

This is just my opinion. But it's also been my experience.
I've spent more time chasing my tail than I have successfully dialing in carbs because it took me so long to get anywhere, and now it takes so much less time to dial in.

 

Well said. You are much more adept and experienced at the tuning than myself. Heed his advice, it makes perfect sense to me. And its not like you dont have jets to fool around with.