Just got my car back from MOT so I thought that I'd add some info to the data
pool. This is also applicable to this thread as the car is running on a Twin
Choke DFT Weber (non lean burn).
As mine is a '87 car, it doesn't fall into the post '91 category of Lambda
sensors etc.
CO: Limits <= 3.5%, Actual Value: 0.321% PASS
HC: Limits <= 1200ppm Actual Value: 228ppm PASS
Idle Speed
PASS
Smoke Level
PASS
Comment from the Tester was that 228ppm is a "good" result for a car on carbs.
To be honest the car is not set up to be most efficient at the slightly raised,
load free idle of the Test!
There was no need to play with the idle mixture screw (this seems random -
sometimes it needs it, sometimes not) so it stayed put next to the paint mark
that I use as a reference against Testers how like to "adjust" and bring into
scope - ie it passes but then doesn't run!!
I fuelled up on Shell V Power before taking it in and ran it for about 12
miles. On the way back from the Station I warmed it up and then took it to just
below 6000 revs in 2nd and 3rd, only 4500 in 4th to stay "sort of" legal.
Engine pulled without hesitation throughout the range. I've looked for the
piece of paper that I know I have somewhere, on which all the jettings are
written down, but haven't found it yet.
I'll likely have it at Donington on Monday if anyone needs a closer look.
David
On 30 May 2012, at 13:54, Simon Fay wrote:
> Cheers chaps,
>
> The car seems to be running smoothly on the existing jets, I have just been
> out for a 30 mile test run, I was not able to identify any significant flat
> spots or hesitation, in a variety of normal road driving scenarios, so I'm
> pretty happy to leave it where it is for now. I suppose a rolling road
> session might uncover any deficiency
>
> The engine feels freer and seems to more easily spin up the rev range, I
> don't suppose its any stronger but the sound effects are improved.
>
> s
> On 29 May 2012, at 23:13, David Ashworth wrote:
>
>> For what it's worth, when I changed my '87 cvh (non lean burn) over to K&N
>> filtration (a long time ago) we had to do a substantial re-jetting, through
>> the range. We did the testing dynamically, on a rolling road. The fitting of
>> a K&N filter was not the only change though, but in my experience it does
>> let an awful lot more air through!
>>
>> David
>>
>> On 29 May 2012, at 20:21, Ian Charity wrote:
>>
>>> Maybe they've sent you a jet with a dodgy thread, I've known it happen with
>>> nuts, bolts etc.
>>>
>>> Ian
>>>
>>> On 29 May 2012 at 19:36 Simon Fay <simon_...@mac.com> wrote:
>>>
>>> Ian,
>>> the one they sent me looks like the correct item, its a 122, but the thread
>>> pitch is different
>>>
>>> It seems to be fine on the original jets, so I will see how we go.
>>>
>>> sounds great too!
>>>
>>> S
>>> On 29 May 2012, at 17:40, Ian Charity wrote:
>>>
>>> This may be a silly question, where did you try and fit the jet ? I've just
>>> fitted a K&N to my CVH and had no trouble fitting the jet.
>>>
>>> Ian
>>>
>>>
>>> On 29 May 2012 at 15:32 simon fay < simon_...@mac.com > wrote:
>>>
>>>
>>> --
>>> Sent from my Android phone with mail.com Mail. Please excuse my brevity.
>>>
>>> simon fay < simon_...@mac.com > wrote:
>>> I tried to fit my k&n filter today. the jet included in the kit for my lean
>>> burn cvh doesnt fit as the thread is different.
>>> any tips for supplier of the correct jet and identity of the correct jet
>>>
>>> cheers
>>>
>>> s
>>> --
>>> Sent from my Android phone with mail.com Mail. Please excuse my brevity.
>>>
>>>
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