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<DIV dir=ltr align=left><SPAN class=910400416-01012017><FONT color=#0000ff
size=2 face=Arial>I don't know where the inlet manifold is coming from. The
owner of the engine is a friend of mine, he bought the manifold at some
Triumph trade exhibition. The manifacturer is CANNON and there was a hose
(to brake servo?) connected to one of the balance pipes(I closed that take off,
of course). I'd like to know what carburettors were on it. The Webers are a
direct fit, no adaptions are/were made. The 45 DCOE Webers with
36mm chokes didn't respond a bit to changing the main jets or tuning the
idle screws. With the idle screws as far out as possible, the AFR was about
right from idle to 3500 rpm without load on the engine.
I</FONT></SPAN><FONT face=Arial><FONT color=#0000ff><FONT size=2><SPAN
class=910400416-01012017>t must have been DCOE Webers (or Dellorto's) with
small venturis, i.e. 30mm, to get a stronger signal in the venturis. But does
such an installation make sense? </SPAN></FONT></FONT></FONT></DIV>
<DIV dir=ltr align=left><FONT face=Arial><FONT color=#0000ff><FONT size=2><SPAN
class=910400416-01012017>Marcel</SPAN></FONT></FONT></FONT></DIV>
<DIV dir=ltr align=left><FONT face=Arial><FONT color=#0000ff><FONT size=2><SPAN
class=910400416-01012017></SPAN></FONT></FONT></FONT> </DIV>
<DIV lang=nl class=OutlookMessageHeader dir=ltr align=left>
<HR tabIndex=-1>
<FONT size=2 face=Tahoma><B>Van:</B> Duncan Charlton
[mailto:duncan.charlton54@gmail.com] <BR><B>Verzonden:</B> zondag 1 januari 2017
15:24<BR><B>Aan:</B> Marcel Van Mulders<BR><B>CC:</B> Greg Solow;
fot@autox.team.net<BR><B>Onderwerp:</B> Re: [Fot] TR6 race engine with 45DCOE
triple Webers<BR></FONT><BR></DIV>
<DIV></DIV>What a curious problem. Were your manifolds manufactured for
use with Weber DCOEs or were they adapted from some other application?
<DIV><BR>
<DIV>
<DIV>Duncan Charlton</DIV>
<DIV>Elgin, Texas USA</DIV>
<DIV><BR></DIV><BR class=Apple-interchange-newline></DIV><BR>
<DIV>
<BLOCKQUOTE type="cite">
<DIV>On Jan 1, 2017, at 6:03 AM, Marcel Van Mulders via Fot <<A
href="mailto:fot@autox.team.net">fot@autox.team.net</A>> wrote:</DIV><BR
class=Apple-interchange-newline>
<DIV>
<DIV
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"
dir=ltr align=left><FONT color=#0000ff size=2 face=Arial><SPAN
class=292535311-01012017>Plugging the balance pipes (1/2" diameter
and between every inlet tract of the manifold) did solve the problem : at
WOT and 5000 rpm the AFR went down from some 16 with open
balance tubes to 10.2 with plugged tubes, both with 180 main
jets wich have now prooved to be too big. The cold engine does start
easily know. With the open balance pipes, I had to crank the engine a lot
: the engine was running a second and stopped. (accelerator pump).
Probably every single cylinder did suck mixture from the other inlet tracts
too, via the balance pipes, thus weakening the signal at its own Weber
tract?</SPAN></FONT></DIV>
<DIV
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"
dir=ltr align=left><FONT color=#0000ff size=2 face=Arial><SPAN
class=292535311-01012017>Are we in 2017 now?</SPAN></FONT></DIV>
<DIV
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"
dir=ltr align=left><FONT color=#0000ff size=2 face=Arial><SPAN
class=292535311-01012017>Marcel</SPAN></FONT></DIV><BR
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<DIV lang=nl class=OutlookMessageHeader
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"
dir=ltr align=left>
<HR tabIndex=-1>
<FONT size=2 face=Tahoma><B>Van:</B><SPAN
class=Apple-converted-space> </SPAN>Greg Solow [<A
href="mailto:Gregmogdoc@surfnetusa.com">mailto:Gregmogdoc@surfnetusa.com</A>]<SPAN
class=Apple-converted-space> </SPAN><BR><B>Verzonden:</B><SPAN
class=Apple-converted-space> </SPAN>zaterdag 31 december 2016
01:48<BR><B>Aan:</B><SPAN class=Apple-converted-space> </SPAN>Van Mulders
Marcel; <A
href="mailto:fot@autox.team.net">fot@autox.team.net</A><BR><B>Onderwerp:</B><SPAN
class=Apple-converted-space> </SPAN>Re: [Fot] TR6 race engine with 45DCOE
triple Webers<BR></FONT><BR></DIV>
<DIV
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"></DIV>
<DIV
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"><FONT
size=2 face=Arial>The F-16 emulsion tube are very lean throughout the rev
range. try either f-2 or f-11 emulsion tubes. begin with 145 main jets,
and 165 air correction jets. the larger the air corrector, the leaner
the mixture. I think that the pump jets are to large. Try 35 pump jets and
pump inlet valves with a 70 bleed hole. The pump jets acts as part of the
"high speed enrichment system" but you need the bleed or else the pump squirts
in to much gas and can make the car bog or resitate coming out of corners. The
idle jets are to large the the cylinder size. Try 45 f-8 or 40 f-6 idle jets.
you may be able to go down to a 40 f-6 idle jet. This will help keep the
engine from fouling plugs around the pits.<SPAN
class=Apple-converted-space> </SPAN></FONT></DIV>
<DIV
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"><FONT
size=2 face=Arial> Part throttle mixuture
reading do not mean much to me. Most of my experience has been WOT on the dyno
where you want a "brake specific fuel consumption" figure of around .50 lbs of
fuel per horsepower per hour. Part throttle operation has to do withj
"drivability" and not fouling plugs. You would generally want the engine to
run as lean at part throttle as it can run without constant backfiring in the
intake manifold.<SPAN class=Apple-converted-space> </SPAN></FONT></DIV>
<DIV
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"><FONT
size=2 face=Arial> Make sure you have
spark plugs in the engine that are cold enough to work with the compression
ratio of the engine. An engine with 12.1:1 will need a Campion Racing
plug with a heat range number like C 61YC. On the dyno you might start
with an even colder plug like C59YC. just to make extra sure that
you stay away from detonation. After getting things more dialed in, you can
probably go to the warmer plug. </FONT></DIV>
<DIV
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"><FONT
size=2
face=Arial>
Good Luck, </FONT></DIV>
<DIV
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; LETTER-SPACING: normal; BACKGROUND-COLOR: rgb(255,255,255); TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"><FONT
size=2
face=Arial>
Greg Solow <SPAN
class=Apple-converted-space> </SPAN></FONT></DIV>
<BLOCKQUOTE
style="FONT-SIZE: 12px; FONT-FAMILY: Helvetica; WHITE-SPACE: normal; WORD-SPACING: 0px; TEXT-TRANSFORM: none; FONT-WEIGHT: normal; FONT-STYLE: normal; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: rgb(0,0,0) 2px solid; LETTER-SPACING: normal; PADDING-RIGHT: 0px; BACKGROUND-COLOR: rgb(255,255,255); MARGIN-RIGHT: 0px; TEXT-INDENT: 0px; font-variant-caps: normal; -webkit-text-stroke-width: 0px"
type="cite">
<DIV
style="FONT-SIZE: 10pt; FONT-FAMILY: arial; FONT-WEIGHT: normal; FONT-STYLE: normal; LINE-HEIGHT: normal; font-variant-caps: normal">-----
Original Message -----</DIV>
<DIV
style="FONT-SIZE: 10pt; FONT-FAMILY: arial; FONT-WEIGHT: normal; FONT-STYLE: normal; LINE-HEIGHT: normal; BACKGROUND-COLOR: rgb(228,228,228); font-variant-caps: normal"><B>From:</B><SPAN
class=Apple-converted-space> </SPAN><A title=fot@autox.team.net
href="mailto:fot@autox.team.net">Van Mulders Marcel via Fot</A></DIV>
<DIV
style="FONT-SIZE: 10pt; FONT-FAMILY: arial; FONT-WEIGHT: normal; FONT-STYLE: normal; LINE-HEIGHT: normal; font-variant-caps: normal"><B>To:</B><SPAN
class=Apple-converted-space> </SPAN><A title=fot@autox.team.net
href="mailto:fot@autox.team.net">fot@autox.team.net</A></DIV>
<DIV
style="FONT-SIZE: 10pt; FONT-FAMILY: arial; FONT-WEIGHT: normal; FONT-STYLE: normal; LINE-HEIGHT: normal; font-variant-caps: normal"><B>Sent:</B><SPAN
class=Apple-converted-space> </SPAN>Thursday, December 29, 2016 1:45
PM</DIV>
<DIV
style="FONT-SIZE: 10pt; FONT-FAMILY: arial; FONT-WEIGHT: normal; FONT-STYLE: normal; LINE-HEIGHT: normal; font-variant-caps: normal"><B>Subject:</B><SPAN
class=Apple-converted-space> </SPAN>[Fot] TR6 race engine with 45DCOE
triple Webers</DIV>
<DIV><BR></DIV>
<DIV><FONT size=2 face=Arial><SPAN class=885500321-29122016>The engine for a
friend's TR6 racecar is finished at last and it has run a couple
of times now.</SPAN></FONT></DIV>
<DIV><FONT size=2 face=Arial><SPAN class=885500321-29122016>I have a problem
with the mixture : the air correction jets are 155, I started with 140 main
jets but the mixture was much too lean : AFR was 14 at idle and 17 at
5000 rpm. Even with 180 main jets, the AFR is still 15 at 4000 -
5000 rpm. The engine is 2720 cc and 12.6 volumetric CR.</SPAN></FONT></DIV>
<DIV><FONT size=2 face=Arial><SPAN class=885500321-29122016>The Webers are
secondhand, 45DCOE type 152 and they look as new</SPAN></FONT></DIV>
<DIV><FONT size=2 face=Arial><SPAN class=885500321-29122016>The venturis are
36mm, emulsion tubes are F16, idle jets 55F8 and aux. venturis are 4.5. Pump
jets are 40 without a bleed hole. The plugs have a correct colour, no
sooting, no signs of overheating. The engine is on a dyno but I didn't risk
so far to really load the engine, so the plugs doesn't tell much. The lambda
sensor is a wide Bosch sensor, about new and with an Innovate controller. I
suppose 180 main jets are already too big. I can't find any air leaks and
the spark plugs have all the same colour. Is it possible that 36mm chokes
are too big? Any idea's why the mixture can be too lean, even with 180 main
jets? Should I suspect the lambda sensor/Innovate controller? What
venturis should I start with?<SPAN
class=Apple-converted-space> </SPAN></SPAN></FONT></DIV>
<DIV><FONT size=2 face=Arial><SPAN class=885500321-29122016>Another question
: I have no experience about the range of total ignition advance a full race
TR6 engine does need.</SPAN></FONT></DIV>
<DIV><FONT size=2 face=Arial><SPAN class=885500321-29122016>Marcel<SPAN
class=Apple-converted-space> </SPAN></SPAN></FONT></DIV>
<DIV><BR class=webkit-block-placeholder></DIV>
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