azconvertible":21agw3ly said:
I will have to pull the carb apart to get the jet sizes. They are the stock ones that came with the carb. It sounds to me like changing jet sizes will make minor improvements in the performance. The engine sputters and almost dies when you hit the accellerator. Does this sound like a problem with too small of jets? Thanks for the reply
The only sure way to know if the ones you have are too small is to see what you currently have on the carburetor. What you are describing sounds like a very lean condition. I say this because if it was too rich, more than likely you wouldn't be able to get it to idle very well. You would be dumping fuel into the cylinder head fast than it can use it. You tail pipe would be spitting out black smoke.
Look at your idle jets. Make sure they are at least 65 and 60 respectively. If the secondary idle jet is too small, you will see bogging whenever the secondary venturi kicks in.
Remember, even with the smallest jets on these carburetors you can get the engine to idle pretty decently. Even though the A/F mixture might be running lean, it will still idle nicely. Usually you don't see any bogging until you apply load to the engine (i.e. mashing the accelerator pedal from a standing stop).
I had the very same problem with one of my Webers. The main jet was sized for a 4 cylinder engine (#145) but the secondary was sized for a 6 cylinder (#175). This is not uncommon especially if it's a rebuild.
I know it can be very frustrating to get these carburetors running well. Some just take more tuning then others. For whatever reason.
Last night I spoke with Tom Langdon about the 38/38. I had a few questions about using it with a stock 200. To make a long story short, he basically said to stick with the Carter 32/36 or the Holley/Weber 32/36. I thought it was interesting he would mention the Carter version. Typically it is more expensive but as he mentioned it flows less than the Holley/Weber and would be more suited for a stock 200. He's not saying that the H/W won't work but it maybe harder to tune with a stock engine such as the 200. He said it flows around 320 CFM where as the Carter version flows around 260-280. This is the ideal number needed for a stock 200. Just something to remember.
matt_hue, the ones you purchase from Clifford are engine specific and new. I've never bought one from Clifford but I imagine sense they specialize in performance upgrades for the 6 cylinder engine, I would think that all there carburetors are optimulely (sp) tuned before they are sold. Those people who have bought theirs from Clifford said it was a bolt on upgrade. Never heard anyone say otherwise. Then again, for 300+ dollars I would hope so. :roll:
The link below is from one of my previous posts regarding the Weber 32/36. If you haven't read it, do so. It includes manufacturing tuning (which is very easy) as well as information from personal experience.
http://fordsix.com/forum/viewtopic.php?t=23153
If you guys have any more questions, I'd be happy to try an answer your questions. If I don't have the answer, I'll tell you but I won't leave you guessing - I'll research a possible solution to your problem and get back with you as soon as possible.
Can you tell I like these carburetors? :roll:
Oh, more thing. Almost forgot. Look at your spark plugs. If they are nice an white with a little red tint on the tips you should be fine. Any other color, wether black and sooty or gray, you have a problem. You could be too rich or have another problem - i.e. timing.
Do a search on spark plugs. There are several good discussions as to what they should look like. Or read the back of any repair manual. Haynes usually shows a picture of typical spark plug conditions and describes what it possibly going on based on the appearance of the plug.
