weber 32/36 question

[72maverick]

Hey new to this site and fairly new to this engine. I just picked a 74 200 inline 6 bored 30 over and everything in it replaced. Getting my 1969 head rebuilt completely with hardened valve seats. Bought a dsii, dual carb hat and Weber 32/36 from classic inlines. On my last 200 I was running the carb and perttronix unit. I noticed the carb would fall flat on its face under acceleration. I know my last engine needed some work and needed to be tuned and times. My question is: should i need to jet the Weber or was that a symptom of an engine in need?. The location in Socorro new Mexico. Can it be an altitude problem? If so, how should i address the altitude problem

Thanks!

 

[rbohm]

8) you may or may not need to rejet your weber carb, it depends on what your air/fuel ratios are. and altitude does affect your carb jetting. the nice thing about most webers is that you can change more than just the main jet to get your fuel curve right.

 

[72maverick]

I guess I'm more concerned with the secondary opening up. It's not very noticeable under a light load but some on Ramps are short here and that's when it bogs down

 

[xctasy]

The last year of the E1ZE RA804 Holley R9351 (the call name for the last years of the Holley Weber in the 2.3 liter Fox Zephyr, Fairmont, Mustang and Ranger, and the 78-82 Californina state Fox's in general) had a feedback version called the 6500. It allows the use of the yellow grommet Duraspark module, and is altitude compensating as far as a carb and ignition system can be. Each part allows easier starting and better fuel control. The carb is a feedback item, with fuel control valve matched to an O2 sensor and a method of electroncially spiking mixture with the power valve.

I'd suggest it or the Chrysler K car version of it. Each had similar mechanisms for copeing with strict emissions and high altitude compliance issues. Although most emissions carbs are considered junk, there is a lot of expertise on the last emissions era carbs before Central, Throttle Body and Port injection.

Here is BIGREDRAZA's chart of jet, air cor,emlsion tube, float and details. They should get you on track



For the stock 1978 Fairmont 2-bbl, here are the details
PRIMARY:
Air Corr 170
Emulsion tube F5
Jet 167 cm³/minute (122 micron)

SECONDARY JET:
Air Corr 185
Emulsion tube F4
Jet 219 cm³/minute (131 micron)

Stock jet call number are a stamped xxx cm³/minute at 50bar primary jet (or yyy micron).

See the cm³/minute flow to micron size conversion chart

 

[JackFish]

There's a thread with some stickys:
viewtopic.php?f=1&t=54798
Here's two on jetting the 32.36:
viewtopic.php?t=23153
viewtopic.php?f=1&t=49901
So ya, it's not plug'n'plug unless you're very lucky.

 

[72maverick]

Well thank you guys! I did not see the sticky before.