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Classic Goldwing Technical Forums
Engine & Fuel System Modifications
Weber/ Holley/Carter 32DFT & 32/34 DFT Carb Specs, Jetting, and Pictures for Tech Reference
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<blockquote data-quote="joedrum" data-source="post: 101945" data-attributes="member: 98"><p>ok things are getting clearer for me and dan we have been teaming up on his single carb effort really from the get go.... but now were in the carb big time .....</p><p></p><p>its clear to me that these carbs though good to run out of the box ..there not set up really that good at all for oldwings ..contrary to what been said ...compared to other carbs and attempts to use them yes ..they are a blessing </p><p></p><p>but the facts are these are epa lean burn carbs with a power valve to compensate the lean jetting ....</p><p></p><p>there also set up for 1600 motor quite bigger than an oldwing and lower rpm sweet spot </p><p></p><p>when matched with an oldwing most think that at high rpm the single carbs cant flow enough air ......well the reverse is true with the jetting </p><p></p><p>at high rpm the carb passes so much air through the carb that it floods the carb with air and the with jet it has gas mix gets lean ..not enough gas in the charge ...</p><p></p><p>this carb was set up to pass a lot of air through the secondary as the rpm was going to provide big boost ...so air bleed is huge for a motor like that to atomize gas right ...</p><p></p><p>hooked to a smaller high revving oldwing produces way to much air through carb saturating it ..gas cant hardly get pulled in cause air has it all so to speak </p><p></p><p>basically on dans carb we wen from 210 air bleed ...its supposed to be 220 ...and put in a 160 air bleed in secondary .....this is huge leap not step ...</p><p></p><p>result is this cut the air down going through secondary like 30^or or something ...this enable at high rpm that gas had some room to be drawn into and atomize like its suppose to ....it went from total bogging and not being able to go to 8000 ...to getting it easy and wanting more according to dan .....</p><p></p><p>I was sure it was going to do this ...dan did not ..seemed backwards to him ...but you always have to factor size ...once you go past a certain point you get in the land of diminishing return ...purely in volume .....</p><p></p><p>so I don't care where your carb comes from ...tom a rebuilder or junkyard ...if it has 220 air jet the secondary not going to be that good at all its way off in my opinion .... </p><p></p><p>there are other areas that have issues too but as for starter this one has proven out rather big </p><p></p><p>what it starting to look like to me guys is the potential is huge here these single carb deal have every bit of chance of outdoing the stock cv carbs as dual webers do </p><p></p><p>one thing for sure thee carbs are sized right cfm to get everything an oldwing got </p><p></p><p>post more stuff as it comes clearer</p></blockquote><p></p>
[QUOTE="joedrum, post: 101945, member: 98"] ok things are getting clearer for me and dan we have been teaming up on his single carb effort really from the get go.... but now were in the carb big time ..... its clear to me that these carbs though good to run out of the box ..there not set up really that good at all for oldwings ..contrary to what been said ...compared to other carbs and attempts to use them yes ..they are a blessing but the facts are these are epa lean burn carbs with a power valve to compensate the lean jetting .... there also set up for 1600 motor quite bigger than an oldwing and lower rpm sweet spot when matched with an oldwing most think that at high rpm the single carbs cant flow enough air ......well the reverse is true with the jetting at high rpm the carb passes so much air through the carb that it floods the carb with air and the with jet it has gas mix gets lean ..not enough gas in the charge ... this carb was set up to pass a lot of air through the secondary as the rpm was going to provide big boost ...so air bleed is huge for a motor like that to atomize gas right ... hooked to a smaller high revving oldwing produces way to much air through carb saturating it ..gas cant hardly get pulled in cause air has it all so to speak basically on dans carb we wen from 210 air bleed ...its supposed to be 220 ...and put in a 160 air bleed in secondary .....this is huge leap not step ... result is this cut the air down going through secondary like 30^or or something ...this enable at high rpm that gas had some room to be drawn into and atomize like its suppose to ....it went from total bogging and not being able to go to 8000 ...to getting it easy and wanting more according to dan ..... I was sure it was going to do this ...dan did not ..seemed backwards to him ...but you always have to factor size ...once you go past a certain point you get in the land of diminishing return ...purely in volume ..... so I don't care where your carb comes from ...tom a rebuilder or junkyard ...if it has 220 air jet the secondary not going to be that good at all its way off in my opinion .... there are other areas that have issues too but as for starter this one has proven out rather big what it starting to look like to me guys is the potential is huge here these single carb deal have every bit of chance of outdoing the stock cv carbs as dual webers do one thing for sure thee carbs are sized right cfm to get everything an oldwing got post more stuff as it comes clearer [/QUOTE]
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Classic Goldwing Technical Forums
Engine & Fuel System Modifications
Weber/ Holley/Carter 32DFT & 32/34 DFT Carb Specs, Jetting, and Pictures for Tech Reference
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