Excellent vid! Would loved to have seen multiple angle views especially from the carburetor side however it is what it is - like the dialogue and most informative - progression from idle to main jet on the 45 DCOE Weber is the main issue when tuning was interesting. I have seen online (weberperformance.com.au) that the 152G model carb (conversion kit - 3 x 45 DCOE 152G Weber Carburettors) has 4 progression holes which gives a superior transition from the idle to main circuit. So I am just wondering if the carbs that you are using have a similar '4 hole progression system'? Standard/factory calibrations for the 45 DCOE 152G are; 36mm chokes, 4.5 aux venturi, F16 emulsion tubes, 145 main jets, 155 air correctors, 55F8 idle jets, 45 pump jet, 40 pump spill, 200 needle valve for the 45 DCOE 152G are; 36mm chokes, 4.5 aux venturi, F16 emulsion tubes, 145 main jets, 155 air correctors, 55F8 idle jets, 45 pump jet, 40 pump spill, 200 needle valve. Standard length for sock/velocity stack/air horn/trumpet is 62mm. Re-jetting your carbs to E49 spec would see the following calibrations: 40mm chokes, 4.5 aux venturi, 145 main jet, 170 air corrector, F2 emulsion tube, 55F9 idle jet, 45 pump jet, 200 needle valve. I've seen online that there is quite a range of lengths of velocity socks/stacks/air horns from 16mm through to 65mm (tall). No doubt the carbs are synchronized properly using a correct synch tool and there is no slop plus there is no minute adjustments between the carbs. Mixture setting for multiple DCOE's should be between 3/4 turn and 1.5 turns out for all older model DCOE's (DCOE 2, 9, 18, etc.) and 2 1/4 to 3 turns out for late style DCOES (151 and 152 with air bleed screws under the white caps.) Sweet power pull and a nice result too; 301.1hp @ 5000rpm.
![Project XY [Part 3] - The Engine Build and Dyno Run](http://i.ytimg.com/vi/J4zJuSUOJWw/mqdefault.jpg)
Excellent vid! Would loved to have seen multiple angle views especially from the carburetor side however it is what it is - like the dialogue and most informative - progression from idle to main jet on the 45 DCOE Weber is the main issue when tuning was interesting. I have seen online (weberperformance.com.au) that the 152G model carb (conversion kit - 3 x 45 DCOE 152G Weber Carburettors) has 4 progression holes which gives a superior transition from the idle to main circuit. So I am just wondering if the carbs that you are using have a similar '4 hole progression system'? Standard/factory calibrations for the 45 DCOE 152G are; 36mm chokes, 4.5 aux venturi, F16 emulsion tubes, 145 main jets, 155 air correctors, 55F8 idle jets, 45 pump jet, 40 pump spill, 200 needle valve for the 45 DCOE 152G are; 36mm chokes, 4.5 aux venturi, F16 emulsion tubes, 145 main jets, 155 air correctors, 55F8 idle jets, 45 pump jet, 40 pump spill, 200 needle valve. Standard length for sock/velocity stack/air horn/trumpet is 62mm. Re-jetting your carbs to E49 spec would see the following calibrations: 40mm chokes, 4.5 aux venturi, 145 main jet, 170 air corrector, F2 emulsion tube, 55F9 idle jet, 45 pump jet, 200 needle valve. I've seen online that there is quite a range of lengths of velocity socks/stacks/air horns from 16mm through to 65mm (tall). No doubt the carbs are synchronized properly using a correct synch tool and there is no slop plus there is no minute adjustments between the carbs. Mixture setting for multiple DCOE's should be between 3/4 turn and 1.5 turns out for all older model DCOE's (DCOE 2, 9, 18, etc.) and 2 1/4 to 3 turns out for late style DCOES (151 and 152 with air bleed screws under the white caps.) Sweet power pull and a nice result too; 301.1hp @ 5000rpm.
Cassanth, What the "socks" you refer to in your text? I'm in the USA and thinking you're referring to something we use a different word for.
Socks are the soft foam type filters that sit over the ram tubes
What size converter did you go with mate?
Sorry I only just saw this comment. It has a 3000 stall in it on a 904 trans