I just found a guide to set the float levels properly, both carbs were around 3mm too low. I'll find out tommorow if this has done the trick and got rid of the weak spot. I'm going to book a session on the roller for next weekend, really looking forward to it now.
Ben.
Retard the ignition a couple of degrees, with a crossflow any pinking is a bad idea the pistons are quite vulebrable to detonation. damage. The air corrector jets could be the wrong, too large, the air correctors are important in the handover between the idle jets and the main jets, could also be the idle jets are one size too small at a guess the size should be something bigger than 45F9
Just out of interest, where near Scarborough are you taking it ? Motorscope in Northallerton ?
Hello Beng.
01 Sep 03 23:47, you wrote to @lineone.net:--8 I getting somewhere with it though. I took one of the carbs off at the B> weekend, the throttle spindle had been twisted, which meant the throttle B> wasn't closing fully on one side.I've rectified this and given it a good B> clean.
In my experience, once a spindle in a sidedraught is twisted, it cannot be straightened back to its original state. If you have not replaced it with a new one (and then balanced that carb internally), you'll most likely end up with the same problem - a flat spot on transition from idle circuit to main jets (it's that transition you're having problems with, as idle circuit is active up to
2300-3000 RPM on DCOEs).To get rid of flatness at 2k-3k range, you *must* first of all have perfectly balanced air flow between the carbs and in each carb separately.
Only then it makes sense to adjust mixture strength, ignition advance, fuel pressure etc.
Sergey
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