There is also a 65 power jet there too) a X127.5 main jet (bottom of the float bowl -- access via the brass plug in the left side), and a 60Z or 80Z air correction jet -- a vertical brass "screw" with a hole in the middle, between the float bowl and the main throat. Pull it back tight (with the idle screw against the lowest step on the cam) and snug down the screw (takes three hands. An altitude of 5000 feet is roughly equivalent to a one size main jet difference. And we will continue responding to emails through until early March 2023 because we are wholly committed to resolving any other issues that may arise from previous sales. . Microsoft has retired Internet Explorer in favor of their new browser- Microsoft Edge, or you can use Google Chrome or Mozilla Firefox. It provides fuel at low medium revs too, so if it's not working you'll get a rough idle and lean mix at lower revs. The larger size 65 idle jet helped the 30PICT/3 and H30/31 carburetors overcome the very lean main jet at idle and low speeds, and thus help to reduce the "bogging" problem. Remove the brass plug with a hex head on the left of the carburetor -- bottom of the float bowl (all the fuel in the carburetor will rush out). If you have a significantly larger idle jet (e.g., 70 or so), John Connolly recommends going down until you can not get a good engine response with the mixture screws anymore. The extra advance helps reduce the 009 flat spot just a little. The main jet is accessed by removing the big brass bolt on the left side of the PICT carburetor, right at the bottom of the carburetor bowl. See our Accelerator Cable Adjustment Procedure. Once all together, retune the carbs (mixture and idle speeds) as per standard VW tuning methods. If this is the case, try a larger size main jet -- size X127.5 1200/1300/1500cc engines. Ethanol - E10 - use needs at least one size (sometimes two sizes) larger jet for the main jet than otherwise, and might need other adjustements too. E10 usually needs a larger main jet and might also need a larger idle jet. Thus a size 55 idle jet is 0.55mm, size 125 is 1.25mm, etc. This carb is designed to remain compatible with SVDA distributors, and fits the stock air filter. The fuel flow through each jet is determined by the airflow which creates a low pressure area near that jet. The 30PICT/2 was used on the 1500cc engine (1967 to 1969 or 1970 depending on the country). 737-144. E85 - forget it for the aircooled VW engine! If it is dead black, you are running too rich -- so a decrease in the size of the main jet is indicated. Main jet plug seal (15)
It appears to replace the plug in the bottom of the 30 PICT/1 carburetor float bowl, which has the jet mounted inside and in line with that hole. The X127.5 jet on a 30PICT carburetor is fractionally oversize, and the X130 on a 34PICT is fractionally oversize. SKU: 43-5040-7. Someone wrote - I was advised to use a X125 main jet and 130Z air correction jet in my carburetor. carburettor data 1124 cc models Venturi diameter 25 mm Main jet 127 5 Idle jet 48 Air correction jet 175 Emulsion tube EM Enrichment jet 50 . Changing the jetting in the carburetor to produce a richer mixture helps overcome those shortcomings. 60 day return. The power jet is needed to correct a tendency for the air correction jet to work TOO well at max airflow - it leans the mixture off too much and the power jet corrects this. Sounds like a good starting point! (You must log in or sign up to reply here. This will richen the mixture and help eliminate any 009 flat spots. Rob responded - If you still have a vacuum distributor - yes. 55 idle is fine. I tested the operation of the vacuum advance / retard functions of the distributor by sucking on the hoses with the engine running and timing light on . If the color of the deposit is tan or brown, you are running too lean and the main jet size should be increased. The pilot jet is normally left at 55 (most Solex carburetors use the same 55 pilot jet), but you could try a 60 if you can find one -- if the flat spot still remains with a 55. The idle cut-off valve sticks out the left side of the carburetor on H30/31 and 34 sries carbs (but on the right side on 30PICT series) and has an electrical connector on the end. ). The valve on the Pierburg carburetor has a spring-loaded ball bearing on the end; it is likely that the valve in your kit does not. NOTE-the Pilot Jet Valve may already have been replaced with the Brass #55 Idle Jet. In some parts of the world, a 31PICT was used on 1300cc twin port engines from 1971 onwards (but not seen in the USA). Nothing is exactly that linear of course as the jets are all different sizes, but maybe it helps visualise the problem of keeping the fuel flow balanced at different rpm/airflows. But engines do differ a little, and the sizes above are "ball park" figures rather than definitive. All suggestions here are just that - suggestions. Brosol/Solex Idle Jets .50. NOT EVERYONE WANTS DUAL CARBS! Here's the story: '68 bug with a ~'73 engine, 1600 dp, dual vac dizzy. Our site uses advanced code and encryption that is not supported by Microsoft's Internet Explorer Browser. . Solex Carb Spacer for Alternator, 30 PICT Carburetors, 00-3245- Dave has done so with good success. Note: Regarding "drilling out" the main jet, please see our article on Tuning the 009 Distributor/
But optimum performance and MPG will be achieved when you use a wide band and tune the carb for 16:1 A/F on cruise, and 13:1 over 1/2 throttle. general exploded view of the 34PICT/3 Carburetor is shown in the
What you are mainly looking for is the condition of the carburetor. The old one for a pattern and a sharp hobby knife or box cutter works well. Dave replaced the main, idle and air correction jets so he knew what he had. PLEASE NOTE: You are NOT CHARGED for out-of-stock items. SOLEX 34 PICT 3 Carburetor Adjustment Procedures. The modern H30/31 carburetor replaces the 28, 30 and 31 series carburetors and can be used on 1200cc, 1300cc, 1500cc and 1600cc engines with appropriate jetting. Bentley (page 20 of the 'fuel' section -- table of 'carburetor setting and jets') says the X130 was normal for '71-'72 34PICTs, and X127.5 was normal for '73-'74s (non-California models). While it is necessary to enrichen the fuel mixture when running an 009 distributor, you don't want the any richer than necessary since it will use more fuel. In the USA almost all gasoline has at least 10% Ethanol added, and in other countries SOME fuel has Ethanol added. There also is an EMPI replacement 30 Pict-1 with the Pilot Jet . Orders are processed in the order that they are received and order fulfillment time varies. Be careful that you don't tighten these nuts too much -- you may strip the stud out of the base of the carburetor. Most gasoline in the USA now has at least 10% Ethanol added (E10), and in other countries, SOME fuel grades have 10% ethanol added. This helped a lot. Sent from my SM-G930F using Tapatalk If you look at the two jets you can see that the (angled) idle jet sits in a protrusion (channel) which continues downwards under the jet, towards the idle and transfer ports in the throat near the butterfly. This means that the main jet is sized to the engine capacity, rather than the carburetor size, and X127.5 is the more common size for the 1600cc engine, rather than say the X125. Jetting With the Centrifugal-Advance (009) Distributor, Tuning the 009 Distributor/
Note: It is very important that you install the correct needle seat gasket. Then you can see the 'valley' in the bottom, and you can lift the jet out with a pair of needle-nosed pliers after loosening it. Now unscrew it exactly 2-1/2 turns. Main jet should be around the 130-135 area. Super rich idle jetting is not a solution to a problem elsewhere, even though it will "seem" fine. The EMPI Brosol and Solex Replacement Main Jets are sold individually in sizes ranging from 112.5 to 170. Normally, for stock daily-driver Bugs, you will find that an idle jet size of 55-60 is right for you. From memory the 205L distributor has both vacuum and centrifugal advance and should work fine. Another - You mentioned a bigger jet -- are they available? To compensate for this, an air correction jet is inserted in the fuel delivery circuit after the main jet, which starts to add air to the fuel emulsion as the airflow increases. PRODUCT IMAGES are representative only. Use a steady throttle - minimum acceleration. Rob replaced the air correction jet with a 140Z, and at low-middle speeds there is no discernible effect. can find them - rare!). The 30PICT/2 carburetor has a fuel idle cut-off in the right side of the carburetor but the 30PICT/3 and the H30/31 should have an air idle cut-off in the left side for the carburetor (same as the larger 34PICT/3) -- that was part of the change to the /3 carburetor version -- moving the idle cutoff valve to the left side. Any auto supply store can sell you a little T-shaped adaptor that will fit on the terminal, with three "wings" (if you will) to which the three black wires can be attached. The main jet provides fuel from about 1500 rpm right up to maximum rpm. Posted: Tue Nov 06, 2018 11:47 am Post subject: Re: Solex 34 pict 3 1835cc. And of course make sure that it's properly connected electrically to the connection on the coil where power is provided (the + connection) -- the lead can break off. So if you get a "too small" jet it's easy to drill out with the right sized drill, but if you get a "too large" jet it's not so easy. It worked quite well, although the idle wasn't very accurate. Carburetor Removal
Then if you need a fatter idle go up to 57.5, then 60. Try the X125 main before you try the X127.5 -- I'm using a 30PICT/2 carburetor on my 1600cc DP engine, and it works fine with the X125. I also have a stock carb rack but it appears to have water damage and one or more carb is seized. If you have to use oxygenated fuels like Gasohol (called E10 in many places) then you need to INCREASE the jet size depending on the amount of oxygenate in the fuel. Secure the fuel hose to the inlet nozzle on the carburetor with a new hose clamp. A loss of power is the result -- about 58hp instead of 60hp. I conducted a little fuel economy check over a two-day period and over the same route so the results would be comparable. See the discussion of jetting with the 009 distributor below for needed revisions to the jetting of the 34 PICT/3 carburetor in this application. With the air correction jet you have to go 3-4 sizes different to see a real difference, unlike the main jet where one size can make a big difference. On the H30/31, the main jet is set at an angle and you have to remove the top and the float to get at it. I rebuilt the carb that was on it, as well as a. swap-meet spare, before installing the engine this spring. (Adapted from John Connolly's article on How to Jet Your Carburetor. mains: 120, 130, 135, 145. air jets: 160, 170, 180, 185. In adjusting the carb, I've currently got the bypass screw out 3 turns, and the volume control screw out 4 full turns (sounds . Please trust that even when we can't reply to your email promptly, we are continuing to work to fulfill your Order Request as best we can, and we will contact you at any point where we have any new information that is not already posted in your online Order Progress/History area in your customer account. Most carburetors come out of the box with a 55-60 idle jet. For information -- the 1200cc engines originally came with a 28 PCI or 28 PICT carburetor, both of which have a 22mm throat. But if you find a solid brass bolt, the main jet is further in the float chamber (later models) but still right in the back of it on the right-hand side. DP case, 1641 P & C, w/ Scat C25 Cam, & stock heads. *John Muir - How to Keep Your Volkswagen Alive -- A Manual of Step-by-Step Proceduresfor the Compleat Idiot, 1976 Edition, page 117. Reply to Phatman. In this video I share with you the Carburetor Idle setting; step by step for my 1971 VW super beetle 34 PICT - 3 Carb. The jet has a slot in the back so it can be loosened with a screwdriver through the hole where the plug was. . The numbers are: 231 168 015, and 043 905 205 L in the second line. Run about 100 miles and then look at the tail pipe. This valve closes when the key is off, preventing "Run on". The effect is not linear though, so as the airspeed increases, the main jet will start to deliver a richer mixture (too much fuel), so the air correction jet is needed to add air and stop the mixture going over-rich, then the air correction jet starts working too well at higher airflows (engine revs) so the Power Jet (Aux jet) is need to add more fuel again. It's possible to develop partial blockage in one or more jets. The idle jet is usually a size 55 (when the main jet is normally a size X125 or X127.5) but it might be a size 65 if the main jet is a X122.5 or smaller. Regarding the 1776cc engine: the stock 34PICT/3 carburetor with a fractionally larger main jet and a fractionally smaller air correction jet to suit the higher air flow being asked of the carburetor should suit nicely. Others are upset by a backfiring, or smoke belching monster. Milease has increased by 90 miles per tank. Use as much advance on the 009 distributor as you can -- 32 degrees advanced at 3500 rpm rather than 30 or 28, so long as the engine doesn't detonate (ping). Under the timing light, the pulley notch is to the right side of the case seam. Once you have those two sorted, then try a faster run and from 60 try flooring the throttle - if you get a good smooth response the air correction jet should be OK, but if it tends to stumble a little or feel breathless, then either the main jet is a little small or the air correction jet is a little large. We did a run of these, but due to a limited supply of the quality Bocar 34-3 carbs, we do not know how long we'll have these carburetors! Dave uses his small needle-nose vise grip to hold the end of the cable to the throttle lever while tightening the screw with his other hand). Main jet sizes run through a range from X110 to X150 (1.1 - 1.5mm diameter). So how do you know which to use? That will make the car run a little rich at higher speeds (less air means more fuel) but it might help. all make a difference in how our old engines run, so you might need to experiment a little. Rob provided further explanation: The idle circuit is behind the main jet - the fuel flows THROUGH the main jet to get to the idle circuit. Volume control screw O-ring (18)
Rob came back with a detailed response - The H30/31 is almost identical to the 30PICT/3 - it's a modern equivalent of the same carburetor, but has a fractionally larger throat for a higher airflow. As indicated previously, the VW engine actually runs better at fractionally rich settings (ideally 13.8:1 rather than 14.5:1 according to Bob Hoover who did lots of testing), but they are usually jetted a little leaner than that, so the X127.5 is really a minimum jetting for the 1600cc engine. VW set up a vacuum advance distributor, and the stock jetting in a 34 pict 3 for a 100% stock engine. Every engine is different, so strongly consider getting our micro sized idle jets to really dial it in. So why worry about the jets? The adjustable jet would work with any of the Solex carburetors which have the jet mounted horizontally inside the carburetor. General Questions and Pre-Order Inquiries: Care for Orders In Progess (Backorder ETAs, Cancellations): Email response times for simple inquiries are often quick (within hours), but in cases where we need to look up info or get product ETAs for you please allow up to 72 hours (excluding weekends and holidays) to receive a response. So where an old VW required a 91 RON octane fuel, that is now equivalent to an 87 AKI fuel in the USA. Automatic
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