....Well not really I never left I just got lazy and disheartened by not fixing my Y. Today however that was recified by getting the car running again with the modified manifold and Weber 38 DGES. I had the manifold opened up and a DGV flange welded to it.

There's an off idle issue but I think it may be as simple as the inlet gasket leaking since I didn't have a spare cos I can hear a hiss at idle but apart form that I was pleasently suprised with the performance improvement!

The only thing I've changed on the carb so far was the pump jet for the slightly smaller one on the 32\36. I was thinking of switching the air correction just with something smaller like 160 or 165 that was on the other carb but we'll see how the leak test and a but of ignition mucking around goes. Didn't touch the dizzy either :P I'll put up jetting specs later since I haven't got them near me at the moment.

what engine are you running this carb on is it a stock A12? hows the economy?

Thanks!

Current spec:

A14:
- 60thou oversize
- high comp cast pistons (from precision engineering Brisbane)
- chromium rings
- lumpy as F*%* cam (I'll measure it properly but it's like 10mm lift and a decent duration with decent overlap, noticeable torque starts from 2500 definatley working by 3000 upwards)
- H75 dry head (unported by the looks of it)
- H89 wet intake manifold (original carb mount removed, Weber DGV flange welded on and I finished it off with some porting from the flange to distribution bowl and upper branches to soften the transition path of the mixture)
- 4-2-1 exhaust into 2 inch system, single glass pack muffler for a nice sound and tiny twin tips angled up to follow the body line (Useful knowledge: the twin tips are my little homage to Skylines and L series cars)
- Lightened A12 flywheel (to Datsun competition specs found on this forum)
- HD organic compound clutch cos let's face it, a clutch is cheaper to replace than a flywheel or gearbox
- FW60A 4 speed from Sunny which this motor came from

I haven't used a full tank yet as I've only driven it mabey 30km on monday and trying to figure out if the jetting is too rich, I checked for air leaks yesterday and couldn't find any so I'm going to play with the air correctors first as they were noticably larger than what the 32\36 carb had.

38 DGAS current jetting:
- 135 main jets
- 185 air correctors (will experiment cos I was using 160\165 before)
- size 4 venturis
- 45 accelerator pump jet (instead of 55 that was on it)
- 40 idle jets
- F50 emulsion tubes

And if I can remember what I used to run on my A12 with stock cam and 32\36 (also ran A15 exhaust manifold with 1 3\4in system but had to grind off stove area on intake manifold to fit it):
- 125\130 or 130\135 main jets
- 160\165 air correctors
- 45 pump jet
- 3.5\4.5 venturis
- 45\50 idle jets
- F50 emulsion tubes

I used to get 20's\19's on the drag strip with that but it was still fun and sounded great

What's economy? lol nah in every motor I've been able to get over 300km out of a tank and that suits city situations ok, I've never payed much attention but I'm guessing I will now when I go to events out of town, I'll amuse myself by watching the fuel gauge drop before my eyes

nice setup you have!

does the aircorrector jets one on top of emulsion tubes right? from 185 to 160/165 would that make a richer mixture or leaner?

im planing on putting a weber 34 adm on my a12 engine and was wandering were i could get f50 emulision tubes on the net thier like 30buxs for one, the one it has at present is a f90 i believe

one more question is the 40 idle jet fine in your setup or would a 50 be better?

Thank you!

Ah yeah the old XF falcon carb, you best be jetting them down cos they're pretty rich on falcons from friends' experiences. I have one I took apart for the insulating spacer it has cos I couldn't be bothered waiting for one from america or Ford ect. The emulsion tubes look differnt to the DGV ones too I believe so yeah F50 in that size would be a safe bet to use but where to find them cheaply is the trick. Any old blokes that run Drag oriented parts shops or car clubs your way? Also longer studs on the adaptor\manifold cos the carb base plate is a lot taller than a dgv

The Air correctors are most likely making it lean because they're not providing enough pressure into the emulsion tubes down low, it's actually making the fuel sticking to the walls of the inlet manifold and running too lean for a moment which is what is commonly mistaken as bogging down. Pretty sure that's how the little suckers are supposed to work.

I don't have the choke installed but so far I haven't really needed it, it's only in winter up here that's it's bullocks to start the car

thanks i will jet it down to 135/140 maybe and 50 idle jet i think air bleeds are 160 so il leave that and put in f50 emulsion tubes and see how it runs!

All i need to find is a weber adapter for the manifold if anyone has one im guessing dgv weber and 34adm should have same bolt pattern and base!

Thanks!

they do have the same base just the adm carb base is taller, like 5cm compared to the dgv 1cm or whatever so you need to grab some longer studs to put on the adaptor. The shop used my old adaptor as the flange to save me money so i can't help out with a spare unfortunately

yer i have seen the base its preety tall hope it fits under the bonnet after the adapter plate then airfilter is put on.

Thanks!