Any ideas for a baseline setup for a 32/36 on an a12.
Jet sizes and such??Mine has 120 primary and 130 secondary fuel,no idea on air correctors and bogs badly at low revs and runs rich.
Need to get it sorted as the fuel gauge is taking a beating!!!

what have you done to the engine? there is a calculation where you take the amount of revs at top power bla bla bla ive got the program on my computer but it only works for twin sidies. If your nice to the local speedshop they might point you in the right direction and even let you borrow different needles. if it bogs down and run too rich down low try a smaller primary. whats the top end like?

To the engine itself i've done nothing,lack of funds prevented anything.
It runs fine at higher revs, anything under 3000 it feels like its overfueling..

then definitely try changing the primary jet and see what happens. While at the shop tell them what your running and they'll give you the next size (or two) down.

try somewhere about 105-115 in main jet,cause stock carbies run either a 96 or a 106 as a main.also,look at the idle jet size,because webers run on the idle circuit for a surprisingly long time,up until about 3000,or load is put on them.also,check the accelerator pump jet,as this can also be way too big.what size motor did you get the carby off?the good news is jets for dgv webers are less than $5 each,& Carburettor Services here in sydney have them.they even have a website,the smarties.try www.carburettorservice.com.au or 1-800-451-503.

The carby was off a 2 litre cortina and then was on my 1600 for a while.
It had 140's in both fuel jets then.I asked around and was told to put 120,130 in but still seems to be to much.
Mind you the air correctors are something like 165,175 and I dont fully understand what they do

my opinion is that carbys should be taken to a trusted mechanic to be set up, i have never really playe with carby tuning much, but i figure any money spent at the mechanic will be made up in the fuel bill

i have found especially with 32/36 webers they quite often have stuffed diaphrams ect ect (my mechanic advises me this after he fixes them), and that the prob is often not the jetting only, you may save money by jetting it but there is nothing as good as getting the carby rebuilt and having everything refreshed

i am actually a littled diss-apointed in the reliability of the carby, it requires regular tune ups, and diaphram issues even appear in recently rebuilt carbs, also there is an issue with the base plate warping and not sealing properly on the manifold, but that said the price and benefits in power are too hard to ignore for a quick upgrade

in fact all carbs ive had seem to have there fair share of problems, go injection

I am going to take it to the local carby guru sometime soon,but would like some driveability in the mean time.
I'm driving it far at the mo, just back and forth to work.

I seems that 120 was to SMALL, I played with it over the weekend and ended up with 130,135 before it would run ok.
I think optimum setting would be more like high 20's in the main but i don't have any that size.
I was quite surprised with this outcome