If it's a sidedraft the model should be stamped on top on the side of the trumpets.

 

As clarificatio, a pic of my Weber side draft . The red oval shows the location of the model stamp on the side draft.

 

how well are your guy's 5/6 ports working? what rpm do they open?

 

I need help with this as well, I have the weber dcoe 48 side draft. My idle is around 1000 to 1100 and it runs really rich at idle. been through a couple sets of plugs already. I have a heavy street port close to race port. specs as of now are
65f9 idle jets
230 main jets
f11 6 tubes
190 air bleed
0 bypass pump jet
42mm ventuies
I will appreciate any help at all, thanks

 

Nice bit of info here. Not enough on 48's, but great info nonetheless.

Weber DCOE for Triumphs

 

Hi guys, I know this is dragging a thread up from the grave but can anyone involved in this thread give me some details on the jets & venturies that worked in the end after final tuning?

I'm in the process of purchasing either a 48 or 50 DCOE for my engine, the plan is to run this on an FD block with a streetport.

 

185 main jets( can be 5 more or less)
f7 emultion tubes
160 air bleed
0 bypass pump jet
42mm ventuier
55 idle pump jets
65f9 idle jets

This is the best jetting combo for me. Engine revs clean with no bogs.

 

AirWalkerRX7 - Did you have this tuned on a DYNO?

 

This is what I have been recommended for the 50DCOE that I am going to run, carb has been ordered and will be set up with the following...

42mm Choke
210 Main jet
165 Air corrector
65F9 Idle
65 Accelerator Pump
3mm needle/seat.
F11 Emulsion Tubes

I called the company I am ordering the carb from and they said the Air Corrector is the wrong size for a rotary, when I hear from him, early next week...hopefully....I'll update this post.

Seems difficult to find much info on jets for the DCOE's so I'll leave the information I get for the 50 here.

Once it has been on the dyno, I'll post the end configuration.

 

Used the old *** Dyno. I'm sure that it I can fine tune it more on a dyno.

These settings where suggested to me by Robert from rotary shack. I'm not totally sure about the air corrector jet. I will confirm this when I get home.

From what I have gathered, the emulsion tube regulates the air/fuel mix across all speeds . The f7 responded best for me. I could easily fine tune the midrange (main jets) and top range (aircorrection jets) with that emulsion tube. The f11 gave me a bog during the transition to the main jets. This happens around 3000 to 4000 rpm.

No matter what I did there was always a little bog. Also tried a F3. When I tried the F7 there was no bog when coming from the low end. Tuned the mid range and top range by feeling the response on the street and checking plugs.

I'm running an European FC3S with my 5th and 6th ports open. No porting done , just a true dual road race exhaust and a weber intake manifold from rotaryshack. Car came with a dizzy, so i set it up with a DLIDFIS. The car pulls strong up to 8000rpm with still some pull left. I usually rev it to 7500.

 

My confirmed settings:
Weber 48 dco/sp

42mm Choke
180 Main Jet
160 Air corrector Jet
65F9 IdleJet
55 Accelerator Pump Jet
300 needle/seat.
F7 Emulsion Tubes
0 Accelerator Pump Discharge Valve

 

I know this is a very old thread, any chance anyone remembers what you regulated the fuel psi too? I'm trying to help my son with his 88 RX7 NA, fresh Rotary Resurrections built 13B (non SP or BP), RB header with resonator and single exhaust. Atkins aluminum intake manifold and weber 48 DCOE carb.

 

welcome to the board.

start out at around 4 psi.