Create successful ePaper yourself
Turn your PDF publications into a flip-book with our unique Google optimized e-Paper software.
(carpal tunnel)<br />
Sat Oct 29 2005<br />
10:50 PM<br />
Sarge<br />
(carpal tunnel)<br />
Sun Oct 30 2005<br />
12:08 PM<br />
Gnarly4X<br />
(carpal tunnel)<br />
Sun Oct 30 2005<br />
12:33 PM<br />
Quote:<br />
here's a shot of <strong>the</strong> baseplate and how it sits above <strong>the</strong> air horns. you can see how it can funnel <strong>the</strong> air better to <strong>the</strong><br />
throats than before when filter mounting surface of <strong>the</strong> baseplate was down around <strong>the</strong> air horns instead of above<br />
<strong>the</strong>m.<br />
That's <strong>the</strong> cleanest carb I've ever seen sitting on an engine that runs!!!!<br />
Gnarls.<br />
Re: <strong>Weber</strong> <strong>32</strong>/<strong>36DGV</strong> <strong>verses</strong> <strong>the</strong> <strong>Weber</strong> <strong>38DGES</strong><br />
The only issue with <strong>the</strong> adapter is <strong>the</strong> most common one I post , it alters <strong>the</strong> air flow into <strong>the</strong> throats like almost every adapter out<br />
<strong>the</strong>re. That air has to flow straight into <strong>the</strong> venturis to make <strong>the</strong>m work correctly on any carb, especially <strong>the</strong> <strong>Weber</strong>s.<br />
The cam timing issue is not usually <strong>the</strong> cam or it's manufacturer, instead it's <strong>the</strong> engine. Unless Toyota was dead consistent on<br />
build thicknesses, <strong>the</strong> relationship in height at <strong>the</strong> head will affect cam timing. I see this a lot in many o<strong>the</strong>r motors that use a<br />
single overhead cam design. Once <strong>the</strong> head is removed for planing or gasket changes <strong>the</strong> height relationship is changed.<br />
Ano<strong>the</strong>r problem is timing degree marks, spend <strong>the</strong> time to properly TDC and engine and see where <strong>the</strong> marks are lined up at,<br />
most are off a few degrees. This explains why some engines feel so strong and o<strong>the</strong>rs just run ok , even factory designed/built<br />
stuff. I know Toyota's legendary quality well, out of all <strong>the</strong> builder's I'd trust <strong>the</strong>ir stuff more than anyone for sure. That's <strong>the</strong><br />
biggest reason I'm swapping in a set of <strong>the</strong>ir axles , lol.<br />
Gnarls is right, get that ping stopped now. Pre-ignition is a terrible thing on valves, not to mention what it does to rod bearings.<br />
The only saving grace is you have nearly diesel spec'd sizes on that crank...<br />
I thought you were running an a/f meter already?<br />
Sarge<br />
Re: <strong>Weber</strong> <strong>32</strong>/<strong>36DGV</strong> <strong>verses</strong> <strong>the</strong> <strong>Weber</strong> <strong>38DGES</strong><br />
Quote:<br />
The cam timing issue is not usually <strong>the</strong> cam or it's manufacturer, instead it's <strong>the</strong> engine. Unless Toyota was dead<br />
consistent on build thicknesses, <strong>the</strong> relationship in height at <strong>the</strong> head will affect cam timing. I see this a lot in many<br />
o<strong>the</strong>r motors that use a single overhead cam design. Once <strong>the</strong> head is removed for planing or gasket changes <strong>the</strong><br />
height relationship is changed. Ano<strong>the</strong>r problem is timing degree marks, spend <strong>the</strong> time to properly TDC and engine<br />
69 of 88
Change language