There's actually a third jet that you didn't mention. The jets you can see
by pulling the cover off the carb are the pilot jet (that's the 52.5, 55 and
60) and the main air jet. The main air jet screws into the top of the jet
block. remove the jet block, turn it over and you'll find the main jet. Be
careful you don't lose the bleed pipe, which will fall out of the jet block
if you have removed the main air jet, which you probably had to do to remove
the jet block.
Try these settings for a start:
Main 135
Main Air 190
Pilot 55
On the later carbs there is also a pump nozzle that controls the accelerator
pump delivery rate. If you have that, start with a 35.
See: http://www.gordon-glasgow.org/Images/Mikuni_layout.jpg
> -----Original Message-----
> From: owner-datsun-roadsters@autox.team.net
> [mailto:owner-datsun-roadsters@autox.team.net]On Behalf Of sidney raper
> Sent: Friday, November 14, 2003 8:18 PM
> To: datsun-roadsters@autox.team.net
> Subject: Solex jetting
>
>
> I posted this to the 311s.org forum, but some on the list may not
> check it,
> so here it is!
>
> OK guys, get out your voodoo dolls. I have looked at the jetting of 3
> different factory sets of 44PHH Solex carbs for the 2000 and this
> is what I
> found:
>
> Early carbs
> 37mm chokes and jets are 250 "A" blocks and 60
>
> Early carbs
> 34mm chokes and jets are 250 "A" blocks and 52.5
>
> Late carbs (external float adjustment)
> 34mm chokes and jets are 140 "8" blocks and 55
>
> My question is which jetting should work best on a B cam stock
> exhaust 2000?
> I can see the difference in jets between the early sets, but the late one
> has me baffled. That is a huge change in the jetting...
>
>
>
>
> Sidney Raper
> 1964 1500
> 1967 SRL311 00060 (no longer... sigh....)
> 1967 SRL311 00076
> Jacksonville Florida
> http://www.geocities.com/roadsternut/index.html
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