Installed the Synchronous Link, Weber 32/36

[ryansti]

Yesterday I installed the Synchronous link that pegasus sells on my weber 32/36.

Car info:

1970 BMW 1600

2.0L (swapped along with 5spd)

weber 32/36

stock exhaust manifold

ansa sport exhaust

IE tii mech adv distributor with Ignitor

Red coil

IE 8mm plug wires

I am playing around with the jets.

First try was the setup posted in FAQ

Main 140/170

Air 145/175

Idle .60/.55

Low end felt great but over 4000rpm kinda felt sluggish like to much fuel.

I read a post that this was a good setup for the sync-link so I tried this out...

Main 140/140

Air 170/160

Idle .60/.50

It has good low and top end but crusing around 3500 and giving it gas has a stumble.

I think Im going to try this next..

Main 140/140

Air 145/160

Idle .60/.50 or .60/.55

[eurotrash]

I had to adjust timing and idle mixture, which worked out most of the stumble.

I don't have an assortment of jets to tinker with, but Steve (I think) at Pierce suggested a larger secondary idle jet.. to compensate for the lean situation during the initial burst of air..? (Overall, I was underwhelmed at the support level and input he had for his product.)

Shouldn't the fuel be the same at WOT as without the Sync-link? Conceptually, only the off idle and part-throttle should be effected, correct?

I am so pleased to see someone scientifically working on this!! I haven't the skill level, nor the technology.

[Mike_B]

Do you have a wideband O2 sensor available?? It be nice to see the results with each of the jet changes.

[ryansti]

Found a setup that works great. Lots of low end and smooth all the way to redline. Think I'm going to stick with it for now.

Main 140/140

Air 145/160

Idle .60/.50

The sync-link is well worth it on the 32/36 Weber!

[rtheriaque]

I'm guessing based on the speed you've been changing these things out that the jets can be swapped without major carb disassembly? The last time I got up the courage to try rejetting, my knees gave out and my wife found me passed out on the pavement next to the car. Still too afraid to try it without a writeup...

[Mike_B]

Just for clarification, are you running this carb setup on a 2L or a 1.6L engine? What cam are you running? Exhaust?

I think this info will be a good reference when people search in the future.

Thanks!

[eurotrash]

I'm guessing based on the speed you've been changing these things out that the jets can be swapped without major carb disassembly? The last time I got up the courage to try rejetting, my knees gave out and my wife found me passed out on the pavement next to the car. Still too afraid to try it without a writeup...

That's FUNNY!

Its all doable on the car. 6 screws and the fuel line and you're in. lift off the top.. Main jets are in the bowl, air correction is under the top in the middle, and idle jets are on the sides (accessible without taking off the top).

[ryansti]

I'm guessing based on the speed you've been changing these things out that the jets can be swapped without major carb disassembly? The last time I got up the courage to try rejetting, my knees gave out and my wife found me passed out on the pavement next to the car. Still too afraid to try it without a writeup...

Yea, I got it down to about a 15-20 minute job lol

[ryansti]

Just for clarification, are you running this carb setup on a 2L or a 1.6L engine? What cam are you running? Exhaust?

I think this info will be a good reference when people search in the future.

Thanks!

Good idea! I added all the info in the first post.

[c.d.iesel]

ryan - you started with :

..."am playing around with the jets.

First try was the setup posted in FAQ

Main 140 / 170

Air 145/ 175

Idle .60 / .55

Low end felt great but

over 4000rpm kinda felt sluggish like to much fuel. "

you should've plugged the secondary side "ENRICHMENT

PASSAGE" AND i THINK YOU WOULD BE SMILING NOW.

see below -

try this this weekend :

Float Level 40mm

PRIMARY

idle 60

main 140

air correction 145

SECONDARY

idle 55

main 170

air correction 175

AND -PLUG THE SECONDARY ENRICHMENT HOLE AT THE TOP OF THE CARB AS MY DIAGRAM SHOWS . JUST DO IT AND SEE THE HUGE DIFFERANCE IN ACCURATE FUEL METERING THROUGH OUT ALL RPM AND THROTTLE OPENINGS.

...................... =

[ryansti]

I think I read somewhere not to plug that with the sync-link, I will try it though and report back!

[eurotrash]

Ryan, where are you at with timing? Did you see a need for adjusting? I had best power but worst stumble when I first put installed the SL. Not having a selection of jets on tap I was left with timing adjustment.. Which, if I rotated the distributor counter clockwise, and adjusted idle, the stumble decreased, but a percentage of he power gain went with it... :/

[ryansti]

Ryan, where are you at with timing? Did you see a need for adjusting? I had best power but worst stumble when I first put installed the SL. Not having a selection of jets on tap I was left with timing adjustment.. Which, if I rotated the distributor counter clockwise, and adjusted idle, the stumble decreased, but a percentage of he power gain went with it... :/

I set my timing at 2500rpm flywheel/ball bearing. The only gains I think the sync-link will make over a regular 32/36 will be low end. Cause at full throttle they will be the same either way. Its just finding the spot where low end is good but top end isn't going lean.

I'm having fun with it though.

[eurotrash]

Ryan, can you give me a call?

5132571858

[ryansti]

Ryan, can you give me a call?

5132571858

Just sent you a email