Mark92131

Solex
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About Mark92131

  • Birthday November 17

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  • Gender Male
  • Location San Diego, CA
  • Interests Golf, Vintage German Cars

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  1. Pretty simple swap, I had to run my own wire on the Cab. Mark92131
  2. Mark92131

    need advice 1976 purchase

    I think that around $5K is the current retail value for cars that need work or aren't running but are otherwise complete. Here are some examples... https://losangeles.craigslist.org/wst/cto/d/seal-beach-bmw-2002-e/6788151877.html https://losangeles.craigslist.org/wst/cto/d/prescott-valley-1971-bmw-510/6802110527.html The friends and family pricing should fall between $3K and $5K IMHO. Mark92131
  3. Mark92131

    Making a carb switch 32/36 to a 38/38.

    Apparently, BMW worries about it. Mark92131 13111266764
  4. Mark92131

    Making a carb switch 32/36 to a 38/38.

    From Wikipedia: Vapor lock was far more common in older gasoline fuel systems incorporating a low-pressure mechanical fuel pump driven by the engine, located in the engine compartment and feeding a carburetor. Such pumps were typically located higher than the fuel tank, were directly heated by the engine and fed fuel directly to the float bowl inside the carburetor. Fuel was drawn under negative pressure (gauge pressure) from the feed line, increasing the risk of a vapor lock developing between the tank and pump. A vapor lock being drawn into the fuel pump could disrupt the fuel pressure long enough for the float chamber in the carburetor to partially or completely drain, causing fuel starvation in the engine. Even temporary disruption of fuel supply into the float chamber is not ideal; most carburetors are designed to run at a fixed level of fuel in the float bowl and reducing the level will reduce the fuel to air mixture delivered to the engine. Carburetor units may not effectively deal with fuel vapor being delivered to the float chamber. Most designs incorporate a pressure balance duct linking the top of the float bowl with either the intake to the carburetor or the outside air. Even if the pump can handle vapor locks effectively, fuel vapor entering the float bowl has to be vented. If this is done via the intake system, the mixture is, in effect, enriched, creating a mixture control and pollution issue. If it is done by venting to the outside, the result is direct hydrocarbon pollution and an effective loss of fuel efficiency and possibly a fuel odor problem. For this reason, some fuel delivery systems allow fuel vapor to be returned to the fuel tank to be condensed back to the liquid phase, or using an active carbon filled canister where fuel vapor is absorbed. This is usually implemented by removing fuel vapor from the fuel line near the engine rather than from the float bowl. Such a system may also divert excess fuel pressure from the pump back to the tank. A vapor lock is more likely to develop when the vehicle is in traffic because the under-hood temperature tends to rise. A vapor lock can also develop when the engine is stopped while hot and the vehicle is parked for a short period. The fuel in the line near the engine does not move and can thus heat up sufficiently to form a vapor lock. The problem is more likely in hot weather or high altitude in either case. Mark92131
  5. Mark92131

    Making a carb switch 32/36 to a 38/38.

    The phenolic spacer prevents heat transfer between the carb and the intake manifold, which reduces the chance that the gasoline in the float bowl will vaporize from liquid to gas causing vapor lock in the fuel delivery system. Mark92131
  6. Mark92131

    Making a carb switch 32/36 to a 38/38.

    The Canon manifold opening should not need modifications to clear the throttle plates on the Weber 38/38, the opening is bigger than the peanut 2-barrel stock intake manifold. I would still consider using a phenolic spacer to reduce the chance of vapor lock. The phenolic spacer may need some modification to match the larger opening on the Canon. Mark92131
  7. Mark92131

    Thermo reactor

    From the connections, this is most likely a exhaust manifold from a 74 US Model. This manifold has a single connection at the exit to connect with the EGR filter. The thermal reactor manifolds found on the 75 and 76 non-49 State models had two connections, one for the EGR filter and one to the air diverter valve of the "smog" pump. Mark92131
  8. Mark92131

    Making a carb switch 32/36 to a 38/38.

    The air opening on the Weber 38/38 is slightly larger than the 32/36. You may need to do some minor modifications to your air cleaner to get it to fit. The eBay auction indicated it was in Gilroy, CA, which is where Pierce Manifold is headquartered. It also states that it is in new condition, not new, which may indicated remanufactured. You could always contact them through eBay and see if they would sell you one pre-jetted for your application. Because you have already gone through the Weber swap, you have most, if not all, of the parts you get in the Redline kit, So saving $120 buying just the carb might be the way to go. Mark92131
  9. Mark92131

    Making a carb switch 32/36 to a 38/38.

    Shouldn't be too hard a swap. Are the chokes the same on both carbs? You may need to do some slight modifications to the intake manifold to clear the larger throttle plates on the 38/38. Also be prepared to do some jetting changes to get it to run right on your 76. I haven't shopped for Weber carbs in a while, but the price looks good for new Redline. If I was in the market, I might consider this one on eBay. https://www.ebay.com/i/282370033512?chn=ps Mark92131
  10. Mark92131

    volvo brake upgrade

    If you have issues getting them to bleed, apparently they can be mounted more than one way. Don't ask me how I know that 😉 Mark92131
  11. Mark92131

    volvo brake upgrade

    I did the Volvo brake upgrade on my 75, required some trimming of the dust shield to clear the caliper, so I left them off. Either way will work. I can comment on the use of the 320i dust shields on the 2002. Mark92131
  12. Mark92131

    123ignitionshop Mapping Suggestions

    The blue book has 3 ignition maps for the Ti (003, 026, and 033 Distributors). I ended up using a variation on the 033 Distributor map for my modified motor, (9.5/1 compression, 284 Cam, Single Weber 45 DCOE on Lynx Manifold, Shorty Header). The beauty of the 123 Ignition is you can tune it on the fly. Here's my map for reference. 25 Degrees BTDC @ 2200 RPM 1000 RPM - 10.0 1500 RPM - 17.0 2000 RPM - 23.0 2500 RPM - 28.0 2700 RPM - 33.0 3000 RPM - 35.0 I couldn't pull vacuum above the plates on the Weber 45, so I'm currently not adding or subtracting advance in this map. I may play with it to see if there are any specific conditions I can tune for using intake vacuum only (freeway cruise conditions), but for now the motor runs great with no ping. Mark92131
  13. Mark92131

    Roundie FS on Denver,Colorado C/L

    If the underside checked out, this would be a nice, cheap, driver for someone. Interesting that the previous owner upgraded with K-MAC strut bearings. Makes me wonder what other upgrades lurk under this car. Needs to flip that distributor so the pod faces the carb. Too bad about the sunroof, deal killer for me. Mark92131
  14. Mark92131

    Nice '74 on eBay?

    From the original BAT auction listing... The seller notes that the 2012 timestamp on the images in this listing is not correct, and that his camera always shows this date. Mark92131
  15. Tom: I think under $20K for the car you are describing is a bit low, especially for a 5 speed roundie that has been tastefully modified with all the go fast bits. A few people smarter than me suggest that when buying a 2002, find the one with the least rust and then upgrade, (or pay someone to upgrade), it to suit your needs. Working on these cars is half the fun. Here's one in CA that has some of the things on your list. Mark92131 https://orangecounty.craigslist.org/cto/d/san-clemente-1976-bmw-2002/6798445019.html