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Cru Jones

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Everything posted by Cru Jones

  1. Cru Jones
    I share in your search annoyances. Often I've found a thread where someone links to an older thread with the answer and that link ends in a 'page not found' error. I suppose it has to do with the migration process, but annoying nonetheless.
  2. Cru Jones
    Can we do Additions #1 to have the font of the badge? I think that would make it look a little better. Also, maybe a different font for the FAQ that's more in-line with the original '2002' badge. Thanks Andrew.
  3. Cru Jones
    There's a simple solution to that; don't let it get empty. Seriously though, how do you drive it when the gas tank is empty?
  4. Cru Jones
    I think something simple, like just the '02' from the '2002' logo centered over the roundel then remove the black border with the 'BMW' and put a black rectangle shape on the bottom of the roundel with just 'FAQ' in similar font to '2002' below. If I had any sort of skill I'd do this in photoshop and it'd look decent, but I don't so you'll have to use your imagination with the below.
  5. Cru Jones
    No smoke that I've seen at any throttle opening. Lean on primary and rich on secondary was actually my first thought when I found out what the mains were. Seemed too different to me. How do you go about properly tuning that though? Do you get a WBO2 and just notice the AFR before the secondary kicks in and after? If it were just too lean on primary how do you really tell? Oh, power valve seems ok. Wasn't sure how that would factor into what I'm experiencing.
  6. Cru Jones
    I like number 1 as well, but I think it would look better with the outer ring black with white lettering vs the half white/blue outer ring. Edit: or basically number 4 with the outer ring black.
  7. Cru Jones
    I'll check that out. Wouldn't think that was the issue, but sometimes it's the most obvious and least checked that's the root.
  8. Cru Jones
    re: gauge - Thanks for clarifying. I was hoping that wasn't the case, but will sort that out sometime this week. re: corrector jets - So my understanding is that the larger the jet the leaner the mixture. When I described the issue to the guy at Pierce he said that he doubted it was pressure related, but that the mixture was too lean up top, so suggested I go down a few sizes in the corrector jets. I did that, which made it worse (moved the problem down 1K in the rev range or so). So, at that point I wasn't sure what the problem was, but figured I'd try moving to the larger corrector jets and see if they made a difference. Surprisingly they made it run better. So, now I'm at the point where I doubt it's pressure related because the corrector jets being larger made it run better (one would assume that if it was pressure related they smaller corrector jets would have helped, not made it worse). With that said, I'll still run a longer piece of fuel line and verify the PSI when above 5500, but figure I need to get a WBO2 setup to get to the bottom of this. re: seconday - never thought to check, but that's a good idea to check and will do that.
  9. Cru Jones
    So today I got a fuel pressure gauge and all looks good. PSI at idle fluctuates from 3.75-4.5. This gauge is a 'Mr. Gasket' gauge, so I'm sure that it could running a bit high. Revving up to 4K the wifey said the PSI never dropped below 4, so I'm pretty confident that my pressure is not an issue.
  10. Cru Jones
    Depending on the bike it's going to take a lot of car to make the car seem not too slow. Modern sport bikes will out perform most cars < $100K. If I want to go fast I get on my bike. If I want to go slow, but not be exposed to the elements I drive my '02. I still enjoy the '02, but in terms of acceleration, speed, etc. it's not the same nor would I ever expect to be. A friend told me once with regards to doing trackdays in car vs bike that the bike was like crack, while the car was like cocaine. What's all this rambling mean? Don't expect a Turbo'd '02 to be anywhere near as fast as a modern sport bike.
  11. Cru Jones
    In FTW. ...and badges too.
  12. Cru Jones
    Ok, got the new corrector jet and had some interesting findings. Swapping the 150 corrector over to the secondary from the primary and putting a 140 into the primary I noticed my problem actually got worse. Instead of the prior 5500 in 3rd (and 4th assuming) I was only able to pull about 4300. Since I had another 32/36 laying around with 160/165 corrector jets I swapped them into the car and now it has no problems revving above 6K in 2nd and 3rd. This is odd to me in that putting in more restrictive corrector jets made the car run better when they in theory would be leaning out the mixture in the last 25% of the rev range (per my understanding). At this point I need to get a pressure gauge and a WB02 to fully sort out what's going on.
  13. Cru Jones
    Lucian - I'd be very interested in this when you get it done. I just need to sort out how I'd get it to work with a center exhaust...
  14. Cru Jones
  15. Cru Jones
    Since I don't have my pressure gauge just yet I was wondering if the fuel pressure is low (should be ~3.5 psi, right?) would that cause the plugs to look like the jetting is lean? Or would they look normal? Just curious more than anything... edit: I spoke with the guys at Pierce Manifolds and they said what I'm experiencing is most likely the result of the air corrector jets being too lean vs the main jets. So, I ordered some corrector jets and will update once I have a chance to drop them in.
  16. Cru Jones
    I checked the rotor and it's not the rev-limited type. Also of note I was able to rev to 6K in 2nd, but not in 3rd (still). I'll get the pressure gauge next. Stupid question, am I only looking for the pressure at idle or will I need someone to rev it to 5500 while I monitor the gauge to get a true sense of what's going on?
  17. Cru Jones
    Thanks Toby. I'll check the dist cap and put a pressure gauge on if that's not restricted. Is it easy to remove the restrictor if it has one in place? I haven't seen that mentioned before (not that I was searching for that).
  18. Cru Jones
    So, noticed this. Doubt it would cause what I'm experiencing, but interesting how much crap is in there.
  19. Cru Jones
    Setup: I have a Weber 32/36 on a car with stock cam running unknown headers and a very custom exhaust. Exhaust is basically a straight 2" OD pipe from secondary to the end of the muffler. Primary corrector jet is 150 and main jet is 150 as well. Secondary corrector is 160 and main is 190. Problem: Car won't rev in hard accel above 5500 rpm. Thoughts: Car is running too lean main jets (at least) and possibly air corrector jets. At first I thought it was fuel flow, so replaced the filter, but no dice. Plugs when I changed them not too long after I got the car looked to indicate a lean condition (going by my motorcycle knowledge). Car runs well and is seemingly great right up until you hit 5500. I'm thinking I need to at least increase my mains +10 (160/200), but wasn't sure if it was possibly just my primary and/or both mains and if additionally I need to increase my correctors. I plan to get a wideband O2 setup to do this properly, but wanted to get on the right path as not being able to rev past 5500 is no fun. This car only starts getting fun above 4500.
  20. Cru Jones
    Judging by his 10K CL ads I'd say $1200, which is far and above the ~$700 that someone could find them for new, which is also why he is still trying to sell them.
  21. Cru Jones
    Keep the videos coming. Love watching them.
  22. Cru Jones
    Nicely done. I can empathize with you about not having a garage space having lived in NYC for 9 years (7 of which in Brooknam). I swapped an old head gasket on my CB500T on the sidewalk. Good times...
  23. Cru Jones
    Here you go:
  24. Cru Jones
    The image was not showing for me, but I tracked it down. It's below.
  25. Cru Jones
    On most connectors like that you have to put in a very small straight slot screw driver to depress the tab that keeps the wire in the connector then the wires pull out from behind.
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