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  1. I've had a handful of 70-80's BMWs over the years and the one thing I feel like I need but never have on hand are extra interior screws. I'm talking about the black, coarse thread, Phillips head screws with a flange on them that are used on things like dash panels. Does anyone sell an assorted kit of these? Does anyone know the correct spec for them to get outside of BMW?
  2. Thanks for testing that for me! Glad to know my alternator is a-ok. I'll move on to looking at the starter as the slow cranking culprit.
  3. I'm doing some diagnostics. Is there a chart for charging voltages at specific RPM? Currently this is what I'm seeing by putting leads on the battery terminals: 1000 RPM = 13.48 1500 RPM = 13.61 2000 RPM = 13.61 3000 RPM = 13.59 Almost no change from idle to 3K. Most other cars I've tested have been 14V+ past 2500rpm but they've all been a decade newer. Is this normal or do I have a charging issue? Battery, battery cables, alternator belt and bushings are new within the past month. The car is still starting very sluggishly so I'm trying to make sure the battery is getting charged back up before moving on.
  4. I saw IE sells +1mm oversized valves that work with the stock valve seats, they just needed to be reamed out. On the M10 heads, do the seats overhang the intake/exhaust tracts? I'm curious how much of a difference reaming out the stock seats would make, especially if the seats are flush with the air tract. Pic to better describe: I have a million other things to buy for this car that are higher priority. I'm really just curious
  5. Is there some sort of calculation to help choose the correct size motorcycle carbs for a sporty daily driver? Also, is there a reason you went with the individual cable Mikunis vs. a linkage bank with single cable?
  6. Ahh! Great info AVG! Thanks for that. Even more questions... - Can you even setup a DCOE 40 to have a 40mm venturi? Or is the 40mm number just the carb body diameter and not the actual air flow orifice measurement? In a bike carb, since they're fixed, a 40mm carb = a 40mm final airflow passage. Sounds like this is may not be the case here. - What is the importance of the resonance against the closed intake valve? ...aside from the killer sound. edit: After re-reading that a bunch of times I now understand the benefit / driveability of sequential 2-barrel carbs. Throwing DCOE 45's on a stock motor is like trying to suck up a pea through a paper towel tube. I now see the issue with trying to choose what size motorcycle carbs to run. Since you can't swap venturis you're stuck with what you got. I've always wondered what the purpose of these double velocity stacks are on Yoshimura carburetors. Is this a way to run a larger diameter venturi (greater flow at WOT) but get more velocity at partial throttle (driveability)?
  7. Based on that graph it looks like main Venturi size for a 500cc cylinder that revs to 6500rpm would be about 38mm. So would you not be doubling that be running a 38/38?
  8. Ahhh yes, I hadn't considered that a single cylinder is pulling at a time. All makes sense now. So if you were running a motorcycle carb bank, one per cylinder, you'd still likely want them in the 38-45 range depending on engine mods. What's this talk about fixed vs non fixed venturis? Are the Weber venturis replaceable in the DCOEs? What exactly is that doing? Off the top of my head I would think increasing air speed and therefore pulling more fuel? How is that helping tuning?
  9. I understand the advantage of side draft carburetors. Motorcycle carburetors are also side draft. I don't understand how you would choose throttle body size if you wanted to use motorcycle carbs.
  10. I didn't understand a word of that. How would 4 cylinders pulling through a 36mm and a 32mm orifice be more air flow than 4 40mm orifices?
  11. I mainly work on motorcycles and always see modern carb banks on Craigslist for like $50. Generally the 4 bank setups are around 32mm for a 600cc motor. This has made me consider carb body diameters vs. displacement and how much of a leap it is to go from a Weber 38/38 up to four 40mm throttle bodies like the dual DCOEs. How does a leap that drastic even work? How is the logical next step not a SINGLE DCOE 40? Is throttle body area not tied to displacement? I would think if you're doubling the throttle body area you would need to double the displacement but that obviously isn't true. What's going on here?
  12. What's the second hole for inside the pocket? There are rubber grommets on both but I only see the need to use one to route the wiring.
  13. How can I tell? I know its got at least 2 colors on it right now. Currently maroon but blue underneath. Can I just drill a new hole or is there a nut back there? It's hard to tell.
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