Weber

Disclaimer: I haven't read all 42 pages of this post. However, I have read some posts by what seem to be very knowledgeable folks here. Most of what I've read indicates that the throttle plate adjusting screws shouldn't be used to set the idle (like most carburetors), rather the air bypass screws should be used. I'm very early in my Weber tuning path so I used this from the Redline site. Will someone with experience please comment on this? The car runs OK, no stumbles etc. but probably needs work. on mid to top end. Before I head down that path, I want to be sure the basic idle is set correctly. From the "Redline" site: DCOE Adjustment controls Tuning & Adjustment http://www.redlineweber.com/images/Tech/dcoe_a1.gif 1. Critical! Be sure for initial carburetor set up all air by-pass screws should be in closed position. These are not commonly used in standard carburetor adjustment. 2. Set the idle speed screw at ¼ to ½ turn in after contact with throttle lever. When doing multiple carburetors all linkage should be disconnected. All carbs should be bench adjusted to same setting.

Thanks darom. A lot of good information here. I'm sure this will help me avoid some mistakes. Nice install on the MS and relay panel!

I'm starting down the path of converting to crankfire ignition using the MicroSquirt. To any of you that are using the MicroSquirt or the MegaSquirt, where did you locate the box? l'm fanatical about clean installations and their notes about the box not being designed to install in the engine bay doesn't leave a lot of options for my '73 240. Any suggestions are greatly appreciated.

Nevermind. I measured it and it is 3:1, same as the US versions. 1000 rpm input to the speedometer = 60mph = approximately 3000 turns of the driveshaft.

Can anyone tell me the speedometer rpm ratio to the driveshaft rpm of the S30 speedometers? Corvette forums says the standard US number is 1000 rpm for 60 mph. Not sure that applies to our cars. I can back caculate the number if I have a ratio of 1:3 or 1:2 or whatever. Any help is appreciated> Thanks, Bob

I'm in the process of putting together a Rebello 3.0L stroker and see that most of the performance dampers use the original 240Z diameter for the pulley size. I deal with Houston, TX. heat and have fought the rising water temperature of stop and go traffic for years using the original 240Z damper on my current warmed over (no pun intended) 280 engine. I see some pics of a later model OEM damper that has a larger pulley for the water pump/alternator drive. Are there any negatives to this damper other than the minor bit of parasitic HP drain? Also, does anyone know what years and model this damper came on? thanks, Bob

Thanks!!

I am using D6F4-03 distributors with MSD 6A's on both a street and racing 240's. The distributor has a part called a 'contactor' sitting opposite the mag pickup on the plate in the distributor. No wires. I have searched this forum as well as Google with no definitive answer to the questions: What is its function? Is it necessary? How should it be positioned/adjusted? It doesn't appear to be magnetic as one post stated. Thanks in advance for the help.