240260280

Glad to help! I'll send it out tomorrow. Anything else you need? I'll try to get over the next time I'm in NJ so we can fight over a lunch bill for re-payment. I certainly miss Doyle's Town.

That now makes sense! Great detective work! Of course it it always the fine print that gets you. ?

It just needs the papers in the window! Beautiful.

@grannyknot https://www.stanceiseverything.com/2018/05/motor-monday-m6-power-in-a-datsun/

AJapanese Army Air Force Nakajima Ki-44 Shoki "Tojo" interceptor found by U.S. forces at Oppama airfield in Japan in the immediate aftermath of the war. This one was apparently test flown by the U.S., hence the American markings on it.

Oooohhh

I hate to see my buddy have such a challenge with such cool carbs ? You'll win! Especially if it is electrical!!!!

Yes, they seem a bit carbon-coated. Could it be the ignition going out as a coincidence and causing you to think it is fuel? The tach may tell a story when the problem occurs.

I am tempted.

Great stuff! You need ITB's soon ?

I can send you FW bolts and a new bushing to add to the cause. Just let me know. I have your address ?

You can see carb lines like that in the early engine fsm. I thought they were from a 2000 roadster.

Wow great adventure!

Done

Nope. Even though the chain is quantized, the sprocket tooth change increases the amount of tension on one side of the chain therefore the amount of slack must also increase on the other side. It is a very small amount to measure and will be challenging unless done precisely and accurately. The crank and cam basically must be pinned to do the measurement. The fact they both rotate when moving the sprocket causes the inaccuracy of the measurement. The fact the sprocket has many teeth sharing the pulling makes it further more difficult for some to comprehend. The fact the chain has two parallel runs, also spreads the tension and causes torque. The fact the stretch of the chain may not be uniform is yet another variable. The fact the cam teeth may not all be worn the same amount also complicates things. And of course the group of valve springs loading and unloading the cam as it rotates makes for tension fluctuations as the cam is rotated to take up the slack. If you reduce the complexity to the fundamental, it is clear that moving the sprocket to remove the slack on one side causes more slack on the other. The challenge to measure it empirically requires addressing all of the items in the paragraph above.

Move the sprocket 1 hole tooth on an extremely loose chain to get timing back (so there are now 41 teeth between the default dots rather than 42). Does that moved link now stay on the tight side or the loose side when the engine is running and the crank is at TDC?

OK I give up... it seems we are talking about two different things.

I like the time machine effect of getting into a period correct car. Too bad there are no AM radios any more in most regions. I guess buy a USB to AM transmitter and carry your radio station with you.

Nope. I disagree. ?

Nope. The fact the chain is not constrained nor the cam constrained nor the crank constrained along with many teeth pulling as a team seems to be confusing you all.

Exactly, it is hard to build pressure on the compression stroke when the exhaust overlaps and leaks your effort.

Just think if you could stretch the chain so that only 10 links were between the cam sprocket and the crank sprocket rather than the ~42? You would have 32 extra links now on the slop side and it would be quite obvious. I am talking about tension to put sprocket back on when advancing the cam ON THE CAR. I have done it about 10 times and it "seems" like there is more tension. This is what @siteunseen described. It is relative and not real. I have also put sprockets on 4 times when rebuilding engines and it is no problem as the tensioner and guides are not in place. Of course the tension on the chain varies as the engine runs when the valve springs compress and unload but we never discussed this. Our discussion is on advancing the cam timing. When you hand crank at the snout with a 27mm socket, you can feel the variations due to the valve springs.

These work too:

What are the idle jets, main jet, main air corrector, and choke size? This works for a higher compression L24: 40DCOE151 (3) 30mm Choke Fuel Height: ~30mm down from top of body Idle Jet: 55F9 Enrichment Screws: 2.25 turns Emulsion Tube: F11 Air: 170 Main: 120