jitenshakun

Lots of hills nearby so I'll try a few before I fill the tank and try again. Sent from my SM-G950W using Tapatalk

The hill is 8 blocks long and it really kicks in after 4-6 blocks and lasts until I've been flat for about a block. Maybe less? 40m-50m elevation change. Sent from my SM-G950W using Tapatalk

I'm running a L28 with DCOE 42s and fuel is supplied by an engine bay mounted Spectra Sp1141. Pressure is regulated to 4psi and there's a new fuel filter before the pump. Engine compression is great. No vacuum leaks or fuel leaks to be found. Car idles and runs great, but for a hesitation from idle to acceleration. The car will pull to highway speed no problem. The mystery is that on a long sustained hill it starts popping and has a hard time going. My guess is it is going lean as it starts popping and then hesitating. As soon as the car is on level ground it's fine again. This is with 1/2 a tank of gas. Any ideas or diagnosis suggestions would be appreciated. Thank you. Sent from my SM-G950W using Tapatalk

I'm posting this so others can find it. According to Des Hammill: "The ram tubes need to fit in the air filter housing with at least 25mm (1in) of intake clearance, so bear this in mind when making your choice unless you intend to fabricate your own housing." Sent from my SM-G950W using Tapatalk

Found them. K&N 62-1340 is the 5/8" K&N 62-1370 is the 1" Sent from my SM-G950W using Tapatalk

Found them. K&N 62-1340 is the 5/8" K&N 62-1370 is the 1" Sent from my SM-G950W using Tapatalk

Does anyone happen to know the K&N part numbers for the valve and crankcase breather filters? Their website isn't returning a result and I'd prefer to avoid freight when lots of shops sell K&N. For catch cans, are there any specific suggestions for a L28 with Webers?

Does anyone happen to know the K&N part numbers for the crankcase and valve cover breathers? I'd prefer to avoid the zDepot freight and exchange if I can.

The visual inspection of the jets is that they look good. Fuel pump is fixed and I'll see how the idle adjustment and some fuel cleaner do. Sent from my SM-G950W using Tapatalk

Jets are all the same. Main jet 135 Maim air corrector 165 Emulsion F15 Access pump jet 45 Aux 55F8 Sent from my SM-G950W using Tapatalk

Jets were the same. The idle screw had a sticky point and may not have been the same. Fingers crossed the reset might do it. I'm a bit unable to test right now as my fuel pump just died. Parts are on the way.

A more experienced Z owner than I checked them and his conclusion was that if anything the jets might be a bit lean. I don't have them handy but I'll post them up later.

I've reset the idle screws and had a look inside. They carbs look pretty clean. I'm sorting out the fueling right now to make sure it is dialed. I'm also going to look at replacing the throttle linkage as it has some play. I don't want to fall into the trap of blaming carbs when it is everything but the carb.

I read on a Triumph page that there's a shared choke between the 40 and 42. Might not be too terrible.

Any thoughts on the 42 for the L28 as a cruiser car?

Good diagnosis tip! It didn't feel oily enough for oil, but the finger rub isn't exactly an exact measure.

The idle screw is set about the same but I haven't compared the jets yet. From what I've read the 42 and 40 have many similarities.

"Special Editions" can be a way to boost mid-production year sales numbers with a change that can easily be introduced on the assembly line. As such, the tech information can be a little thin from time to time.

Hello, I have triple 42 DCOE 8 on my stroker 3.0L L28. Car starts easily and idles nicely. The car is new to me so I can't really comment on the performance, but I can say a single cylinder seems to be running pig rich. I'm firing black out the tailpipe and the #5 spark plug is black and wet. Compression on the cylinders is decent (115psi-125psi) and my coolant was oil free on a recent change. In other words, it isn't a new engine but it seems to be in decent shape. A couple questions I'd appreciate input on: 1. Is there anything in particular to look for on servicing the carb for a single side possibly running rich? 2. What are peoples' experiences with 42 DCOE 8s on an L28? These aren't a common carb so I'm not seeing as much information on them as compared to the 40 and 45 DCOE. For the record, I've read Des Hammill's book and also have Haynes' manual as a reference. I'm also watching detailed videos like these. Thank you in advance!