1971 2800 Sahara

Nice and tidy…

maybe try the SEM color chart for painting plastics.


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I would wait until spring to mess with the carbs. I would think the triples are going to be inherently a bit rich when all is said and done. I would want to get the car out and good and warm before making adjustments. You might find that it runs great out on the open road, good and warm - work from there.
 
I data log a lot and drive watching the wide band a lot- your gauge shouldn’t jump around like that.
 
sfdon said:
I data log a lot and drive watching the wide band a lot- your gauge shouldn’t jump around like that.
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All jetting is standard per 45 DCOE 9, in the manual. So, 36 main Venturi and 4.5 aux. I have changed only the idle and main jets which leaves the air correction jet at 155.
The 123 distributor is set at 6500.
If WOT is throttle to the floor then yes. Definitely seems to be lacking Something past the progression and wide open. I have to admit, I am fairly ecstatic with the idle and progression as it is pretty close to steady at idle and smooth through the progression, and believe me this took some doing.

Agree, the gauge shouldn’t be jumping, but I went from having a relay to just straight wiring per SFDON’s suggestion. Red wire to fuse and black wire grounded. Maybe it’s not a good enough ground. certainly before I direct wire wired it, It was jumping around a lot crazier than it is now. Gauge is not mounted, I don’t know if that has anything to do with it, perhaps but seems unlikely.
 
Yeah, it means wide open throttle or as Dirt Bike magazine used say in the 1970s "WFO". Your car seems beyond incredibly slow and unresponsive, so perhaps something more is amiss. I've long lost my 45DCOE jetting specs I had from Ray Korman back about 40+ years ago now, but that was for a bit of a modified and higher compression M30 too. My car just ripped to 6500+ at full throttle. Clearly mine was a lot lot slower than I remember it being, especially in modern car terms, but I do have a video of a launch at an autocross from back then on youtube (that was captured on a 8mm camcorder) to give you some idea of what a ~230-240hp M30 did then...burn 20 feet or so of Gatorback "S" r-compound rubber, and then rip! :)

 
Hard to tell for sure but it does look like your hitting 14+ closing in on 5k rpm? Have you tried 160 main? Did you get a drill set for this tweaking? Change only one thing at a time.
 
CSBM5 said:
Yeah, it means wide open throttle or as Dirt Bike magazine used say in the 1970s "WFO". Your car seems beyond incredibly slow and unresponsive, so perhaps something more is amiss. I've long lost my 45DCOE jetting specs I had from Ray Korman back about 40+ years ago now, but that was for a bit of a modified and higher compression M30 too. My car just ripped to 6500+ at full throttle. Clearly mine was a lot lot slower than I remember it being, especially in modern car terms, but I do have a video of a launch at an autocross from back then on youtube (that was captured on a 8mm camcorder) to give you some idea of what a ~230-240hp M30 did then...burn 20 feet or so of Gatorback "S" r-compound rubber, and then rip! :)

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Well, that’s more like what I was expecting since this is a metric mechanic 3700 rally motor, which is supposed to make close to 300 hp but definitely 280. Would’ve been great to know what those jet specs were.Barely wants to go up to 5000 RPM and the carbs are loud as hell of course I don’t have filters on them.
 
Stevehose said:
Hard to tell for sure but it does look like your hitting 14+ closing in on 5k rpm? Have you tried 160 main? Did you get a drill set for this tweaking? Change only one thing at a time.
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Yes, I have a drill set. I’ve actually tried 165 mains but it ran much worse.
 
Mu guess is that it or the O2 sensor or the wiring is faulty
 
Any update on the performance issue? Is the timing definitely set properly? I can't fathom the engine would be so slow/unresponsive due to solely to carb tuning/jetting.
 
Working on it.
Timing set up up by the Guru himself, SFDON and curve configured by 123 dizzy.
Fairly sure it's the triples 45's setup. I pulled them and installed the two 38/38 downdrafts. Still fine tuning those but engine ran like it should.
Some stumbles but pulled right quick to 6500 rev limit. Went all the way down to 140 main jets from 165, but idle deteriorated.(apparently, on 38's, mains affect idle circuit)
The engine performed so well that the slipping clutch issue( which I was cognizant of from first drive) demanded attention.
SOOO, with much consideration and advise (thanks Don), we have determined that the old exterior clutch fork and TO bearing(still a 4 speed) are not working
with the larger clutch. In process of changing tranny bell housing and going to later internal fork.
As car is DOWN, sending steering box to Jay as it was leaking,(lost that bet)!
I knew there would be some sorting, but did not expect to have to pull the tranny, TWICE.
As I am getting continued Carb derision from source I will not disclose, am seriously considering ITB's and associated ECU. Big $$$ but this motor likely deserves them.
And my god, those 45's are loud. I did not know what the exhaust sounded like till I substituted the 38's.
 
I'm at a loss to understand what happened with the sidedrafts as they were awesome back in the day when tuned properly. The triples on my Bavaria engine Korman built was a monster, and as you point out, it was pretty loud too but sounded awesome wailing the the main straight at Summit Point or even in that autocross video. For my daily driver at the time (1980s) I had a '77 320i with a Korman stage 2+ engine which had dual 45 sidedrafts also along with a Schrick 304 cam, larger tube Stahl headers, etc, and it was a mini-beast of an M10 engined car. That transformation from the stock M10 with K-jet to that engine was unreal. I never had any issues with the DCOEs, and I loved the throttle response. Having those throttle plates just a few inches from the intake valves was amazing back at that time, and they made managing weight transfer in the Bavaria at the track so precise.

I don't know much about those ITBs/ECU setup, but I do agree with you on that motor deserving them. I would assume it can be tuned properly across the rev range/throttle opening range much more finely than a carb setup.

Glad you're getting it sorted! It won't be long and that large displacement M30 will be singing strongly I'm sure.
 
CSBM5 said:
I'm at a loss to understand what happened with the sidedrafts as they were awesome back in the day when tuned properly. The triples on my Bavaria engine Korman built was a monster, and as you point out, it was pretty loud too but sounded awesome wailing the the main straight at Summit Point or even in that autocross video. For my daily driver at the time (1980s) I had a '77 320i with a Korman stage 2+ engine which had dual 45 sidedrafts also along with a Schrick 304 cam, larger tube Stahl headers, etc, and it was a mini-beast of an M10 engined car. That transformation from the stock M10 with K-jet to that engine was unreal. I never had any issues with the DCOEs, and I loved the throttle response. Having those throttle plates just a few inches from the intake valves was amazing back at that time, and they made managing weight transfer in the Bavaria at the track so precise.

I don't know much about those ITBs/ECU setup, but I do agree with you on that motor deserving them. I would assume it can be tuned properly across the rev range/throttle opening range much more finely than a carb setup.

Glad you're getting it sorted! It won't be long and that large displacement M30 will be singing strongly I'm sure.
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Not ruling out the side dress just yet. Fairly sure that it’s a user error, but I got to the point where I couldn’t make any more progress absent some hands on expert assistance.
The ITB’s do hold a certain allure, and you are correct, the engine can be minutely tuned simply by typing.
 
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