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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#1  Unread postPosted: October 15th, 2013, 10:11 am

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Here is a Tech Reference for the carbs listed;

This thread should be a Tech Reference and for the Specs and Tuning and fault diagnosis, as well as other info regarding these carbs only.


1. Weber 32DFT & 32DFTA with 32/32 mm Throttle bores & 22/22 mm Venturi choke sizes
2. Weber 32/34DFT & 32/34DFTA 32/34 mm Throttle bores & 24/25 mm Venturi choke sizes

Weber/ Holley/Carter 32DFT & 32/34 DFT Carb Specs, jetting pictures for Tech Reference Page

Here is the jetting for My 32 DFT Carb Brand New from Tom Langdon:


Idle Jets
Primary .50
Secondary .60

High Speed Bleed
Primary 1.60
Secondary 2.20

Main Well Tube
Primary XD5
Secondary TD2

Main Jet
Primary 1.05
Secondary .95

Here is the jetting that I have on my 32/34 DFT Carb. it to was a brand new Carb, that I bought locally.

With the carb in your lap from left to right the jets are as follows

Idle Jets
Primary .60
Secondary .60

High Speed Bleed
Primary 150
Secondary 180

Main Well Tube
Primary XD5
Secondary TD4

Main Jet
Primary
Secondary

Here is some, Tuning info.

32DFT Tuning applies to all.

The 28/32 DCD is very similar in function and could be used as well,


21277

21276

21275

21274


Fault Diagnosis

21104

Here is a 740/DFT Carb.'s Tech Reference Manual,
This manual has a lot of good Info in it.
Which is For the 32DFT and 32/34DFT & DFTA type Carbs.

Link

https://docs.google.com/file/d/0B85S9Tw ... edit?pli=1

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Last edited by westgl on October 15th, 2013, 11:09 am, edited 6 times in total.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#2  Unread postPosted: October 15th, 2013, 5:42 pm

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Weber 32DFT (aka Motorcraft 740)
Quote:
Here is a 740/DFT Carb.'s Tech Reference Manual,
This manual has a lot of good Info in it.
Which is For the 32DFT and 32/34DFT & DFTA type Carbs.

Link

https://docs.google.com/file/d/0B85S9Tw ... edit?pli=1

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#3  Unread postPosted: October 16th, 2013, 11:57 am

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My Bike Models: GL1000 1980. I know some will say 1979 but mine was registered in 1980 in Holland Europe. It's is now in the UK & going to be restored.


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This is great but as tom Langdon isn't talking to me ? maybe he hasn't read his e mails from his site, but I have been waiting for more than a week for a reply to , does he have a carb set-up for the GL1000 (dft) and if so can he deliver to the UK. I have my VW plenum and nothing to sit on it.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#4  Unread postPosted: October 16th, 2013, 12:30 pm

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does he have a carb set-up for the GL1000 (dft) and if so can he deliver to the UK. I have my VW plenum and nothing to sit on it.

known to be good to go as is, no cold start choke yet
http://stoveboltengineco.com/catalog/st ... id=1222026
Quote:
Carter Weber Carburetor
SKU 08-8011
These progressive two (2) barrel carburetors are New, not rebuilt, with an electric choke. These carburetors were originally used on a very small (97 cu.in.) engine and are not recommended for single carburetors usage on engines larger than this, but are an excellent choice for dual carb setups. (Order two (2) for 6 Cylinder Engines)

aka motorcraft 740 used here in early 80s escort/lynx
http://www.ebay.com/itm/ROS-1981-FORD-M ... 5204637%26

viewtopic.php?p=99188#p99188

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#5  Unread postPosted: October 16th, 2013, 1:29 pm

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Location: Pontefract
Local time: August 16th, 2018, 10:41 am
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My Bike Models: GL1000 1980. I know some will say 1979 but mine was registered in 1980 in Holland Europe. It's is now in the UK & going to be restored.


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Well just bought one off him or rather his site, just waiting for a e mail so I can pay him.

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#6  Unread postPosted: October 16th, 2013, 1:37 pm

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Location: Pontefract
Local time: August 16th, 2018, 10:41 am
Country:  United Kingdom (uk)
My Bike Models: GL1000 1980. I know some will say 1979 but mine was registered in 1980 in Holland Europe. It's is now in the UK & going to be restored.


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Does anyone know where hi splace is
Langdon's Stovebolt Engine Co.
47950 Robin

Utica, MI, 48317-2461
United States
Phone 586-739-9601
I assume I put 001 then 586 blah blah but what is the time difference between the UK and Utica MI? I assume MI is Missouri? can anyone help. Ian

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#7  Unread postPosted: October 16th, 2013, 1:49 pm

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Location: Pontefract
Local time: August 16th, 2018, 10:41 am
Country:  United Kingdom (uk)
My Bike Models: GL1000 1980. I know some will say 1979 but mine was registered in 1980 in Holland Europe. It's is now in the UK & going to be restored.


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Any one know the time difference it is now 22:50 in the evening of the 16th in the United Kingdom what time is it in Utica MI 48317
Ian

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#8  Unread postPosted: October 16th, 2013, 2:23 pm

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It's about 1824 /10-16-13 in Utica Mi

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#9  Unread postPosted: October 16th, 2013, 6:07 pm

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Weber_32DFT_Jetting_Haynes

HONDA GL1000 Single Carburetor Conversion

Weber 32DFT (aka Motorcraft 740)
Haynes Weber Carburetors Owners Workshop Manual
(From Appendix 1 “Original equipment jet setting list”)

Application = Ford Fiesta 1.6
49 State DFTA
---------------A --B ----C ---D ----E ---F ---G ---H ----I ----J
----Primary 22 4.00 1.00 0.60 1.20 F22 2.50 0.45 0.40 1.50
Secondary 22 4.00 1.05 0.60 0.70 F22 2.50

California DFTA-1
---------------A --B ----C ---D ----E ---F ---G ---H ----I ----J
----Primary 22 4.00 1.05 0.60 1.10 F22 2.50 0.45 0.40 1.50
Secondary 22 4.00 1.00 0.60 0.70 F22 2.50
A - Choke Size in Millimeters
B - Auxiliary Venturi
C - Main Jet
D - Idle Jet
E - Air Idle Jet
F - Emulsion Tube
G - Air Corrector Jet
H - Accelerator Pump Jet
I - Accelerator Pump Back Bleed
J - Needle Valve

Notes:
Chilton's lists a Motorcraft 5740 as identical to the 740 except for float adjustment procedure.
Motorcraft High Speed Bleed = Weber Air Corrector
Motorcraft Main Well Tube = Weber Emulsion Tube
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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#10  Unread postPosted: October 16th, 2013, 6:40 pm

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Location: Oregon
Local time: August 16th, 2018, 1:41 am
Country:  United States (us)
My Bike Models: 1983I GL11 Naked
1984I GL12 Naked
1986I GL12 Naked
1988 GL15 Naked
2015 GL18 Valkyrie 4k miles she is fast!!, and handles great!


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I thought i was the Master of Disaster, (i mean this in a good way)

Dang 82A, you are on a roll, way to get these threads populated with good pertinent info.

You are all over the place posting, I like it!!

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#11  Unread postPosted: October 17th, 2013, 1:56 am

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Single Carb Club
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boy number vary greatly as all specs do there never very reliable....sheesh theses sizes differ quite a bit from what were working with

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thank god and hooch im gone


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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#12  Unread postPosted: October 17th, 2013, 8:09 am

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Location: Oregon
Local time: August 16th, 2018, 1:41 am
Country:  United States (us)
My Bike Models: 1983I GL11 Naked
1984I GL12 Naked
1986I GL12 Naked
1988 GL15 Naked
2015 GL18 Valkyrie 4k miles she is fast!!, and handles great!


Profile Personal album

Here is some jets listed for both the 32DFT & 32DFTA, these are both the same carb.

and also the;

32/34DFT & 32/34DFTA these are both the same carb.

http://www.triumphspitfire.com/jets.html

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#13  Unread postPosted: November 1st, 2013, 12:18 pm

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ok things are getting clearer for me and dan we have been teaming up on his single carb effort really from the get go.... but now were in the carb big time .....

its clear to me that these carbs though good to run out of the box ..there not set up really that good at all for oldwings ..contrary to what been said ...compared to other carbs and attempts to use them yes ..they are a blessing

but the facts are these are epa lean burn carbs with a power valve to compensate the lean jetting ....

there also set up for 1600 motor quite bigger than an oldwing and lower rpm sweet spot

when matched with an oldwing most think that at high rpm the single carbs cant flow enough air ......well the reverse is true with the jetting

at high rpm the carb passes so much air through the carb that it floods the carb with air and the with jet it has gas mix gets lean ..not enough gas in the charge ...

this carb was set up to pass a lot of air through the secondary as the rpm was going to provide big boost ...so air bleed is huge for a motor like that to atomize gas right ...

hooked to a smaller high revving oldwing produces way to much air through carb saturating it ..gas cant hardly get pulled in cause air has it all so to speak

basically on dans carb we wen from 210 air bleed ...its supposed to be 220 ...and put in a 160 air bleed in secondary .....this is huge leap not step ...

result is this cut the air down going through secondary like 30^or or something ...this enable at high rpm that gas had some room to be drawn into and atomize like its suppose to ....it went from total bogging and not being able to go to 8000 ...to getting it easy and wanting more according to dan .....

I was sure it was going to do this ...dan did not ..seemed backwards to him ...but you always have to factor size ...once you go past a certain point you get in the land of diminishing return ...purely in volume .....

so I don't care where your carb comes from ...tom a rebuilder or junkyard ...if it has 220 air jet the secondary not going to be that good at all its way off in my opinion ....

there are other areas that have issues too but as for starter this one has proven out rather big

what it starting to look like to me guys is the potential is huge here these single carb deal have every bit of chance of outdoing the stock cv carbs as dual webers do

one thing for sure thee carbs are sized right cfm to get everything an oldwing got

post more stuff as it comes clearer

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#14  Unread postPosted: November 1st, 2013, 1:01 pm

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Excellent progress guys :good: :thanks:

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Share Post: Share on FacebookShare on TwitterShare on TumblrShare on Google+Share on MySpace  Post Number:#15  Unread postPosted: November 1st, 2013, 2:43 pm

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Local time: August 16th, 2018, 10:41 am
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My Bike Models: GL1000 1980. I know some will say 1979 but mine was registered in 1980 in Holland Europe. It's is now in the UK & going to be restored.


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I watch this as you all know I have the carb already from Tom just nee the VW manifold to get started on this eventually. Kepp this up it is great ready.

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