Weber/ Holley/Carter 32DFT & 32/34 DFT Carb Specs, Jetting, and Pictures for Tech Reference

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westgl

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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,







Fault Diagnosis


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
 
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.
 
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=100258#p100258:2vo0ozq0 said:
ianstaley » Wed Oct 16, 2013 2:57 pm[/url]":2vo0ozq0]
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
https://stoveboltengineco.com/catalog/st ... id=1222026
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
https://www.ebay.com/itm/ROS-1981-FORD-M ... 5204637%26

viewtopic.php?p=99188#p99188
 
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
 
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
 

Attachments

  • Weber_32DFT_Jetting_Haynes.pdf
    41.6 KB · Views: 173
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!!
 
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
 
Joe,would you recommend another carb other than what dan bought,im getting ready to pull the trigger on the same carb?
 
the weber 32-32 ...22-22 DFT or 740 version is the carb I would recommend ....I just did some jet work and it seems mine is running dan near flawless right now .....the link from 82a is great carb and new .....dans is a rebuilt and mine is junkyard but all are 32-32 DFT or 740 version ...pull the trigger on one and you are good
 
[url=https://www.classicgoldwings.com/forum/viewtopic.php?p=101980#p101980:13c14njk said:
joedrum » Fri Nov 01, 2013 10:01 pm[/url]":13c14njk]
the weber 32-32 ...22-22 DFT or 740 version is the carb I would recommend ....I just did some jet work and it seems mine is running dan near flawless right now .....the link from 82a is great carb and new .....dans is a rebuilt and mine is junkyard but all are 32-32 DFT or 740 version ...pull the trigger on one and you are good
50 bucks rebuilt starting with this

ROS 1981 FORD/MERCURY FOR 1.6L 98 CI ENGINE 2 BARREL REMAN CARBURETOR

viewtopic.php?p=99186#p99186

viewtopic.php?p=99188#p99188

THIS UNIT IS IN STOCK AND WILL SEND SAME DAY AS PAYMENT RECEIVED

You are looking at a professionally remanufactured carburetor from United Remanufacturing. From core to finished product, this carburetor was rebuilt to factory pre-set internal and external settings. In addition, this carburetor was tested on an engine simulator to ensure OEM specs are met or exceeded.

Fits: 1981 FORD/MERCURY with 1.6l 98ci engine with standard transmissions. This is a 2 barrel Holley carburetor.
Returns are accepted within 14 days of the purchase as long as the carburetor was never installed.

All remanufactured units are/have:

• 100% complete with choke pull-offs and electronics, where applicable.

• Superior quality/longer lasting vacuum hose material.

• 100% new needles and seats.

• 100% new gas filters.

• Flow meter tested to meet or exceed OEM specifications.

• 100% new gaskets.

• 100% new accelerator pumps.
 
I have a question. When I worked with car carbs, there was most of the time an air bleed idle jet, normally a brass insert with a calibrated hole. You couldn't change this, it was pressed in. I have seen on some sheets about the DFT, that it should have this to, in the size of 1,05 or something like that? Have any one seen this air bleed jet in the DFT?

I can not find it in the parts list over the 740 carb, so which info sheets is right here? Or its just a drilled hole in the carb body?
 
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