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Charles Long
Charles Long

Carburetor Jetting Software Applications __TOP__

50 years has passed since JET performance Products started life as an engine building and carburetor shop. At the time the company was focused on drag racing applications providing race engines and carburetors to local Southern California drag racers. The company also ran many of its own cars in both NHRA and IHRA which resulted in setting national records in three different classes.

Carburetor jetting software applications

About Carb Manager. Since 2010, Carb Manager has been the #1 low carb diet counter for iOS, Android, and the web. Our mission is to make the low carb lifestyle easy, fun, and delicious, and empower our millions of members to achieve their wellness goals. Tuning a Vacuum Secondary of a Holley Carb June 20, 2017 Randy Bolig Drag Race 101, General Engine. It is common practice to use mechanical-secondary carburetors on racecars along with many high performance applications. They are able to react quicker than a traditional vacuum-secondary carburetor. The ignition-timing curve should be.

What kind of hardware does KTuner require? How much is it?For the older swap vehicles we have in-ECU hardware that gets installed directly into the ECU for direct developmental access to the main processor. For newer flash based vehicles we have J2534 compatible hardware that plugs right into your OBD2 port. This J2534 interface allows you to develop your own applications to access ECU information directly for research and development purposes. We only allow our proven compatible J2534 interface to be used with our software so that it is guaranteed that you can flash back to the factory software when testing has completed. For more information and pricing see our KTuner products page.

Bolt-on aftermarket EFI throttle body systems have become a popular upgrade for many street performance applications that have traditionally been fueled with a square flanged four barrel carburetor. A number of companies now offer TBI systems that are relatively easy to install, self-tuning and require no special computer skills to get up and running.

Vortex MiniRok engine info. You can ask us questions anytime by email ... email us ..... We are an approved supplier of these new engines to Australian karting, located in Brompton , a suburb just near the Adelaide CBD, in South Australia. With the use of the engines falling to categories that introduce new kids, and their parents, to the sport and to learning about mechanical things probably for the first time, we will try to pass on the information we gather to help you keep karting.A dyno curve from a Vortex MiniRok engine in unrestricted Cadet 12 form is here The complete Dell Orto carb tuning manual is hereNEW ... if you are looking for a guide to good oils to use, our own team drivers are currently running 30:1 ratio on either Maxima K2, or Rotax XPS oils. Tuning the Dell Orto PHSB18 carb. The Vortex Mini Rok engine uses a float bowl type carburetor with fixed jets similar to that in use on all of the Rotax Max family of engines. To a karter this seems odd after using carbs with jets that can be adjusted 'on the run', but to a newcomer or a motorcycle racer a fixed jet carb is quite a reasonable idea.The difficulty with all racing engines is to keep them tuned to an optimal setting, and to do this with fixed jet carbs you need to know prior to a race what settings you will need so you can make the change in the pits and not out on the track. Specific to the Rotax Max engines the factory supplies a colourful jetting chart to do the same but so far I have not seen this done for the MiniRok. In years past a calculator was used to put on paper a large chart of jet settings to cover all of the variables you might encounter at any given track or under any type of weather for one engine and carb setup. Put simply, the jet size is dependant on the weather conditions, and jet sizes can be mathematically calculated from an original size to a new size as required for any variable in the weather. The MiniRok class racing worldwide is done with engines that are not modified all that much from their standard settings, so the fuel requirements of the engine can be expected to remain the same from one day or one race meeting to the next, and every driver can expect to have close to the same jetting requirements as any other driver. To make this easier , here is an excellent article describing the use of a RAD gauge to do that task. Put simply, it works . Dtec services . Jet Tech PRO tuning software. If you were lucky enough to obtain a JetTech Pro jetting software package before that company closed down, here are the recommended settings. Jet-Tech PRO is a PC based software and not available as an App. Jet-Tech PRO using a temperature of 15'C, 50% humidity and 1013.2mb pressure. In the US the spec fuel used is VP MS98 with Motul 2T oil. Using the Fuel-Lab feature that combination gives an SG of 0.723 with a 25:1 fuel/oil ratio.Settings as follows:Venturi: 18Needle: W23 (4clips)Emulsion tube/Needle Jet: 262AUFloats: 4gFloat height: 15mm to 16mmNeedle/idle change: NoIdle jet: 50Fuel/Oil ratio 30:1430 Needle Factor150 Mainjet Factor Re-arranging the fuel hoses with a return line for engines that suffer over-fuelling.There are at times conditions that can make the MiniRok hard to start, like re-starting a very hot engine for instance does cause people some issues. One solution is to run a return line between the fuel pump and carburetor to release some of the pressure that causes the carb to overfill and even slightly pressurise, which has the effect of filling the engine crankcase with fuel.As pictured below, a t-piece is included in the fuel hose between the fuel pump and the carb. On the left the t-piece is installed in an upside down fashion and fixed in position above the carb, with fuel leaving the pump and entering the t-piece from the drivers side of the engine and exiting to the outside of the kart. The fuel then always flows downhill from the outlet of the t-piece and back to the drivers side of the engine and into the carb.The upright leg of the t-piece is in the vertical "up" position carrying a hose going straight upwards for 50mm to 70mm and then makes a U-turn back down to then run along the chassis and back to the fuel tank. The return hose line can have a restrictor included in it somewhere if the return flow needs to be restricted, but usually this is unnecessary. The best place to fit a restrictor is just before the fuel hose attaches to the tank fitting as it will be more easily accessible should it require change or removal. All of the hoses should be of the same internal diameter, it is not suggested to use combinations of larger and smaller hoses.In the two pictures on the right the t-piece is fitted directly above the fuel inlet on the carb. This also requires a return line to go vertically upwards for 50mm to 70mm and then make a U-turn back down to then run along the chassis and back to the fuel tank. The return hose line must have a restrictor included in it somewhere in this instance. The best place to fit a restrictor is again just before the fuel hose attaches to the tank fitting, with a restrictor of 1.5mm to 1.7mm ID . And again all of the hoses should be of the same internal diameter, it is not suggested to use combinations of larger and smaller hoses. Take a look at the Rotax Max jetting chart here for an idea of a simplified jetting solution ... download macro enabled charts here

B-4760 carburetors are also available with upgraded Patented Fuel Chute float bowls. The assembled main body is then mounted on to our Severe-Duty dual bolt pattern throttle body assembly equipped with triple ribbon throttle shafts for smooth operation and durability. All components are specifically engineered and calibrated for race applications, not converted street car technology. This means you won't find any unnecessary material or corners cut to utilize existing components.

The Braswell B-7395 was specifically designed for single 4 bbl applications. Building on the design and record setting performances set forth by the B-7520 2 bbl carburetors, the B-7395 has been taking the single 4 bbl carbureted engine performance to new levels. These carburetors are designed to be used where a single 4 bbl or "Whole" carburetor is mandated by rules or preferred for packaging reasons. Their design allows them to be machined in a wide range of sizes necessary for today's competition engines. They offer the ultimate in performance for Pulling Trucks, Competition Eliminator, Top-Sportsman, Top-Dragster, Quck-8, and Outlaw racing.

The B-7520 2 bbl has become the standard for multiple carburetion in high horsepower racing engines. It was the first in our 7000 series of carburetors. Designed from start to finish as a racing carburetor, drawing on our over 4 decades of experience in the manufacturing of carburetors for motors sports. It was introduced to the market in 2007 to fill the demand for multiple carburetor applications using the 2 bbl format. This new carburetor eliminated the former requirement of having to take a 4 bbl carburetor and cut it in half to make a "split". Even when split, the available carburetors which were based on a 40+ year old design have been proven inadequate for today's modern racing engines. The performance of the B-7520 speaks for itself, holding current naturally aspirated and N2O records for the quickest and fastest carbureted runs around the world. Popular with Mountain Motor Pro Stock, Pro-Mod, Competition Eliminator, Top Sportsman, 10.5 Outlaw, and Quick-8 classes.

You bought your new bike and are looking to improve the power and the sound. You have your new air filter and exhaust system ready to put on the bike, but recognize the need to change the air/fuel mixture to take advantage of the increase in air flow into the engine and exhaust flow out. You begin to sweat profusely as you realize that your latest ride has an electronic fuel injection system. This is uncharted territory for your mechanical skills.The simplicity of upgrading your motorcycles carburetor(s) to compensate for changing engine components is a thing of the past for many late model bikes. A high percentage of vehicles are now delivered with electronic fuel injection (EFI) as standard equipment or an option. Much to the chagrin of many home and professional mechanics, they find themselves lost when it comes to making the changes required to improve the performance of their bikes. EFI just doesn’t adapt itself to the easy modifications that are possible with carburetors. Riders who were comfortable making jetting changes on their carburetor don’t even know where to start when it comes to their EFI system.Despite the apparent complexity of EFI systems, the basics of upgrading are surprisingly simple once you understand the basics. You’ll find that you actually have more options for changes and better control of the air/fuel mixture with these systems than the venerable carburetor. The end result of all of this is that your engine will produce better power, provide crisp throttle response and even get improved gas mileage. When you are trying to get the most from your engine, these benefits sound pretty good. 350c69d7ab


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