Denny
Canned Monster
Bob, where did you get my video from?
What paint did you use
We are in the clear today’s wash day! Clean and back on the kitchen table before anyone noticed the oil stains!Hey! Did you get oil on Momma's picnic blanket!?!
Rusto Safety red and I also like ford safety blue it paints up so well.What paint did you use
Ahaahahhahahahahahahahahahah
WAAAY to bigHey will a 30mm be to big for a 212
I was going to get heaver valve springs but thanks i though 30mm was a little bigWAAAY to big
26mm ABSOLUTE MAX, 24mm is a lot easier to dial in and tends to run better across all throttle positions. You will need jets to dial it in with
I have a Koso PWK (Keihin copy) with a screened velocity stack on a Husqvarna 208 in the 2000ft alt range and it's jetted in the "normal range" 38p/120m needle clip at default (#3 position)... it has other work done so that it really winds up.
Honest evaluation though, carb is one of the last upgrades one should worry about... in part because the variety of carb you're talking about requires popping the cover and pulling the crank out to gut the governor assembly so that you don't end up having it become shrapnel destroying the engine.
Heavier (18 or 22) weight valve springs with split keepers should always be first thing even if its the only thing done.
An unrestricted ignition coil should be second because most stock coils just won't fire correctly above 4300, and the few that do won't get too far above 4800.
After that things get more technical but still supercede the neccisarity to upgrade or swap the carb.
The following equation assumes a mechanically impossible 100% VFE (volumetric flow efficiency) rate to [over] simplify a lot of measuring, math, less than cost effective flow testing, and more math before even more math.I was going to get heaver valve springs but thanks i though 30mm was a little big
Ok then...I think I’m planning on using a 30mm on supercharged 212.
100% VE with forced induction?
in the following formula we will use the constant, K, as being proportional to VE.
0.65 for crappy VE
0.78 for average VE
0.90 for race engine (ported, gasket matched,…)
I’ll use 0.925 for forced induction, but maybe 1.00 works too. Maybe depends on quality of blower.
D = K x Square Root(C x n)
where:
D=carb diameter, in millimeters
K= constant between 0.65 and 0.90
(Higher than 0.90 for forced induction)
C=cylinder displacement, in cubic centimeters
n= RPM at peak power/1,000
K= 0.925
C = 212cc
N = 5000 / 1000 = 5 (rpm = 5000)
D= 0.925 * SqRt(212 * 5)
D= 0.925 * SqRt (1060)
D= 0.925 * 32.6
D= 30mm
I could probably create a better formula that uses intake valve size as an input so that for NA engines, the carb diameter isn’t ever bigger than the intake valve.
In general for NA engines, maybe….
24mm carb for 25mm intake valve
26mm carb for 27mm intake valve
28mm carb for 28.5mm intake valve