I know I've asked this before, but can anyone tell me the correct jetting for the Solex 26FH carb on a Norman T300 Mk2?
Mine currently has 14mm choke tube, 50-58 main jet/correction tube, 65 idle jet (jet holder is marked 12 and cap 14 300, but I don't think they play any major part in fuel metering). The choke tube size should be visible with the inlet elbow removed and the jets are accessible just by dropping the float chamber and unscrewing the brass cap - no major dismantling required. See:-
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The reason I ask is that my engine still shows a marked reluctance to run without a serious amount of choke, and I really would like to eliminate incorrect carb settings before looking for any more obscure reasons.
Unfortunately the full part No. (stamped on float bowl) is illegible due to corrosion, and may of course be incorrect anyway if it is a bitser, I'll have a look in the Norman parts list.
I haven't got all the Solex/Zenith carb sheets on the site yet, and if you can give me a Solex Part No I can check the master catalogues (2 at present) and see what we can find.
The main body of the data sheets is at:
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Peter
-- Peter A Forbes Prepair Ltd, Luton, UK snipped-for-privacy@easynet.co.uk
B****r! But nil desperandum! John tells me he has unearthed a Norman workshop manual which gives the main jet as 70 x 58 leading to the perhaps not unexpected conclusion (given the handful of choke required) that my 50 x
The settings on my T300 marine - identical Solex 26FH, just not governed - are as follows. Main jet 90 and MC (dunno, perhaps it's a Scottish jet!) and the pilot is 55.
Of course, I was forced to start it up for five minutes to check that it was all OK.
Hmm. I would have expected it to be somewhat different since the marine engine is required to run cleanly over a wide speed range, whereas the stationary runs at substantially constant speed (though the Mk1 does have a slow-speed idle setting). But it seems a big step from a 70 to 90 (1/100 ths of a mm) main jet - the second figure relates to the correction holes in the side of the tube which effect the part throttle mixture, though according to the data on Peter F's site, it should be a number. OTOH the pilot jet is smaller! I believe the marine engine also has a restrictor between the carb and crankcase - presumably to limit no-load revs on this ungoverned version - which I guess also has some effect on carburation.
After having checked float and jet height, I recently "re-jetted" a brass Solex 26MV carb with 18mm venturi, which had a main jet 90 (0.9mm) and auxilliary 40 (0.4mm) down to 60 (0.6mm) and 30 (0.3mm) by carefully soldering the jet orifice then creating a new aperture by using a micro-drill bit in a pin vice. I bought a set of micro-drills from eBay. Twenty sizes from 0.3mm to 1.6mm in 0.05mm graduations. I altered the auxilliary first, straight to 30 and no more stalling through sooty plugs at idle. Then started with the main jet at 0.5 mm. The engine would only run with choke, at 0.55mm half choke, and at
0.6mm just right. Open the throttle and no hesitation. Had the engine running at half load for forty minutes (one pint of petrol) and the plug was dark grey. I have since bought a Solex manual for M type carbs and the sizes are quite near to the theoretical sizes in the tables. The carb was from a larger capacity version of my own engine.
So give it a try, you can always reduce the size as I did. Good luck!
We have a large selection of Carbide PCB drills down to some very small sizes. They're a bit fragile if using a hand-held drill, but if you need a particular size, give me a shout and I'll post one (after Easter now as we are home today for some building pre-sorting out with a LARGE skip")
Peter
-- Peter & Rita Forbes Email: snipped-for-privacy@easynet.co.uk Web:
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