3.2 ported/big valves/carb first Dyno: WAY rich

Am looking to pick the car up probably Friday or so in Dallas. Will put in the LM-1 for the trip back to San Antone.

More impressions from James at Norwoods:
Will need at least a 50 - 52 idle
135 main is about right
the car seems to be tolerating the leaner accel jet

I'll take some jets with me to rejet on the trip if need be. The LM-1 records both A/F and RPM, so in theory I can do a 4th gear pull on the road and go back and chart the rpm+A/F, then compare to the dyno.

Once I can get it to hold about ~13 at WOT and ~14 at part throttle cruise, and limit the accel pump tip-in to 12 or so, we'll find a Dyno-jet to re-baseline the car. I think with the improved low-mid range, much improved throttle response and a conservative top of 320 - 330 at 7200 - 7300 will be a nice solid and reliable overall package. And, easy to DIY maintain. The personality and sound should be pretty impressive.

For those who have not seen what A/Fs look during ordinary driving, here is an LM-1 trace of the Mondial with the previous 40 DCNFs taking a Freeway on-ramp:
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Hurricane has delayed picking car up and riving home, but talked to Mike K. at Norwoods who drove it today. Mike has a A LOT of time with Weber carb'd cars of his own, especially 911s, and knows what to feel for. With the new jetting and a quick re-synch, he says the car drives quite well and is dang close to right on with no spots. This is especially heartening as it suggests that the leaner accel pumps will cover throttle opening yet keep the A/F from plummeting as with the fatter ramps. This would serve to improve the already good throttle response (something amazing when compared to original K-jet).
Equally important, he says it starts right up with two accel jabs, idlea at 1000 rpm and runs the exceptionally well performing A/C ("best i've seen in a Mondial or 308") well with no need to adjust the idle set or hold throttle.
He took it through slow, moderate and fast driving regimes without apparant problems. Since the big dyno hp/torque dip is above 3500 rpm, I'm hopeful that we are well on our way to correction with the 135 main, down from 145 main as shown in the dyno. In my experience with the 40 DCNFs, changing a jet one size (i.e. 145 to 140) would change the A/F approximately 1 A/F point across the curve. So if before, as we were running in the A/F 10 - 11s, we should be closing in on the 12 - 13s, which is where we want to be. If Mike is right, and I feel pretty certain he is, I think the only tweaking will be the A/C jet, althoiugh I am sore tempted to squeeze the idles a bit.

We'll get the LM-1 one on next week and balance the numbers with seat of the pants and see where to go.

As always, kudos to James, Mike and Any at Norwood's.
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Got this picture today from FChatter Joshvette, who detailed the car.
All I can say is WOW! Great job!

Looking forward to tomorrow!!!!!
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And away we go... on an eventful trip back to San Antone...
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photo courtesy Jimpo1

 

Hopefully not riding a bomb...and since we have never met you do not realize the humor in portraying me by someone named 'Stringbean'.

 

For all of the tweaks to the car, it still looks much as it did, and fairly stock appearing. The only two big visual changes are the lengthened airbox snout and the wider exhaust with a Euro-type valence replacing the US rear grille.
Did not want to push it so much on the way home until I have an A/F meter on the new jetting, but the jetting feels pretty close. The big success looks to be the suitability of the smaller accell pump ramps over the previous large ones.

It sounds very good outside of the car. Inside it's ok, but maybe a little too much induction sound. I've got an idea how to fix that this weekend for a nice mix.
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Still waiting for the new Innovate LM-2 to do A/F, but here are the 'clinical' impressions on the initial jetting of 135/F24/190 with 52 idles on (relatively) whompin' 38mm chokes. It's close - you can feel ultra-subtle little spots - maybe - but it pulls like never before cleanly all the way to 8K. There is no noticable lag in throttle response despite the bigger venturis and small accel pump cams. This hopefully verifies that all that large air velocity that Vic measured on the flow bench is working for us. Interestingly, turning the A/C on only lowers the idle about 100 rpm and the engine acts like it doesn't care. On the ride up, you cannot really feel a 'coming on the cam'. She just keeps getting faster, faster. It is also wild to me that I got about 20 mpg on the 65 - 75 mph trip from Dallas to San Antone on 4 x 44 dcnfs.

I cannot begin to describe the sound over 4000 rpm - so smooth, beautiful and definitely a clean baritone. It is unmistakably Italian and Ferrari. If Andrea Bocelli were a car he would sound like this. James at Norwoods even commented it is what a Ferrari V-8 SHOULD sound like. There is some more induction sound in the cabin than previously - go figure. You can talk at cruise, but while the actual exhaust sound volume is low, the induction is pretty apparant. And Woo-Hoo you can't hear that annoying woodpecker Facet pump clicking away now that it is replaced by the Pierburg.

And, I am very glad I went with Norwood's Kevlar clutch package as it feels great. Not too much effort, but solid.

The biggest thing I know I am going to have to figure out is why the new linkage feels like it has so much more friction, especially at the beginning of travel it seems to bind just a little. I also have figured out I cannot drive the Ferrari well in Birkenstock clogs.

Another side note - I had kinda regretted buying the new Michelin PS-2 before I had driven with them, but they are really great. Excellent response and a terrific ride - better than the Pilot A/S I had before. I had also chosen slightly narrower sections (205 and 235) on the 17" Speedlines, but the car feels remarkably poised. I think these are an excellent match for the Mondial. I have not tried to push them yet, but they feel good so far - it just re-inforces that there is a big difference with newer technology tires on the Mondial.

 

Bill, as I understand it, the advantage is primarily TWO A/F inputs versus one, plus beefed up connectors.

The advantage for me is the movers lost my LM-1 last year when I changed houses. #$% !

Hans - As far as projects, between the Mondial and the T-28 there will be enough to keep occupied for a while---
---of course, there's always a 50 foot Bristol Bay Pilot Cutter that I've been eyeing... (j/k)
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The airbox is close - we got more hp on than with it off! It seemed that velocity is important here as well, so I opened it up and ensured that the area that the airfow was seeing was smooth, about the same or very slightly narrower progressively - and also eliminated all flexible couplings. Intuitively, the flow in the airbox has inertia and flow qualities like everywhere else, so why not use porting principles (that YOU taught me) and apply them to the airbox?

It's just loud.

 

When I have a headache, a hangover, both, or as a friend so eloquently says "putting the Mac on some skank"**, I want Pavarotti and the car to tone it down.

** how do you say that in Dutch?