If the engine is stumbling at 2000 RPMs and lower, then you need to richen up your idle jet (go to a larger size) - but check carefully for air leaks around the throttle shaft first!. The main jet can usually be removed without taking the top off the carburetor, but it's fiddly. the size 65 power jet should work fine for those conditions. It evolved from the 28 PICT which became the 30 PICT in 1968. For 1600cc engines, use an X130 main jet. This jet is critical to engine flexibility and economy. Carburetor-to-intake manifold gasket. This helped a lot. Setting the idle screws (B): Tighten the screw until it touches the carburetor lever. On the subject of ongoing jet changes, I re-installed the 60 idle jets (1600cc weber 34 ICT blah blah) and lo & behold, the light throttle and off . following topics related to the 30 PICT/2 and 3 and 34 PICT/3 and 4 ). We need to do some research regarding the adjustable main jet. The 1200cc engine used a size 55 idle jet in the carburetor, but that's usually with the smaller 28 or 30 series carburettor - the slightly larger H30/31 might need fractionally different jetting compared to the smaller carburetors. For example, a 40 IDF would need a 40 x 1.25 = 50 idle jet. On the /3 and /4 carburetors - it looks like a bolt with a tiny silver plug in the center. Currently our response time to emails is slow (we are severely short-staffed). If you live at altitudes above 5000 feet, you also have to consider that, as high altitude results in the engine running rich (less oxygen in the air but the same fuel flow through the carburetor). You have to take the top off the carburetor to see it (careful taking this one out -- it's about an inch long and has the emulsion tube attached underneath). Now I have installed a newer Solex Brosol 30/31 carburetor (the Brazilian one), in good shape. Just start off with a larger than normal size (150 maybe) and use the screw to increase/decrease the actual hole size. They might be available individually or in a set. The effect is not linear though, so as the airspeed increases, the main jet will start to deliver a richer mixture (too much fuel), so the air correction jet is needed to add air and stop the mixture going over-rich, then the air correction jet starts working too well at higher airflows (engine revs) so the Power Jet (Aux jet) is need to add more fuel again. Both clearances are essential; If the accelerator pump linkage rubs on either end, the throttle lever will not be able to return all the way to the stepped cam, the result being an excessively high idle that cannot be controlled with the bypass screw. AU $0.86 (approx 0.48)Australia Post International Standard. Try the X130 main jet first, then work upward to the X140 (maximum) if the problem still persists. Dave bought a Pierburg model 34PICT/3 carburetor from Aircooled.Net, and none of the jets had the sizes stamped on them. Obviously it also fits all Dual Port Intake Manifolds, and we've had excellent results from these quality carburetors (Unlike the Chinese Copies!!!). The modern H30/31 carburetor replaces the 28, 30 and 31 series carburetors and can be used on 1200cc, 1300cc, 1500cc and 1600cc engines with appropriate jetting. Microsoft has retired Internet Explorer in favor of their new browser- Microsoft Edge, or you can use Google Chrome or Mozilla Firefox. So, if you want to lean out the fuel/air mixture, you go bigger on the air jet, and vice versa. Every engine is different, so strongly consider getting our micro sized idle jets to really dial it in. We disassemble the carburetor, and bore the venturi to 28mm for more air! The center electrode should look quite clean and grey/white. "N" on the schematic is the coil. Try the X125 main before you try the X127.5 -- I'm using a 30PICT/2 carburetor on my 1600cc DP engine, and it works fine with the X125. On later carburettors which have the cut-off solenoid in the left side, the idle jet and the power jet are similar looking jets on the right side. If you're still looking lean, go to a 132.5. Dispatched today if paid within 1 hr 21 mins See details. Also make sure the accelerator pump is set for full squirt, and is squirting straight down the throat past the opening throttle plate - not splashing on anything on the way. This valve closes when the key is off, preventing "Run on". So with a vacuum distributor, using a 55 idle, X130 or X132.5 main and about a 100 - 120Z air correction jet should provide good mixture for a 1776, without affecting fuel economy to badly (fuel consumption WILL be a little higher with the larger capacity though). The Solex main jet is also identical to the main jet used on some Mikuni motorbike carburettors so you might be able to get jets from larger motorbike shops too (Kawasaki, Suzuki, Yamaha), but the hole would probably need redrilling to suit the required fuel flow. Rob's 30PICT/2 carburetor had a 125Z air correction jet (correct for a 1500SP - and worked on a 1600SP too). You can email to cancel un-shipped/un-paid items at any time as long as they are not direct-shipped, special order or made/machined-to-order. by vwlover77 Fri May 05, 2017 6:58 pm. Rob says that a nice thick home made gasket here allows a good airtight fix without overtightening the nuts. Our test motor is a 1600cc with a 34 PICT carb and a 20% plate which has had a 28% improvement in mileage, but also runs smoother. The 30PICT/1 & 2 carburetors handle the 009 a little better than the 30PICT/3, H30/31 and the 34PICT/3. You should see some air come out of the progression holes in the carburetor throat just near the throttle butterfly when it's in the closed position. Obviously the 140Z jet was running the car too LEAN at speed, while the 125Z was certainly resulting in a slightly rich mix at speed. The 137.5Z air correction jet is too big -- it's letting in too much air. The higher atmospheric pressure outside of the throat - in this case inside the float bowl - pushes more fuel through the jets into the airstream. Golf Mk1 > Volkswagen Workshop Manuals > Power unit > 34 PICT, Keihin carburettor and ignition system > Mixture preparation carb. But if you find a solid brass bolt, the main jet is further in the float chamber (later models) but still right in the back of it on the right-hand side. Run about 100 miles and then look at the tail pipe. Sounds like a good starting point! Disconnect the electrical lead from the valve, then touch it to the connector again. I haven't run enough through the tank to get a real idea about consumption yet, but since I don't notice any huge difference in performance I'll probably be going back to the X125 soon. I managed only 22 mpg on a highway (around 50-55 mph), and 19 mpg when I was driving around 60-65 mph. Show Quoted Text . See our Accelerator Cable Adjustment Procedure. With the idle cut-off valve working correctly, hot spots in the cylinders don't occur as readily, since there is no fuel available to keep the engine running once you turn off the ignition. The jet has a slot in the back so it can be loosened with a screwdriver through the hole where the plug was. Do you know what size high speed jet you have? . I've used this particular carburetor with a 1600cc dual port engine and it works fine with the same main jet, but seems to like a fractionally larger X130 air correction jet (it runs a little rich with the X125 air correction jet). I have recently rebuilt a 34-PICT 3 for my bus with a S.B. following diagram. ), Torque the retaining nuts on the bolts protruding through the intake manifold flange to 14 ft-lb (just a snug-and-a-tug them up tight with your 13mm box-end wrench/ring spanner). On the twin port engines, it has to be used with a 30/34 adaptor, since the twin port manifold has a larger mounting flange than the single port manifold. The 1200cc engines usually used a X120 or X122.5 in the 28PICT carburetors, the 1300cc engines used either X122.5 or X125 in the 30PICT carburetors, the 1500cc engines usually used a X125, and the 1600cc engines usually need a X127.5 in either 30PICT, H30/31, or 34PICT, but MIGHT get away with an X125 in the smaller 30PICT and the H30/31. carburettor data 1124 cc models Venturi diameter 25 mm Main jet 127 5 Idle jet 48 Air correction jet 175 Emulsion tube EM Enrichment jet 50 . Fillister head screw and lock washer (upper When using the 30PICT or H30/31 carburetor on a twin port manifold and any vacuum distributor, change the jets to X125 or X127.5 main, 55 idle, and leave the air correction . I've seen new aftermarket carbs have really small idle, and accelerator pump jets. None of these tests are definitive - just indicative. Unscrew the idle jet from the carburetor and the cut-off solenoid, and blow through it. Some tests to help you determine proper jetting. Rob's note regarding modern fuels: There are two major issues with modern fuels. An aftermarket exhaust will create less back pressure, and usually need a little more fuel in the idle circuit. The 1600cc DP can flow more air than the 1600cc SP and smaller engines. And I have the by pass air cut off valve (12V thing) on the left side (as same as on the 30 PICT-3, which I have seen on pictures in books, but the by pass air cut of valve were always shown on the right side). Venturi Size. Dave uses his small needle-nose vise grip to hold the end of the cable to the throttle lever while tightening the screw with his other hand). If I can't iron it out with the high speed jet I'll start on the idle jet. You must do the opposite -- make the main jet a little bigger (X130 or X132.5) to stop the engine from hesitating when you accelerate. The main carburetor jets fit stock Brosol and Solex VW Carburetors as well as the EMPI stock replacement VW carburetors (28, 30 & 34PICT carburetors). If it's working, you'll hear a clicking sound as the relay pulls in. Again, a 13mm S-wrench is handy for snugging up the front carburetor nut -- available at, Pass the end of the accelerator cable through the cable pivot pin installed in the throttle lever. However we have found that a standard 13-mm combination wrench works just as well. Rob responded - Yes, that sounds like a rich mixture. . 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