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Carburetor Rebuild - Rebuilding The Electric Q-Jet Written by Jeff Smith on July 1, 2009 Those '80s GM Feedback Carbs Are Probably More Than A Little Crusty, So Here's The Performance Skinny On Rebuilding The Electric Q-Jet View All 18 Photos SHARE THIS ARTICLE FACEBOOKTWITTERGOOGLE+EMAIL 1/18 Our '85 Monte was in need of improved part-throttle performance. The carb came off so Sean Murphy could have his way with it. If there were a category titled Good Carb, Bad Reputation, the Rochester Quadrajet would be at the top of that hit parade. It's doubtful there is a domestic fuel mixer more universally misunderstood and scorned than the Q-jet. And yet, for those who speak fluent carburetor, the opinion is that this is an excellent piece when properly installed and tuned. Perhaps it is the Q-jet's complexity that makes it an easy target. Within the Q-jet family, the electric or feedback Q-jet is even more despised. Rather than just jump on the blame train, we decided to take one on-or more accuratelyapart. Our '85 Monte Carlo rejuvenation project is afflicted with one of these unresponsive feedback Q-jets, making it a perfect candidate for a rebuild. Since the electric Q-jet dialect was unfamiliar, we sought out a reliable knowledge base, which brought us to Sean Murphy's door at Sean Murphy Induction (SMI). Murphy's expertise spans the breadth of most domestic carburetors, so he was intimately familiar with our carburetor's eccentric notions. The Q-jet's electronic solenoid circuit is tied directly into the primary main metering circuit and is commanded by the computer that sends out part-throttle signals based on input from a narrow-band oxygen sensor. The solenoid circuit constantly adjusts the air/fuel mixture based on these signals from the computer. The primary metering circuit still functions like an original Q-jet except that the primary metering rods now move much more rapidly to adjust the air/fuel mixture. We yanked the Q-jet off the Monte's L69 305 engine and shuttled the carb down to SMI, where Murphy could more closely inspect its inner workings. We're only going to cover the main items on the rebuild list, since a step-by-step Q-jet rebuild session would entail many more pages to do correctly. Most of the modifications Murphy performed on this carb can be replicated on nonfeedback Q-jets, so there's much to learn about these fuel mixers. If you'd rather send your carb to SMI, the company can perform all the tricks and return it to you looking like new. It's a little-known fact that the original name of Joan Jett's band was Joan Q-Jett and the Blackheart Exhaust. Honest... 2/18 Most Q-jets require driving out this roll pin to remove the accelerator pump arm. Only push in the pin far enough to remove the pump arm. This will give you enough room between the choke housing and the pin to lever it back in place during reassembly. 3/18 Using needle-nose pliers, remove this throttle position sensor (TPS) plunger. Don't lose it; GM doesn't service this part anymore, so it's scarce. 4/18 Using a flat-blade screwdriver, remove this idle air bypass valve. Now remove all 12 lid screws using a Torx T-25 male socket. Don't forget the two tapered screws hiding inside the choke housing. Carefully remove the lid and disconnect it from the secondary air valve arm. 5/18 Note the orientation of the different springs above and below the flat plate. You'll need a special double D tool. Murphy made his out of a length of mildly flattened 1/4-inch tubing, but Sears offers an OTC tool as well. The assembly unscrews out of the base. OTC also makes a special tool to remove the primary metering jets out of the carb. Bush It One classic problem with Q-jets is a loose primary throttle shaft. SMI sells a bushing kit that is easy to install and will really improve throttle response and driveability. A classic symptom of a worn primary is excessive idle rpm-even with the idle-speed screw turned all the way out. The procedure is easy to do yourself, or you can send the carb to Murphy and he'll do the restoration for you. 6/18 Use a small grinder to remove the small stakes on the throttle shaft screws. The ends must be ground down or it will be nearly impossible to get the screws out. Don't bother with the secondary shaft. It rarely is worn. 7/18 Remove the primary shaft from the throttle plate. 8/18 The passenger-side bushing can be lightly tapped into place with a hammer. 9/18 Rochester stepped the hole in later Q-jets, requiring you to carefully drill the driver-side bushing hole with an 11/32-inch drill bit. Work slowly here and only drill down deep enough (usually 3/8 inch) to accommodate the bushing. 10/18 Tap the bushing into place and then use the supplied reamer to carefully size the bushing to allow the throttle shaft to turn easily. 11/18 Use a small amount of thread-locking compound on the new SMI screws for the throttle butterflies. Carefully position the butterflies to fit as tightly as possible to the throttle bores. The test is to hold the baseplate up to a light source to see minimum light around the butterflies with the throttle closed against the idle-speed screw. Performance Mods SMI's performance feedback Q-jet upgrades are intended to improve driveability and throttle response. Keep in mind that only very small changes are necessary to see big gains in part-throttle feel. These mods are part of SMI's Stage 2 upgrades, if you would rather have SMI do the honors. Keep in mind that as far as secondary jetting is concerned, the electric Q-jet still allows the tuner the full range of metering rods and hanger adjustments, just like the older Q-jets. 12/18 Murphy drills the idle downtubes from 0.032 to 0.034 inch to add a little more fuel to the idle circuit using a jobber-length drill bit. He also drills the accelerator pump discharge holes in the carb lid from 0.026 to 0.029 inch. 13/18 The choke pull-off is also the diaphragm that controls how quickly the secondary air valve door opens at WOT. Murphy grinds the tip of the nipple to expose the restrictor located inside and then drills this restrictor to 0.016 inch, which allows the air valve door to open faster. 14/18 You can also change the opening point of the secondary air valve door by loosening the small Allen locking screw and then using a small, straightblade screwdriver to adjust the door-spring tension. The proper tension is one that will open the door the quickest without causing a bog. Too loose an adjustment created the undeserved Quadra-bog nickname. 15/18 During reassembly, Murphy coats the TPS plunger with grease to ensure it operates smoothly. Often the plunger sticks, which causes driveability problems. Also lightly stretch the spring underneath the plunger to ensure it has the proper tension. 16/18 When reassembling the primary metering rod assembly, make sure the rods touch the horizontal part of the mixture control assembly baseplate when at rest. As you can see (arrow), they don't in this photo. If not, lightly stretch the two small, primary metering rod springs until the rods touch. This will eliminate a possible part-throttle stumble. 17/18 This is the orientation of the idle air bypass valve to the primary mixture control solenoid plunger plate. The solenoid moves up and down, which also moves the air corrector. The air corrector screws into the top of the carb. Murphy says this idle air bypass valve is the proper way to adjust the carb for idle quality, not with the idle-mixture screws. The stock adjustment is to bottom the air corrector and then turn it four times counterclockwise. Turning the air corrector clockwise (down) is richer, while counterclockwise (up) is lean. There is also a dwell adjustment once the carb is back on the car, using this same idle bypass valve. Dwell is adjusted to 30 degrees using the six-cylinder scale. 18/18 With the Q-jet back together, Murphy set the idle-mixture screws at the factory spec 33/4 turns out (the needles have a very fine thread pitch). It's now ready to bolt back on the Monte. Parts List Description PN SMI full Q-jet restoration SQ7 SMI Stage 1 rebuild 7001 SMI Stage 2 rebuild 7002 SMI primary shaft kit TS101 KD idle-mixture tool 00994176000 OTC mixture control tool 00971625000 Sources Sean Murphy Induction Huntington Beach, CA 92647 Source SMI SMI SMI SMI Sears Sears Price $375.00 $225.00 $275.00 $39.95 $1.99 $39.99 Read more: Follow us: @HotRodMagazine on Twitter | HotRodMag on Facebook       CARS HOW TO FEATURES VIDEOS EVENTS SUBSCRIBE    Classic Trucks » Engine Carburetor Tuning Basics - Night School Carburetor Basics Written by Moses Ludel on October 1, 2009 View All 20 Photos SHARE THIS ARTICLE FACEBOOKTWITTERGOOGLE+EMAIL 1/20The Rochester Quadrajet is a complex, highly efficient carburetor. Rebuilt and staged properly, this carburetor design is far more tolerant of altitude changes and provides excellent driveability. The Q-jet served on engines ranging from Buick's V-6 to muscle cars and Cadillac's 500ci V-8! Gasoline is volatile when vaporized with oxygen. As a motor fuel, gasoline burns best at a ratio of 14.7:1-roughly 14.7 pounds of air to each pound of gasoline. This optimal burn, known as "stoichiometric," serves best when the vehicle is at cruise or similar loads. For more power, like passing, accelerating, or moving a heavy load, a richer air/fuel mixture becomes necessary. Under lighter loads, a leaner mixture may suffice and provides improved fuel economy. In order to "mix" the air and fuel before combustion, the earliest internal combustion engines had carburetors. Although designs changed, the principle of the carburetor has remained the same, as a means for mixing air and fuel in correct proportions for a given engine load. Carburetors, refined over time, served quite well until the advent of electronic fuel injection. Carburetor Circuits Engine speed, load, and starting demands each dictate how fuel will be delivered. When the throttle is closed or slightly open, manifold vacuum is high, and fuel can flow by means of engine vacuum. If the throttle opens wider or heavy throttle is demanded, manifold vacuum drops accordingly. A carburetor must flow even more fuel at lower manifold vacuum-the greater the engine load, the lower the manifold vacuum. To deliver fuel at lower manifold vacuum and wider throttle openings, carburetors maintain fuel flow volume by the venturi effect. The throats of the carburetor have sized-down sections. As a column of air moves through the carburetor's throat, reduction in the bore size raises the velocity (speed) of the air column. This creates a low-pressure effect in the venturi areas. The vents above the float chamber enable fuel to move through the main discharge tubes into the low-pressure area of the venturi. Once discharged, the air/fuel mixture continues down the throttle bores and into the engine. 2/20Stripped for rebuilding, the pieces shown require caustic cleaning, thorough rinsing, and compressed air drying. When rebuilding a carburetor, begin with a complete inventory of the parts. Match up identification numbers whenever the carburetor's origins are uncertain. Jets and metering rods have engine-specific sizing and must match your engine's displacement and requirements. The carburetor must operate over a wide range of throttle openings, airflow characteristics, and manifold vacuum. Distinct "circuits" function in the different operating modes. Modern carburetors have: 1) an idle system, 2) off-idle system, 3) main metering system, 4) power system, 5) accelerating pump system, and 6) the cold-start choke system. Other refinements might include a secondary air valve on a four-barrel carburetor or a fully vacuum controlled secondary throttle. (A vacuum dashpot can control the opening of the secondary air valve.) When the throttle valves open wide, low manifold vacuum signals the air valve to open. On a carburetor like the Quadrajet, the idle system picks up fuel from the main fuel well. Sized idle tubes draw fuel into discharge tubes that mix this fuel with air from the idle air bleeds and the off-idle discharge ports. The mixture enters the carburetor bores via the adjustable idle needle orifices. These idle needle screws control the mixture flow at an idle and off-idle throttle position. The off-idle system still relies on manifold vacuum. As the throttle valves begin to open, strong manifold vacuum pulls fuel through the off-idle port. This port is just above each throttle valve and gets a strong vacuum signal as the valve begins to open. Note: This is the vacuum that we call ported. Ported vacuum signals are the typical source for a distributor's vacuum advance canister. Like the vacuum advance, the off-idle system responds with initial tip-in of the throttle. 9/20Here is the primary power piston assembly for a Quadrajet. Use care installing the retaining spring (top) and metering rods. Rod tapers are precisely matched for each engine design. Today, rods are nearly impossible to find through parts sources. Clean parts without removing brass material. Do not stretch the balance spring (bottom). This spring is factory calibrated to counterbalance manifold vacuum. Primary side main fuel metering begins off-idle and goes through wide-open throttle. The stronger manifold vacuum holds the main metering rods down in their jets. A spring counterbalances the vacuum pull, and when vacuum decreases, the spring pressure moves the piston upward. Tapered metering rods, attached to the piston, move upward and allow more fuel to pass through the jets. This is a smooth balance between a calibrated spring, sized rods, and jets, and the amount of manifold vacuum present. When power is needed, the fuel mixture enriches. At cruise and light loads with higher manifold vacuum, the rods remain lower and provide less fuel flow. Secondary power on four-barrel carburetors like the Quadrajet rely on vacuum signals, secondary metering rods, and an air valve. The throttle valves may be wide open, but full fuel flow will not occur until the low manifold vacuum signals the secondary air valve to open. The air valve opens and simultaneously lifts the secondary metering rods. This increases fuel flow and richens the fuel mixture. Other carburetor designs accomplish the same results as the Quadrajet with different means. The Holley carburetors, for example, use their familiar power valve. Fuel flow increases when manifold vacuum drops to the power valve's setting. Regardless of design, the goals are the same: 1) provide richer fuel mixtures when load increases, and 2) allow for more fuel flow under wider throttle openings. Common to nearly all carburetor designs is an accelerator pump. This mechanism is part of the accelerating system. Some accelerator pumps have cup seals and press fuel out of a round well. Other carburetors, like the Holley or Motorcraft square-flange units, use a diaphragm. The aim with the accelerator pump is to provide a smooth, powerful surge of power when the throttle opens quickly. The added "shot" of fuel is necessary because fast throttle openings mean more airflow with a lag in fuel flow. (Air is lighter than fuel, and fuel flows slower when the throttle opens rapidly.) Without the accelerator pump, there would be a momentary lean condition under hard acceleration. 10/20Float and power piston installed, note the tiny fuel and air bleed orifices. Air moving through the venturi rings will speed up. This creates a venturi effect and lower pressure within the boost venturi ring. Fuel moves to the low-pressure area through the main discharge tubes. Venturi flow begins with throttle tip-in and continues to full throttle. Surely important is the cold start circuit. This is necessary because the air/fuel ratio must be richer for a cold engine. Combustion is poor, and a 14.7:1 stoichiometric air/fuel ratio would cause stumbling, stalling, and poor idling in a cold engine. To compensate, the carburetor has a choke valve above the primary throttle bores. Chokes can open manually, electrically, or by engine heat. The earliest choke valves were hand-controlled by either a cable or rods. Heated chokes with a bimetallic coil spring and engine heat source became popular in the '30s. Electric chokes, essentially a variation of the bimetallic coil choke, came about in the '60s with the emergence of emission controls. Each design serves the same purpose to reduce airflow while maintaining fuel flow. An enriched air/fuel ratio is necessary for starting and operating a cold engine. Troubleshooting And Rebuilding Understanding the functions of a carburetor increases one's troubleshooting skills. By knowing what each circuit of a carburetor does, a tuner or troubleshooter can focus on the area of the carburetor that causes a problem. While a carburetor overhaul will generally provide wide enough coverage to eliminate most circuit quirks, the skilled rebuilder looks for specific components that create trouble symptoms. An important aspect of carburetor rebuilding is linkage adjustment. Air bleed vents, secondary release linkages, choke rod clearances, and accelerator pump settings are crucial to carburetor performance. It is not unusual for a factory-built carburetor to have incorrectly adjusted linkages. This month's photo illustrations will increase your knowledge of carburetor circuits. There is more to restoring a carburetor than cleaning the parts. Join me at my workbench, and we'll walk through the functions and needs of a carburetor. 17/20On the Quadrajet, this vacuum brake has two functions: 1) opening the choke further when the engine starts, and 2) unloading the secondary air valve. The brake is also designed to prevent secondary opening on a cold engine. When the engine is warm and the throttle has opened far enough to drop manifold vacuum, the brake enables the air valve to open. A calibrated diaphragm orifice on the brake offsets engine lag by keeping the air valve from opening until steady fuel discharges from the secondary nozzles. Note: Unless you have an EFI engine or induction system, your classic truck has a carburetor. This month, the focus is carburetor design and trouble spots. Understanding how a carburetor functions will enhance your tuning and troubleshooting skills. Note: To prevent hesitation as the secondary throttle valves open, the Quadrajet provides a small supply of fuel from the secondary accelerating wells, drawn by manifold vacuum. This is not the accelerator pump system, but rather an auxiliary fuel supply that helps the transition to the secondary metering rods and air valve opening. What Did You Learn This Month? Night School" would not be complete without a quiz! Don't worry about your testtaking skills or grades. This is an open-magazine, true or false test. Answers can be found in the "Night School" text, photos or captions. Have a good month! True or False Questions: 1. In its ideal combustible state, gasoline has a "stoichiometric" air/fuel ratio of 14.7:1. 2. Manifold vacuum decreases as engine load increases. Decelerating creates high manifold vacuum. Manifold vacuum is high at an engine idle. 3. Venturi effect does not rely on manifold vacuum to deliver fuel. In a carburetor bore, air speeds up as it moves through a restricted area, or venturi. This speed change creates a low-pressure zone in the area of the venturi discharge tube. This low pressure causes fuel to flow through the discharge tube's nozzle and into the carburetor bore. 4. Ported vacuum serves the off-idle fuel circuit. Ported vacuum is also the signal for a distributor's vacuum advance mechanism. 5. Hesitation or stumble at throttle tip-in can be caused by a defective vacuum advance in the distributor. A weak accelerator pump can create this same symptom during acceleration. 6. Idle mixture screw adjustments have little effect on engine performance at cruise speeds. 7. The cold start system, typically a choke mechanism, makes the air/fuel ratio lean. Cold engines need a leaner fuel mixture to run smoothly. 8. If the engine still ran before your carburetor rebuild, there is no reason to adjust the linkages. Linkage adjustments have little effect on carburetor performance. 9. The Quadrajet was popular for a wide range of General Motors engines. In outward appearance, Quadrajets look similar. A Buick V-6 application would have the same jets and metering rods as the Quadrajet on a 500ci Cadillac V-8. 10. A worn throttle shaft or throttle plate bore creates vacuum leaks. You can test for a worn throttle shaft or plate before removing the carburetor from the engine. Answers: 1 true, 2 true, 3 true, 4 true, 5 true, 6 true, 7 false, 8 false, 9 false, 10 true Read more: Follow us: @HotRodMagazine on Twitter |HotRodMag on Facebook This page is made up of information I gathered from the Internet, requests I made by email, Bill Stacey from, Cliff? and many other sources. These are not all my personal experiences but a lot can be gleened from this information. Use it at your own risk, I can't accept any liability if you blow your engine up or anything :). QUADRAJET ARTICLE Rochester's Quadrajet carburettors were a staple of General Motors V-8 powered vehicles from the late 1960s until the switch to electronic fuel injection was finished in the late 1980s. Capable of both fuel economy (for a V-8) and performance they made a name for themselves, although it is sometimes used as a curse. When introduced it was the most complicated carburettor of its time, incorporating fourbarrels and many functions (ie fast idle, choke). It was a fearsome rebuilding task for most technicians who were used to tuning Holleys and Carters. The myriad of linkages, internal circuits, and easily lost tiny pieces were incomprehensible to some. With age the Quadrajet earned a following of technicans who understood its design and recognized its potential. The primary barrels of the carburettor are tiny compared to most four-barrel designs, but this is what gives the Quadrajet its gas milage edge. In contrast, the secondary barrels are huge, providing a performance edge. During normal driving the primary barrels are adequate for cruising speeds. The beast comes out when the pedal is depressed further. The secondaries open and there is the slightest amount of delay as the accelerator pump richens the mixture. A Quadrajet carburettor car is often distinguishable from other cars by the sound of the engine as the secondaries open. There is a moment of quiet followed by a large increase in exhaust volume, sometimes described as a 'booming' noise. Most performance enthusiasts shun the Quadrajet as a stock carburettor laden with useless emissions controls. In reality, the Quadrajet offers performance on a par with most aftermarket carburettors while retaining good driveability and gas mileage. With a little modification most Quadrajets can easily reach 750cfm (cubic feet per minute) airflow. There were many iterations of the Quadrajet, even including some electronic versions produced while General Motors were dragging their feet in changing to electronic fuel injection. The most desirable are the ones produced in the mid-seventies on bigblock powered high-performance and luxury cars. These can flow up to 800cfm in the stock configuration. AIR VALVE ADJUSTMENT A full 90 degreeing opening can inhibit fuel flow from the tubes. By 90 degrees I'm talking about the rear portion of the flap, the front will go past 90 degrees on a correctlyset up carb. The very best q-jets, Ram Air, Super Duty and Ho models were set so that the secondary flaps leading edge is 1.130" to the edge of the opening in the airhorn when fully open. Going beyond this can cause a lean spot as it effects how well fuel is pulled from the tubes and the lower edge of the flap nearly blocks the openings. NEEDLE AND SEAT I make my own hp needle/seat assemblies. I have found that .130" is the best all around size for hp use. You can go to .149" but it shows no performance gain. It is imperative that the fuel pressure be set at 3.5 to 4 psi, excessive pressure can cause problems with the larger needle/seat assemblies. To make your own hp seat, obtain a numbered drillbit set. Gently install the seat in a soft jawed vise. Drill from bottom to top being carefull to keep the bit straight. No matter how carefull you are a slight "dog ear" will be formed on the seating surface. Use a spare steel checkball and small punch to form a new seat. Vacuum test the seat by installing it in a carb with the float and needle. Invert the carb while holding the float pin in place. Use a vacuum pump hooked up to the fuel inlet via a 3/8 metal line. APT is the adjustable part throttle. The carb in the picture should have a metal pin on the front of the power piston. The pin contacts an adjustment screw in the main casting. Most of the later metering rods have a tapered second step. By raising/lowering the adjustment screw you will have fine control of the part throttle mixtures. The later carbs will also have very small idle fuel supply holes in the baseplate. I would enlarge them to .090". Depending on your cam/compression ratio combination you may also need to enlarge the idle tube restrictions, idle channel restriction and add some idle bypass air. I would need to know all engine/drivetrain/vehicle specs to advise further in this area. For secondary rod selection obtain a set of AX .040" rods with long tips. They are a good starting point, I use them in the hot months. I use a custom machined .028" set of rods for cooler weather, and a set of custom .034" rods for moderate weather. As I mentioned earlier the late style carbs make very good hp units, but they will need some help in several areas. Another benefit is that they are 800cfm and work very well on large cid engines. I don't work on a lot of Buick's but suspect that you folks are running well using a lot of stock parts. My GTO uses a very mild medium compression 455. I have a stock iron intake and q-jet, Pontiac Ram Air cam and headers. My car runs very low 12's at 112 mph in full street trim thru the exhaust on Hoosier Quick Time Pro tires. Hope the info helps some....Cliff GENERAL TIPS The secondary choke pull-off is not needed. I would retain the primary pull-off and add an electric choke even if you are eliminating the shaft and flap. This will allow fast idle on cold start-ups and you won't have to "feather" the throttle for 2-3 minutes till it will idle on it's own. In addition to the mods you mentioned I would make sure the carb has a hp needle/seat (at least .130"), brass float and sufficient idle/off idle fuel for your engine. Set the float at exactly 9/32". I would also obtain or modify the primary choke pull-off for a 1.52 second release time, most are 3-5 seconds. The secondary airflap will have a limited opening angle, it should be increased by grinding the stop to duplicate the angle of the early HO and Ram Air carbs. I WOULD NOT change primary jets/rods, the carb has APT, this allows for fine metering control of the part throttle mixtures. ADJUSTING AIR VALVE Did you see how to adjust your air valve? You might have to take an allen key and a small screwdriver (I use one of those long electrical ones with the red insulation that goes down to the tip which usually came in Stanley screwdriver sets) because you have to tune it until any flat spots disappear. Loosen the spring tension slightly on the air valve until it starts to bog down a little and bring it back up until the bog disappears and a little more and your set. Then it's set for your car and you'll have bog free performance when you floor it from there on and it shouldn't change either. It seems like a lot of work but if you can find a section of isolated road. you'll know pretty quickly if you have a bog. Then you get out and adjust it a little and shut the bonnet and floor it again. ADJUSTING AIR VALVE TENSION If you follow that linkage to the arrow on the left in the picture you should see a little flat head screw through the linkage bracket. You'll have to move the linkage back a bit and slide your screwdriver in through the bracket and onto the screw. Directly under the screw is a small allen head grub screw which locks it into position - it's under so you won't be able to see it but trust me it's there. You might have to get a small mirror and a light to locate it for the first time. 1) use both hands to locate the allen head screw underneath and place the allen key on it but don't turn it! 2) Hold allen key in place with your left hand while using your right hand to place the flathead screwdriver onto the adjusting screw. 3) Making sure that you don't let go of the adjusting screw, loosen the allen head grub screw a little bit. Just enough to allow the screwdriver to turn the adjusting screw. The adjusting screw holds tension from a spring so if you loosen the locking screw without holding the adjusting screw it will unwind like a window blind and you'll have to start over again from zero tension (which is another story). 4) loosen the adjusting screw no more than 1/4 of a turn and preferably 1/8 at a time and tighten the locking screw. You won't be able to see how the air valve butterflies "flop" until you take the screwdriver out and allow the linkage to go free but I suggest that after 1/4 turn you go out and drive it. It should flop open easily but also have enough spring pressure to make sure it closes or it's bog city for you. Floor it under all sorts of conditions and keep loosening it until it starts to bog when you floor it then come back 1/8 of a turn from that point. If you can loosen it 1/4 to 1/2 a turn and still not bog then it needed it. If it bogs on 1/8 to 1/4 of a turn then it was about right and you should leave it. In any case, loosen it until it bogs and 1/8 turn back from that and you should be right. I'll be very surprised if you loosen beyond 3/4 of a turn of where it is now. The leaner the rods the less quickly you can open the airvalves without it bogging. When you have a loose air valve flap you better have the rods to back it up (which we have with the AX/B combo) because there's going to be a whole lot air coming in pretty quickly and it's going to need a lot of fuel. I hope you understand all that because I typed it all off the top of my head without looking back. Metering Rod Chart Nombre de archivo: Directorio: Plantilla: Documento1 C:\Users\ALFREDO\AppData\Roaming\Microsoft\Plantillas\Norma l.dotm Título: Asunto: Autor: ALFREDO Palabras clave: Comentarios: Fecha de creación: 29/12/2014 08:07:00 p.m. Cambio número: 1 Guardado el: Guardado por: Tiempo de edición: 43 minutos Impreso el: 29/12/2014 08:55:00 p.m. Última impresión completa Número de páginas: 35 Número de palabras: 5,836 (aprox.) Número de caracteres: 32,100 (aprox.)