Fitted the Reno 5 carb last night.
















These is a pic i had of a mates Reno, but he no longer own's it.



i was wondering where all the extra boost/vac hoses go on a R5?

 

mate, I didn't forget.. I now have contact details for the guy I was on about that can help with this. I'll send him a pointer to this thread.

 

 

NO1 is deffo the overflow for the float chamber so needs piping to under car, 2 i think is just a vac, think the std boost gauge on a 5 is off that port but not sure

 

Sounds about right..

I know the pipe nearest the fuel inlet on mine was blocked off (just dog out my old pics)

Not much help, but here's a digi pic I just took of my old engine bay pic I had.

You can just make out the pipe in question (no. 2 as you call it) with a small black pipe which is blocked off

 

yup over flow goes to front passenger wing by the death connector.

 

heres one i took earlier

 

i thought number 1 was a over flow,

But pipe 2, on mine isnt sealed, i mean it dont hold boost, or vacum..


The main problem is the idle % co,

 

PM sent..

Pete.,..

 

Why dont you use the SU carb from a maestro turbo?? A lot simpler and easier to work with...

 

i didn't go Su carbs, as when i tried to find out about them, some peep's sed they were Good, but more said thay were crap. Also no one could tell me if the fueling thro the rev's is good.
(edited) And they need to be mounted on the side of a inlet mani, which i haven't got space , whilist using aa cvh carb inlet mani.

So i went for R5 carb, which is meant to be up for 300bhp, and fueling can be tweaked to nearly spot on.


Pete Pm, replyed.

 

Lets hope you sort it Dan

I like your homemade inlet as well

Steve.

 

if it's any help i have this it even has rs on it, i think they are quite rare
well i'v only seen one in a book lol and were thin on the ground years ago
just gathering dust chap yours for the postage if any good to you

 

Hi Steve,


Badnews, pm sent.

 

No PM

Steve.

 

You plonker.

i sent a pm to 'Badnews' the username of the person who posted a pic of the carb.

 

Doh

Should have the car back on the road on thursday

Steve.

 

SU's are meant to be very good.

 

Steve, sound good.

Has it been of the road since the fire/ head gasket??


Rick, See my reasons why i chose against Su carb's above.

 

No, done that got it going and it was still not right. Took it apart and found the block was cracked. Sorted that and done a good 700miles and it started to knock so had it apart again, thats now sorted as well and will fit it thursday.

I ain't had any luck this year

Steve.

 

Thats luck for ya mate.


Hope its ok this time.

 

UPdate TIME.

- 1st,
i pressure tested the R5 carb to 20psi, and stone me dead, NOT A LEAK, silent. just a few tiny bubbles from the butterfly shaft, (i get the same on my cossie)


- 2nd,
i connected the actuator to a outlet on the carb, (inlet mani boost pressure only)
and now runs with in 0.5 psi from 3500 to 6200 rpm


- 3rd
i've managed to get it running 18 psi after carb, and it fuels 12.3-12.5 :1 AFR from 3500 to 6200 rpm. Thats the best i've seen any xr2 N/A or TT's fueling under full throttle.
Ps its fly's. It feels alot better than when i was running 18 psi on the TT/xr2 carb, purely due to the AFR being correct thro the rev's.


-4th
Theres one major draw back, which i've been trying to sort, and have improved it no end, but still far from prefect.
and thats the fueling on cruise. ITs loves to over fuel, Where as i had my TT carb set at 14.5 - 15.5:1, i was seeing 9.8-16.8: 1 at different throttle positions.
i have since got it to 11.5 - 16:1, But need to get it to 14.0 -15.5 :1 as below 13.5:1 is mega rich for cruise, and bore washing the engine, and above 15.2:1 causes flat spots and hassertation.
But due to the design of the R5 carb its not simple to change, it has fixed jets built in the carb, so i'm drilling this, and spending ages making sure no swarf is still in the carb.

But also i dont know how well a R5 runs off boost, so might be a common thing.

i'm now running, a 120main jet, a 125 air let, a 0.5 enricher fuel jet, and a 1.5mm fixed jet. and a 2.2mm needle.
a std R5 runs 120 main, 125 air, 1.0mm enricher, and a 1mm fixed. and a 1.7mm needle.

i've tried from 1.0 -1.5 mains, 0.5 - 1.25 enricher, 1.0 - 1.5 fixed, and 1.7 - 2.2 needle.
But what i'm using fuels fine at top end, but ok on cruise. with some flat spot's.


- 5th,
i've had to modifie the samco pipe that connects to the top of the carb, as had problems of blowing off, but now cured.

Will get some more pic's up soon.

 

You in Dan ?

Could pop down.

Steve.

 

I take it that is your R5 Turbo?? Are you selling ?? i ame after one for my son

 

hi, steve.

nice to see you/ and work on your car. lol.

your xr4 pulls stronge,

cant believe how laggy it is, 1.5 bar @ 3050 rpm

and i checked his boost gauge, and rev counter against my accurate ones.

 

Thanks for fixing it

The TT XR2 ain't bad either, pulls very hard after 4k

Have to meet up again when we have more time.

Steve.

 

You forgot to mention it holds it all the way to 6750 rpm

Steve.

 

After playing with the carb alot on saturday.

i still cant get it to fuel well off boost.

i've manage to get 13.0-13.3:1 on town driving, and 14.0:1 on motorway, and keeping fueling @ on boost 12.0-12.2:1.
But it has a large flat spot @ 3200 - 3600 rpm, under slight acccelaration, AFR goes to 16- 17.0:1, and seems to be were it changes from vacum to boost, I've tracked it back to the enricher diapham set up, but cant cure it/


i've tried everything nearly, and starting to believe thats as good as the R5 boys most do. as never seen a tuned R5 with a AFR fitted.

 

Keep up the work. Some good info and experiance on this thread

 

You sure?

Main jet, air correction jet, and err, the other jet are all removable and swappable?

Or do you mean other ones?

PS, sorry not text you back, my phone is playing up, nice results tho

PPS, good thread, GT Turbo carbs are ace and the results you getting are why I always praise GTTs, great for sorting the fueling, unlike all other carbs in the world, ever

 

Cheers Jano.




The R5 carb has, and what i've found each do to the fueling.

-a idle jet, Removeable,, just for idle mixture, along with mixture screw,
-a main jet, Removeable, which does slight bit of idle, but more importently consistant throttle steady cruise, and top end.
-a enricher jet, Removeable, which does all throttle position changes enrichment, and top end,
-a fixed jet(not removeable jet) does any high rpm and boost fueling.
- throttle kicker enricher (no need to change at all, and not changeable), does sudden throttle response enrichment to stop hessation.
-a air jet, Removeable which seems to do all fueling.


i've tried 1.00 - 1.50 mains, 120 main is good for round town cruiseing, but toooo lean for higher rev cruise (ie motorway stuff) and anything above 125mm is good for full boost and motorway stuff, but too rich for idle and town cruise.

-enricher jet, from 0.5 to 1.4mm, 0.6mm is best for town cruise, but too lean for motorway and full boost. So 1mm is best ave.
-fixed jet, i've tried 1mm to 1.4mm, 1.4mm seems best, as can run smaller enricher and main, and still fuel fine on boost.
- I've also tried to modifie the way the diaphrams work on the fixed and enricher jets, but changing spring rates and spacings.

also tried them all together in all the different combiations.





The thing is i can get it driving nice on and off boost, but the AFR's say different, as over fueling (but not bogging at all)

Thats why i think R5 boys run rich also, but would like to be proved Wrong.

 

Shithot info there mate, handy too as i will be using a GTT carb again soon

And i think your right about the fueling "issue" my GTT always ran rich (according to lamda, couldnt see or feel it), i ran a 135 main jet (167@wheels@6750rpm@23psi).
Cant remember what sizes the others were now, been years.

 

Also forgot the needle valve.

Std R5's are 1.7mm but found it to restrict the fuel flow on over 5000 rpm, so redrilled one to 2.2mm, But getting the seal good again was a problem, as i cant find anyone of my usual carb dealers who sells larger ones.

But now it flows enough.




Also cause of the issue of the R5 forum being members only, i could NOT find out info on the carb and what each jet does at all, So everything i've tried is just trial and error, which takes TIME.

 

Well im MEGA glad you found out, well handy, fair play mate

 

i used a 140 jet in mine


damm no wonder it puffed a bit of black smoke every now and then

mind i did have 25 psi running trough it

 

mine runs upto 22psi @ inlet, which is about 30-35 psi before the carb

 

gotta love that pressure drop

wat was the pressure drop on your XR2 carb mate?

 

i guess'd the pressure drop then, As not checked it at 20+psi.


But at 17psi, its 25 psi before carb @ 5500 rpm on the R5 carb.

and on the xr2tt carb at 17psi at inlet, its about 21psi. @ 5500 rpm.




This is some data from testing my xr2tt, with R5 carb on low boost.


RPM, Boost after carb (psi), Fueling (afr), ACT's (oC), pressure drop across the carb.(psi)

1000rpm---vac-------14.0afr---24oC---0psi.
2000rpm---2psi-------10.2afr---19oC---0psi.
2500rpm---4.5psi-----12.4afr---18oC---0psi.
3000rpm---9psi-------12.4afr---19oC---1psi.
3500rpm---11.5psi---12.2afr---21oC---2psi.
4000rpm---11.5psi---12.0afr---27oC---2.5psi.
4500rpm---10.5psi---11.6afr---29oC---3.5psi.
5000rpm---10psi-----12.0afr---29oC---4psi.
5500rpm---9.5psi----11.8afr---29oC---4psi.
6000rpm---8.5psi----12.0afr---30oC---5psi.
6200rpm---8.5psi----12.2afr---30oC---5psi.

And compared to the std xr2 carb, which is same pressure drop @ 4000, but 2.5 psi less at 6000 rpm.