SPArKy_Dave

Example - Drive gear = 6 teeth (common on C6 Transmissions) Gear ratio = 3.45:1 Tyre Rev per mile = 786.89 Divide by 1001  6 x 3.45 x 786.89 / 1001 = 16.27 Teeth 

The worm drive, looks like it's machined into the output shaft, on that transmission? I'd try a driven gear with less teeth, to speed it up? Driven Gear Teeth = Drive Gear Teeth x Gear Ratio x Tyre Revolutions per mile, divided by 1001. Tyre Revolutions per mile = 20,168 divided by Tyre Diameter in Inches Tyre Diameter in Inches = (section width x aspect ratio divided by 2540x2 + Wheel Diameter Example - 225 x 60/2540 x2 + 15 = 25.63 20,168 / 25.63 = 786.89 Example - Drive gear = 6 teeth (common on C6 Transmissions) Gear ratio = 2.92:1 Tyre Rev per mile = 786.89 Divide by 1001 6 x 2.92 x 786.89 / 1001 = 13.77 Teeth Smallest you can get is 16teeth I think? So it will probably be out about 10km/hr, but heaps better.

The Italian made Weber 34adm Carburettor, was factory fitted to XE/XF Falcon 6cyl, Ford F100-350's and Ford Bronco 6cyl. It existed as factory fitment, from mid 1982, up till March 1993 - when the XF Falcon commercial range ended, and the XG Falcon was launched. The purpose of this thread, is to have Technical and Parts info for the Weber 34adm Carburettor, all in one location. I will edit and add to this first post, as I find further info. If anyone has any additional info on these carby's, they're most welcome to add it into the thread. Exploded_view_of_WEBER_34_ADM_0_USD.pdf List of parts: No Part No Price Pcs Description 1 31716.461 $ 0 1 Carb Top Cover 2 37022.004 $ 10.3 1 Filter element 3 64700.005 $ 0 6 Top Cover Fixing Screw 4 64010.034 $ 0 1 Choke throttle valve 5 64525.003 $ 0 2 Choke plate fixing screw 6 10015.274 $ 7.8 1 Choke shaft 7 10140.501 $ 1 1 Locking Ring 8 41565.008 $ 0.8 1 O ring 9 55510.034 $ 0.4 2 Lock Washer 10 64700.001 $ 5 2 Fixing Screw 11 52135.018 $ 3 1 Dust seal plate 12 61070.002 $ 3 1 Dust seal plug 13 57804.446 $ 0 1 Auto Choke Assy. Including 14 64560.004 $ 0 3 — Diaphragm cover fixing screw 15 64595.005 $ 5.8 1 — Diaphragm adjusting screw 16 32384.060 $ 0 1 — Diaphragm cover 17 47600.229 $ 0 1 — Diaphragm loading spring 18 47407.226 $ 0 1 — Choke diaphragm 19 47605.030 $ 0 1 - Return Spring 20 41640.052 $ 3 1 Auto Choke Body Gasket 21 57804.483 $ 0 1 Autochoke Thermostat 22 52135.029 $ 2.4 1 Choke Lock Ring 23 64615.004 $ 0 3 Screw 24 52570.006 $ 6.5 1 Idling jet holder 25 41565.002 $ 0.4 1 Idle jet holder O Ring seal 26 74403.060 $ 3 1 Secondary idle jet 27 64700.010 $ 0 2 Fixing Screw 28 55510.038 $ 0 2 Lock Washer 29 31800.027 $ 0 1 Capsula minimo accelerato 30 - $ 0 1 Carburetor Body 31 47600.007 $ 2.3 1 Idle Screw Spring 32 64625.012 $ 6.5 1 Throttle Adjustment Screw 33 64595.013 $ 0 1 Secondary throttle adjusting screw 34 67016.092 $ 0 1 Carburettor shaft base. including: 35 10000.264 $ 0 1 Primary Throttle Shaft 36 41575.010 $ 3.2 1 Bushing 37 10015.273 $ 0 1 Secondary Throttle Shaft 38 64005.113 $ 0 2 — Throttle valve 39 64520.027 $ 0.6 4 Throttle plate screw 40 45048.124 $ 0 1 Throttle control lever 41 64595.035 $ 0 1 Throttles adjusting screw 42 34715.014 $ 1 1 Throttle Spindle Nut 43 55520.002 $ 1 1 Shaft Lock Tab 44 12775.092 $ 0 1 Boccola guida leva allentata 45 45069.092 $ 0 1 Lever 46 47610.175 $ 0 1 Molla leva allentata 47 47610.091 $ 0 1 Choke lever return spring 48 55555.019 $ 0.9 1 Shaft Spacer 49 41575.010 $ 3.2 2 Bushing 50 64700.016 $ 0 2 Fixing Screw 51 55510.018 $ 0 2 Lock Washer 52 61075.013 $ 4 1 Idle mixture tamper proof plug 53 64750.080 $ 0 1 Idle Mixture Screw 54 41565.010 $ 0 1 Idle Mixture Screw O Ring 55 39152.015 $ 0 1 Base Spacer Heat Gasket 56 43914.060 $ 0 1 Idle Cut Off Solenoid 57 55530.020 $ 0 1 — Rosetta ondulata 58 74409.060 $ 3 1 — Idle jet 59 41535.024 $ 0 1 Guarnizione Intercettatore minimo 60 34710.003 $ 1 1 Throttle Shaft Nut 61 55520.004 $ 1 1 Throttle Shaft Lock Washer 62 14850.140 $ 0 1 Pump Cam 63 12750.103 $ 0 1 Boccola distanziale leva allentata 64 55530.014 $ 0 1 Rosetta ondulata leva allentata minimo accel. 65 45067.048 $ 0 1 Leva allentata comando mimmo accelerato 66 10140.304 $ 0 1 Anello elastico ritegno leva allentata 67 55510.081 $ 1.2 1 Washer For Shaft 68 55525.001 $ 0 1 Spring Washer 69 34705.001 $ 0.8 1 Secondary shaft fixing nut 70 47600.092 $ 0 1 Pump Spring 71 47407.146 $ 0 1 Pump diaphragm 72 32486.084 $ 0 1 Accelerator Pump Cover 73 64565.001 $ 0 2 Screw 74 64700.019 $ 0 2 Pump Cover Screw 75 34715.003 $ 0 1 Nut 76 32240.501 $ 0 1 Interruttore unipolare 77 14975.081 $ 0 1 Cavo unipolare 78 58510.008 $ 0 1 Staffa interruttore 79 47407.182 $ 0 1 Membrana valvola piena potenza 80 47600.005 $ 3.5 1 Starter Valve Spring 81 32384.046 $ 0 1 Coperchio valvola piena potenza 82 64565.001 $ 0 3 Screw 83 64565.001 $ 0 4 Screw 84 52000.015 $ 1.1 1 Float pivot 85 32484.044 $ 0 1 Coperchio pompa pneumatica 86 47600.279 $ 0 1 Spring For Diaphragm 87 47407.163 $ 0 1 Membrana pompa pneumatica 88 73801.210 $ 3.7 1 Main jet 88 73801.140 $ 3 1 Main jet 89 61440.220 $ 9 1 Primary Emulsion Tube 89 61440.491 $ 0 1 Secondary Emulsion Tube 90 77201.160 $ 3 1 Secondary air correction jet 90 77201.170 $ 3 1 Primary Air Corrector Jet 91 76407.060 $ 13 1 Pump jet 92 41565.001 $ 0 1 Pump Jet ´O´ Ring 93 41565.008 $ 0.8 1 O ring 94 61075.002 $ 0 1 Tappo coperchio sgolfatore 95 70508.450 $ 0 1 Auxiliary Venturi Secondary 95 70508.450 $ 0 1 Auxiliary Venturi Primary 96 41705.072 $ 0 1 Top Cover Gasket 97 41015.004 $ 33.2 1 Float 98 79510.175 $ 0 1 Needle & Seat 99 83102.070 $ 1 1 Gasket for Needle Valve 100 43921.100 $ 0 1 Intercettatore ricircolo completo di: 101 55530.016 $ 0 1 — Wavy Washer 102 58000.019 $ 0 1 — Cup Washer 103 41565.001 $ 0 1 — Idle jet holder O Ring seal 104 74409.100 $ 3 1 — Idle jet 105 61002.019 $ 0 1 Fuel Filter Cover 1. Throttle nudger: On the XE/XF Falcons this is used to hold the throttle open slightly during an overrun condition by applying vacuum at the hose fitting. The screw in the top sets how much the throttle is held open. 2. Accelerator pump accumulator: Receives the fuel charge from the accelerator pump and controls the discharge rate of the fuel into the air stream. 3. Fuel inlet fitting. 4. Fuel filter plug. There is a small plastic filter under this plug. 5. Fuel return. On some models this is used to return fuel to the fuel tank when item 6 (below) is fitted. 6. Fuel return solenoid fitting. On some models there is a solenoid screwed into this fitting that energises when the throttle is closed, allowing fuel to return to the tank when at idle. 7. Idle solenoid. Allows fuel to flow in the idle circuit when this solenoid is energised. +12 Volts must be applied to this solenoid when the ignition is switched on. 8. Power bypass circuit actuator diaphragm. Allows fuel to flow in the power bypass circuit when low manifold vacuum is sensed. 9. Accelerator pump lever. 10. Electric automatic choke mechanism. Under the green plastic cover there is a heater element and a bi-metallic spring. +12 Volts is applied to the threaded stud in the centre when the ignition is on. The heater element heats up and in time, causes the bi-metallic spring to rotate the choke shaft, causing the choke to open. Loosening the three screws allows the cover to rotate, to adjust the choke to the correct fully open position after warm-up. 11. Fast idle screw. Adjusts the fast idle speed. Operates whenever the choke is partially closed. There are several steps of fast idle due to the operation of a stepped cam inside the choke mechanism. Adjustment should be made for fast idle on the first step after a cold start. Do not use this screw to adjust the normal idle speed. 12. Choke pull-off diaphragm. Cracks the choke open slightly as soon as the engine starts. Under the small brass plug at the centre there is a grub screw that adjusts how much the choke is cracked open. 13. Accelerator pump. Pumps fuel into the air stream, via the accelerator pump accumulator, during hard acceleration. 14. Idle speed screw. Adjusts the idle speed. To be adjusted only after the engine has reached operating temperature, and the choke is fully open. 15. Vacuum advance connection. Connects to the distributor vacuum advance diaphragm. 16. Idle mixture screw. Adjusts the idle fuel/air mixture. Stock jetting for 4.1l Crossflow Weber 34adm carburettor- Primary Idle: 70 Secondary Idle: 60 Primary Fuel: 140 Secondary Fuel: 210 Primary Air: 170 Secondary Air: 160 The following jetting, apparently gives excellent throttle response, very smooth idling and excellent pickup on secondaries. For a stock 3.3l Crossflow Motor. Primary Idle: 75 (70 factory fitment) Secondary Idle: 65 (60 factory fitment) Primary Fuel: 140 (135 factory fitment?) Secondary Fuel: 220 Primary Air: 160 (160 factory fitment) Secondary Air: 180 (160 factory fitment) There are five springs in total fitted in this carb. By process of elimination you can work out several of them but some are interchangable and if fitted incorrectly will cause mixture problems. So keep the springs with their correct counterpart. Shown are the vacuum passages to the power valve diaphragm and the boost accelerator pump. When vacuum drops to a pre-determined level the power valve diaphragm is pushed into the power jet which opens the ball to allow more fuel into the main circuit. Also the loss of vacuum applies an extra amount of fuel to the accelerator pump circuit over and above what the accelerator pump diaphragm will deliver. This will usually occur when the second barrel is opened suddenly. The different spring length & tension will operate these devices at differing vacuum settings. The vacuum to the power valve & accelerator pump boost diaphragms is supplied through this tube. The vacuum port continues down through to the base of the carb between the primary and secondary bores. The tube also acts as a location dowel. It is long enough to pass through the thick gasket and into the base. Now what can happen is that if you don't line up the dowel perfectly to the base and you attempt to tighten the base screws then the tube can be pushed further into its bore in the body of the carb. The end result is a blocked vacuum passage. This will result in a rich cruise mixer and a hesitation when the second barrel opens suddenly. To check that the passage is unobstructed, place you mouth on the tube and suck or attach a tight hose and suck on it. It should feel easy to suck through. If not then this is what needs to be done. Remove the tube and the easiest way to do this is to stick a drill into the tube, then use a small pair of vice grips to grip it and twist it out. Cut a slot into the tube and then refit it back into the hole. Make sure the slot lines up with the vacuum passage and the tube protrudes through the thick gasket so it can line up with the base. The slot does not have to be as long as in the photo. If the tube is fitted at the correct depth, this mod would be unnecessary. https://www.ebay.ca/itm/FORD-FALCON-WEBER-34-ADM-SERVICE-KIT/264174927546?epid=2102017418&hash=item3d820d7eba:g:kYYAAOSwFV9X1ukr https://www.ebay.com.au/itm/WEBER-34-ADM-CARBURETTOR-SERVICE-KIT-FORD-FALCON-3-3-4-1/201732658915?hash=item2ef83416e3:g:RbgAAOSwa~BYPWPJ https://www.meat-doria.com/en/product_meat/W552.1 https://www.meat-doria.com/en/product_meat/W552

I would start pulling some fuses, to locate which circuit is causing the current draw. As with all modern vehicles, the immobiliser and other various devices, will flatten even the best battery after a few weeks or so of sitting. That's what happened with my BF wagon, when we were in self-isolation, only going out for essentials/food etc. My x-series, hold a battery charge for months, without being started or driven.

Does the spare XG Outback, still have the original shock absorbers in it? Could you remove them for pics, to add into this thread?

@Outback Jack, I found some old pics of NOS HD Motorcraft shock absorbers... They might be handy to have in this thread? Not sure if they're the same as the XG Outbacks, or just for XF/XG Country Pack optioned vehicles?

Thats awesome info mate. This thread deserves to be stickied to the top! See if you can maybe get the valving specs from Monroe, for those original discontinued T.V.E Outback shocks? People could then get Koni or Bilsteins set up, exactly as per the original units?

Yes I agree - not the solenoid, look further back into the circuit - Dodgy relay, dodgy ignition switch, partially blown fuse, loose connection, etc.

E-series have a micro-switch in the boot/liftgate latch mechanism from memory. XD-XF sedans have a push-button switch (same as the door switches) underneath one of the boot lid hinges.

High resistance connection somewhere in that circuit. It will support a low load - ie test light, but not high current - ie, starter solenoid.

If the dizzy isn't getting power, then the ECU won't fire the injectors. I'd be checking some powers and grounds in the engine bay personally. You may have accidently blown a main fuse?

Three of my pushrods, ended up a funny Z shape, just from starting it...

The blue wire, is for the Aircon compressor clutch. The alternator, looks like an EF/EL Mitsubishi one?

I'd suggest to get it driving with the Auto trans first, then plan for a Manual trans later on if the auto is no good. XF factory ULP (blue top) bosch injectors - 0280150726 - are 196cc/204g/min flow rate, with 14.5ohm resistance and the e-series - 0280150790 - injectors, are 191cc/149.7g/min and 15.9ohm resistance ie, the e-series injectors will make an XF run very slightly leaner, and the injectors will draw slightly less current. @Panko, could be why your wagon is more fuel efficient than most XF's? https://www.polog40.co.uk/article_injector_table.php http://users.erols.com/srweiss/tableifc.htm Aircon compressors are Sanden TRF90 I believe? (TR stands for Turbo Rotary scroll compressor) They can be used with R134a, but only with different oil, and a complete line/component flush out. I wouldn't convert it personally. It's far less work, to run the Hychill Minus30 refrigerant - which is quite close to the old R12, in pressure/temp operational properties. R134a, would also need a modern parallel flow condenser core (ie, from an XG ute/panelvan), to make the aircon work correctly. R12 only needed single flow condensers, as it is/was a better refrigerant. (ie, it's able to reject heat much faster, compared with R134a) R134a, also works at a higher pressure, thus loading the compressor, which will drain more engine power, compared with R12/Hychill. Here's an OzFalcon Aircon thread -

Could just be a loose/oxidised battery terminal and/or a loose/oxidised wire on the starter. I'd suggest to check those things first, and see how it goes.