Main Jet DGV, DFV, ICT EPC 210

OVERVIEW

When it comes to extracting every ounce of horsepower and reliability from your air-cooled powerplant, the devil is truly in the details. The EMPI Main Jet for DGV, DFV, ICT, and EPC series carburetors is a critical component for any serious engine builder or enthusiast looking to fine-tune their fuel delivery system. This specific .210 size jet is engineered for high-demand scenarios, providing the necessary fuel flow during the high-speed circuit operation where your engine needs it most. Whether you are running a progressive Weber 32/36 on a daily driver or a dual ICT/EPC setup on a performance-built street machine, having the correct main jet size ensures that your air-fuel ratio remains optimal, preventing the dreaded lean condition that can lead to overheating and catastrophic engine failure in the Volkswagen air-cooled environment.

Precision is the hallmark of EMPI''s carburetor components, and this main jet is no exception. Machined from high-quality brass to exacting tolerances, it offers consistent flow rates that you can depend on mile after mile. In the world of VW performance, "close enough" simply doesn''t cut it; the difference between a sluggish throttle response and a crisp, high-revving engine often comes down to a few points in jet sizing. By utilizing this .210 main jet, you are taking control of your engine''s volumetric efficiency, allowing for a tailored tuning experience that accounts for local elevation, humidity, and specific engine modifications. It is an essential tool in your tuning arsenal, designed to integrate seamlessly with both genuine Weber and EMPI EPC series carburetors, ensuring that your Bug, Bus, or Ghia performs with the legendary spirit it was born with.

FITMENT

This main jet is designed for use with a wide range of popular carburetor models and air-cooled Volkswagen applications, including but not limited to:

• Carburetor Compatibility: Weber 32/36 DGV, 32/36 DGAV, 32/36 DGEV Progressive Carburetors.
• Carburetor Compatibility: Weber 32/36 DFV, DFAV, DFEV Progressive Carburetors.
• Carburetor Compatibility: Weber 34 ICT Single Barrel Carburetors.
• Carburetor Compatibility: EMPI 34 EPC Single Barrel Carburetors.
• VW Beetle: All years equipped with aforementioned aftermarket carburetor conversions.
• VW Super Beetle: 1971-1979 models utilizing Weber or EMPI performance kits.
• VW Bus / Type 2: 1950-1979 Split Window and Bay Window models.
• VW Karmann Ghia: 1956-1974 models with upgraded fuel systems.
• VW Type 3: Notchback, Squareback, and Fastback models with dual ICT/EPC setups.
• VW Thing: 1973-1974 Type 181 models.

SPECS

• Brand: EMPI
• Part Number: 73801.210
• Jet Size: .210 (Metric equivalent 2.10mm)
• Material: Precision-milled industrial-grade brass
• Circuit Type: High-speed / Main fuel circuit
• Thread Pitch: Standard Weber/EMPI DGV/ICT/EPC compatibility
• Package Quantity: Sold individually
• Application: Optimized for high-displacement or high-performance air-cooled engines

PRO TIPS

Tip 1: The Art of the Spark Plug Reading

To determine if the .210 main jet is the correct choice for your specific engine configuration, perform a "plug chop" test. Take your VW to a safe, open stretch of road and run the engine at wide-open throttle (WOT) through third gear, then immediately turn off the ignition and coast to a stop. Pull your spark plugs and examine the porcelain insulator. A light tan or "coffee with cream" color indicates a perfect mixture. If the plug is white or blistered, you are running lean and may need an even larger jet; if it is sooty and black, you are running rich. Given that a .210 is quite large, it is typically reserved for engines with significant modifications or those running at very low altitudes where the air is dense.

Tip 2: Balance the Main Jet with the Air Corrector

Remember that the main jet does not work in a vacuum; it works in conjunction with the air correction jet. The main jet controls the volume of fuel, while the air corrector controls when that fuel is "emulsified" or mixed with air as the RPMs increase. If you find that your engine runs great at mid-range but starts to stumble or lose power at the very top of the RPM band, you may need to adjust your air corrector size rather than just swapping the main jet. Always make incremental changesusually one or two sizes at a timeto avoid overshooting your tuning goals and causing unnecessary flat spots in your acceleration curve.

Tip 3: Avoid Mechanical Damage During Installation

Brass is a relatively soft metal, and these jets feature a small slot for a flat-head screwdriver. It is imperative that you use a screwdriver that fits the slot perfectly across the entire width. Using a screwdriver that is too small can easily "chew" or burr the edges of the brass, which can actually disturb the airflow and fuel turbulence entering the jet. Furthermore, never use a wire or a metal pick to clean a jet if it becomes clogged. The smallest scratch inside the orifice can alter the flow characteristics of the jet significantly. Always use high-pressure compressed air and a quality carburetor cleaning solvent to clear any debris from your .210 main jet to ensure its calibration remains true to its spec.