Jerry
My current jetting for 45COE -54?s as set on the dyno for Avgas with 12:1 comp ratio, 300 degree .41 lift cam and 8300 max rev limit. 31 to 32 degrees max ignition advance and large diameter 4 to 2 to 1 extractors
Choke 36mm
Main jets 150
Air corrector jets 170
Emulsion tubes F16
Idle jets 50F8
Pump jets 40
Aux venturi 4.5
Pump spring No data
Pump stroke No data
Pump vent No data
Float valve and needle No data
Intake trumpet length 40mm with oil treated foam socks
Notes: First progression hole peened partially closed to get correct progression on dyno
A couple of other alternatives as starting points
Original S2 26R 45DCOE -13
Choke 36mm
Main jets 140
Air corrector jets 160
Emulsion tubes F16
Idle jets 45F9
Pump jets No data
Aux venturi No data
Pump spring No data
Pump stroke No data
Pump vent No data
Float valve and needle No data
Intake trumpet length No data
Notes: This is a prety standard spec for a 1600 with 36 mm chokes I dont think lotus did much work on its development. They expected buyers of 26R’s to do their own dyno work to setup the cars I think.
Brian Hart Big Valve 45DCOE ( light open wheeler 9000 rpm 190 hp)
Choke 40mm
Main jets 160
Air corrector jets 160
Emulsion tubes F16
Idle jets 45F9
Pump jets 45
Aux venturi No data
Pump spring No data
Pump stroke No data
Pump vent No data
Float valve and needle No data
Intake trumpet length No data
Notes : The 40mm choke Brian Hart spec is probably to large for the heavier Elan and milder cams that most people run. I have a friend who just started running 38mm chokes in his S4 seven with the same basic engine spec as mine, this may be a more doable step in an Elan
Does not look as if your proposed jetting is to far out, you did not give an air corrector. Your jetting is going to produce a richer setting across most of the range compared to mine but that variation could come out of fuel density and viscosity variation.
Modern Fully Mapped engine managment systems with crank position sensors, throttle bodies and knock sensors etc will enable you to get more power more flexibly by running closer to the limits for any specific fuel and engine design than is possible with carbs and mechanical distributor. My historic racing class does not allow this sort of stuff so I have never gone down that route. Plus I like playing with the old mechanical stuff. If I did not then I guess I would have to buy an Elise
regards
Rohan