70 S2 0044Q

[jbcollier]

In an easier to read chart:


Europa ........... Europa ......... Box
1470cc ...........1470cc ......... Stock
Weber ............ Weber .......... Weber
DGV ............... DGV ............. DGV 5A
Pri / Sec ......... Pri / Sec ....... Pri / Sec
32  /  36 ......... 32  /  36 ........ 32  /  36 ... Throat size, mm
26  /  27 ......... 26  /  27 ........ 26  /  27 ... Choke size, mm
150 / 145 ..... 145 / 135 ...... 140 / 135 .. Main Jets
175 / 170 ..... 165 / 160... ... 165 / 160 .. Main Air Corrector
F50 / F6 ....... F50 / F6......... F50 / F6 ... Emulsion Tube
55  /  50 ........ 55  /  50 ......... 55  /  50 .... Idle Jets
.................................................... 50 ......... Pump Jet
 
The middle column's primary main jet is a step richer than the box stock jet.   Other than that, it's about box stock.
 
The left column's primary and secondary main jets are both two steps richer than box stock,  but the air correctors are also two steps leaner (bigger = more air = leaner).   Overall, I suspect it actually runs about the same or a bit leaner than the other two.   If anything, the main circuit has more capacity, and may support the engine to a higher redline... if the rest of the engine can handle it.

[Sandyman]

John, WOW! Lots of helpful information. I know nothing about carbs, so the learning continues. Dumb questions 1. Will the carb run if installed out of box? 2. How much work is it to change the jets? 3. I don't think I will get within 1,000 rpm of the stock red line. (now that I am mature with lowered testosterone levels). 4. You mentioned building heat shields, looking at the engine I can't see where it could be attached.
Thanks
Sandy

[jbcollier]

Easy to make a heat shield.  Take aluminium plate and use the carb base gasket to mark the holes to drill and the throttle area to cut out.  Assemble as manifold, gasket, heat shield, insulator spacer, carb.

It will "run."  Not a good idea to run lean though, especially on the primary circuit.  Really, it's not hard to change a main jet.  You have to remove the top plate and it's just 6 slotted screws and a quick release link in the choke linkage -- lift the white plastic bush and then rod will slide though.  Change the primary (throttle that moves first) main jet in the bottom of the float bowel.  Then back together and you're done.

[dakazman]

  JB thanks for posting jet size chart . I am also in the dark with these carbs and their applications so I asked Weber sales a few questions and received a link to a larger carb , what do you think?

https://www.ebay.com/itm/Weber-38-38-DGAS-Performance-Upgrade-kit-w-new-Carb-Jetpack-filter-gaskets/401288554765?hash=item5d6ea9690d:g:DCoAAOSw2gxYwfPo


Dakazman

[Sandyman]

D'man, Great to hear from you. Is bigger better? I don't know. How much better is the air flow in your engine. My 32/36 is arriving on Monday. 145 main jet arriving later in the week. Hot weather up here, 90 F and humidity, slowing down the final assembly before safety. I have 2 Questions for the great minds on this forum. 1. Does anybody have an extra centre armrest or the dimensions to build a replacement? 2. Does anybody have an elegant "in cab" valve solution for the heater core coolant feed?
Sandy

[Sandyman]

Oh, Somewhere there is happiness. Jacked up the car only to find a puddle of fuel under the original tank . Sweating through rust pinholes. Of course this is after I riveted new blanking plates into wheel wells. New tank will be ordered from RD ent. soon.
Sandyman

[dakazman]

Hey Sandy, dimensions of the armrest pad is 6”X 11 1/4”
I have this one if you want it.
Dave

[Sandyman]

Thanks Dave. I will E-mail you soon.

[jbcollier]

You can repair fuel tanks.  Get it dipped.  Cut out the rusty sections and solder in repair sections.

The problem with a heater control valve by the heater core is that there isn't much of any room for one.  Lots of room in the back and it's easy to run a cable to it.  You could put one inside the chassis under the arm rest I suppose but it seems more trouble than it's worth.

Dave -- not up to speed on the DGAS.  I'd have a close look at the intake manifold first.  Is it a great design?  If not, better to go to the tried and true DCOE set-up.  There's a wide variety of readily available jetting parts for the DCOEs.  Not so much for the downdrafts.  The DGV is proven alternative.  DGAS means starting form scratch.  I don't like the electric choke either.

Mind, I'm a grumpy old bas***d who doesn't like much of anything.

[Sandyman]

John, thanks for your input. Greatly appreciated. I can't figure out how the heater valve is mounted (round with no attachment points) by the swirl tank. I will get a price on having the fuel tank fixed compared to that of a new aluminum one.
Sandy

[jbcollier]

If you're planning any long trips, the twin tank option is very nice.

[Sandyman]

Received the new carb. today. Throttle actuates in the other direction. I need to fabricobble a new linkage system. Trying not to overheat the little grey cells. Visit with my welder buddy scheduled. At least now I have an air cleaner.
Sandyman

[jbcollier]

I had to crawl into a tight spot to check out my original engine's throttle linkage -- running a crossflow myself.  Extend the coupling link so it reaches to the DGV throttle.  Bend the cable anchor on the valve cover so it points to where the return spring now anchors on the valve cover throttle pivot.  Ditch the spring and hook the throttle cable to the pivot.  Should work.  Make sure when the pedal is on the floor, the throttle just hits wide open.  You don't want to load the linkage when floored.

[Sandyman]

Great input John, thanks. Next question. The plate below is used to prevent carb. icing, 1. Is it needed in a car only used in summer? 2. Can I cut out the area between the two holes to allow more air flow?
Thanks
Sandy

[jbcollier]

Disconnected for sure but leave it off if you can.  If you need it to raise carb, then do grind it out to match the carb.  If any holes or gaps appear, clean and fill with Devcon Aluminium Putty so there is no disturbance in flow.