I'm a little groggy on returning from the dreaded dentist, but we used to
drill out the accelerator spritzer for the secondary bore. It is normally
blocked except on the double pumper variations. Take a look at the Y shaped
bit at the top. the primary side is the only one drilled. We found drilling
the secondary side helped quite a bit.
Peter C
====
At 11:59 AM 4/15/2004, Jacques Le Clainche wrote:
>Spridgeteers,
>
>I ran a modified 1972 1300cc Ford Escort Sport for a few years in England. I
>had a 32/36 Weber carb on it. I took it to a couple of dyno sessions and
>adjustments/jet changes were made, but could never quite get rid of the
>"stumble". I also advanced the ignition. BTW - The Weber DGV series was
>designed for Ford and Renault cars(In DFAV, the F stands for French) with
>engines from 1300 to 2000 cc, but I always thought it was better suited to
>engines in the 1600 to 2000 cc category.
>
>Check the DGV specs for a Spitfire at:
>http://www.teglerizer.com/dcoe/index.html#The
>
>... and for an MGB (with diagram, etc):
>http://www.mgbexperience.com/reference/3236dgev.html
>
>This paragraph from the web page above: "This carburetor requires excessive
>initial
>ignition timing advance to avoid stumble on take off (if the ignition timing
>was retarded, we would have to open the primary throttle plate to obtain the
>necessary idle; this would expose the progression bleed holes which in turn
>would require that the idle mixture be leaned to
>compensate for this richer mixture condition. The end result being very
>little progressive richening upon further throttle opening, especially at
>snap throttle and so the stumble".
>
>JLC in San Diego
|