Kevin V.---
Jawhol!!
Picked up your "'Veber" over der veeekend, ay, mein herr??! :)
Weber 45DCOE, 1293, Kent 266, Med.
Bore LCB, 1.75" (+) Exhaust, Glasspack.
Chokes 34-38*
Aux. Vent 3.5
Emul. Tube F2
Mains 145-150-155
Air Corr. 175
Pump 50
Idle 50F9
These are close "ballpark", Kevin.
The "correct" Spridget stock kit for the 1275 carb. would be 45DCOE13.
If
this is not the one you have, you MAY
have to tune the accelerator pump circuit
by length of stroke, bleed-back valve and
strength of spring.
Then again, you may NOT have to. This
will be a case of "suck it and see". If you
have the "13" 45DCOE, the correct basic
accelerater pump stuff as aforementioned is already there.
Do a WebSearch on Weber DCOE Carburators. You WILL find everything you
need including suppliers closest to
you, with respect to books or parts. In
any event you live pretty close to Frank C., right? So, wherever he gets
his? I get
mine from a firm on Long Island through
a buddy of mine who owns International
Car Parts here in Stamford.
Warning!! Do not be led astray!!
Do not pay attention to graphs within any
books you may get which do NOT specify
"for siamesed port engines", in terms
of choices for chokes or jets. The graphs
are different for non-siamesed ported engines, than they are for
siamesed ported engines.
The size of the choke will determine where in the rpm range you will get
your
greatest flow. Smaller choke favors air flow "velocity" (directly
related to torque)
at the bottom end at the expense of "mass" flow (directly related to HP)
at
the top.
It's all relative and it's all a compromise
between the two. Gain at either end is
always, to one extent or the other, at the
expense of some loss at the other end.
RULE: For a street application, go conservative. Better to err slightly
on the
"small" end.
The 34mm choke comes with the set-up
for the stock engine and it's low to
low mid-range cam profile. A 38mm choke
would enhance the flow at mid-range and
up but, at the expense of flow "velocity" at
the low end....say goodbye to good "off
idle" response.
The 36 should be the "right" compromise
considering the "torque" range of the "266"
and the fact this is a street application, so
"low range" is not where you'd want to
compromise. Better to compromise the
very top...6K+, IMHO. 35mm might be better all around and will "favor"
low-end
torque.
I think Frank Clarici runs 34mm chokes
on his street set-up, though he may be
using a "276". But he's, no doubt got a lot
of traffic out his way so in his case, this is
a wise choice for strong bottom end and
solid mid-range. Then again, I don't know
what size intake valves he's running or whether he is running 1.25 or
1.5 rockers.
I am sure he'll let us know.
You'll want at least a 5" intake manifold
and longer is better for low and mid-range. "Shorter" is better for top
end
only. Mine came with a Weber 5.5" and
I use "short" air horns (aka "bells") within
the 3" deep K&N filter can.
"Bells" at the intake mouth may also be
used to lengthen the intake tract. So if
your intake manifold is on the short side,
you can make it up with longer bells, but
only to the extent they will fit into the air
filter with clearance between bell and
filter can "wall" to be not less than 45mm (size of mouth of
carb.)....more clearance
than "min" is a good thing.
Bells will smooth the flow into the mouth
but can also be helpful in increasing flow
in and of themselves due to "proper shape"....see Vizard "bible" on
this.
TWM types have the "shape"....."soft
270 degree curve...this is what you are
looking for whether the bells "slide in"
to carb. mouth to match "shortened" aux. ventruries or "attach" to the
outside of
the carb. mouth, should your application
run regular or "long" aux. venturies.
Cap'n. Bob (Ret'd)
'60 Frog
/// unsubscribe/change address requests to majordomo@autox.team.net or try
/// http://www.team.net/mailman/listinfo
/// Archives at http://www.team.net/archive/spridgets
|