Bob,
Well, I'm still leaning towards the HIF6 but wanted to explore the issue some
more. Oddly enough, I met a fellow yesterday ( a neighbor of a friend of a
friend kind of thing) who owns a 70 midget. The fellow had some structural
questions of me but turned out to have some info in his archives about his 45
DCOE setup. His setup closely matches everything that's typically seen in the
list archives. Although he's not certain of the particulars as his engine was
built by a previous owner. I it sounds like a pretty hot setup. He talked of
engine problems he thought was related to the carb but guess what??? Yup,
turned out to be ... electrical. A new Mallory Ultralite dizzy solved all of
his problems. Sounds like the car runs like the wind now.
Looking through his documentation, there was a page titled "conversion jetting
reference" . It looks like two listings for MGBs. One of which matches my
current setup with the exception of the main jet. I'll give you this, the setup
doesn't match anything I've found in list archives or several tuning book for
the MGB. By the time I purchase the manifold and other goodies needed to set up
the carb for my 1275, it might be a little pricey to use it. I'll sit on the 45
DCOE for a while to see if I'm inspired to spend the bucks. I'd throw it on my
76 B but I have the Zenith dialed in nicely and don't want to tempt fate. My
HIF6 has had a recent rebuild and could be pressed into service with a manifold
and a few pieces for the throttle setup.
I was hoping for more list response but it must be an overdone topic. Thanks
for your response however.
Larry Pitts
"Robert E. Shlafer" <PilotRob@webtv.net> wrote:Hi, Larry...
Since the 33mm choke is undersized for
a 45DCDOE (the 1275's 34 is even a little
small for the "45", placing the stock 1275 more toward "40" than "45"
territory, though either is used successfully)
so I wonder what a 33 is doing in
there to begin with. My guess would be
somebody was trying to "bring up" the low
rpm range as in "street torque" but this
is pure guesswork....
...a 55 pump jet with a 33 choke...very
strange..."feels" out of "proportion" to
me. Large pump jet....small choke?
F15 is not an emulsion tube normally found in British sports cars of
siamesed
port design. Usually F16's with 4.5 aux.
venturies or F2's, usually with 3.5 aux.
venturies, sometimes 8/9 for the larger,
tuned engines for bottom end to eliminate
or help eliminate off-idle "bog" when using
hairier cams. Some of the English Ford's used F15's, I recall, but so
did a lot of other engines in a lot of other car's, I'm
sure! :)
So, no clue, really. I shall hunt for my
Weber manual for "standard" MGB settings.
The identifying number on the aux vent
can be found on the side of the "ring"
opposite the fuel feed hole, just above
the "locating hole" (which isn't a hole!)
These numbers can be difficult to see,
being small to begin with.
Siamesed port engines usually do better
with smaller aux venturies as these bring
the main system in "sooner" (smaller
cross section) and take a little pressure
off the accelerator pump, idle and progression circuits in going from
off
idle to the main system without any
"hesitation" with hairier cams wherin
dilution of the incoming charge due to
exhaust gas "reversion" may be a factor,
especially with larger than stock valves
wherein low rpm flow velocities due to
larger port sizes may be compromised.
Let's see if I can find my Weber book.
Maybe Phred is sleeping on it! :)
Cap'n. Bob (Ret'd)
'60 Frog
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