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<DIV>Beautiful car, WPTA has a lot of nice MG’s and owners as members.</DIV>
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<DIV style="font-color: black"><B>From:</B> <A title=bobastor@yahoo.com>Robert
Astor</A> </DIV>
<DIV><B>Sent:</B> Thursday, May 21, 2020 5:49 PM</DIV>
<DIV><B>To:</B> <A title=mark@bradakis.com>Mark J Bradakis</A> ; <A
title=wpta@autox.team.net>wpta@autox.team.net</A> ; <A
title=jerryvv@roadrunner.com>Jerry Van Vlack</A> </DIV>
<DIV><B>Subject:</B> Re: [WPTA] SU Carbs</DIV></DIV></DIV>
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<DIV dir=ltr data-setdir="false">Being the bastard step child of this upstanding
organization, I resemble that remark.</DIV>
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<DIV>On Thursday, May 21, 2020, 01:57:57 PM EDT, Jerry Van Vlack via Wpta
<wpta@autox.team.net> wrote: </DIV>
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<DIV dir=ltr>That's a great story.<BR clear=none><BR clear=none>-----Original
Message----- <BR clear=none>From: Mark J Bradakis via Wpta<BR clear=none>Sent:
Thursday, May 21, 2020 11:24 AM<BR clear=none>To: <A shape=rect
ymailto="mailto:wpta@autox.team.net">wpta@autox.team.net</A><BR
clear=none>Subject: Re: [WPTA] SU Carbs<BR clear=none><BR clear=none>On 5/21/20
8:42 AM, Nick Gaten via Wpta wrote:<BR clear=none>> I have SU’s on my ‘59
Morgan, never had a problem but am trying a Weber 40 <BR clear=none>> DCOE on
a Midget I am restoring.<BR clear=none>><BR clear=none>My usual quip
regarding Webers is that their main advantage is they are<BR
clear=none>infinitely adjustable. Their main disadvantage is that they
are<BR clear=none>infinitely adjustable.<BR clear=none><BR clear=none>Back when
my computer sys admin career ended, 2005, I was making my beer<BR
clear=none>money working for a friend of mine at his repair shop. He
actually did<BR clear=none>all sorts of cars, but his main love was British
stuff. His father had<BR clear=none>this pristine MG TC. Anyway, he
knew SUs pretty well, was a die hard MG<BR clear=none>guy. Being a Triumph
guy I knew Strombergs, and from autocrossing and<BR clear=none>performance
improvements Webers pretty well. Between the 2 of us we had<BR
clear=none>like 4,732 years of experience with the things. I don't recall
we ever<BR clear=none>had a car come in with carb problems we couldn't
fix. Sometimes it took<BR clear=none>a while, often just to ascertain for
certain that the carb was the<BR clear=none>problem, not the ignition.
That alone is a major part of the battle.<BR clear=none><BR clear=none>One of my
favorite moments was this fellow had a really nice Jaguar E<BR clear=none>type
coupe sporting 3 SUs. He had some driveability issues, and I spent<BR
clear=none>some time fussing with it. He came in to pick up the car, but I
wasn't<BR clear=none>quite done. I was doing the final tweaking and
balancing, he watched me<BR clear=none>for a while. I did the final
balancing as he watched, adjusting each<BR clear=none>carb by ear, just
listening to the engine idle. No hose in the carb<BR clear=none>throat for
me. I tightened up the linkage, satisfied with my work. I<BR
clear=none>told him I better check to see how close they are. I grabbed an
airflow<BR clear=none>meter, one a little fancier than the usual flat plate with
the vertical<BR clear=none>tube and the red plastic bobber. This one had a
numbered scale. He<BR clear=none>watched as I put the tester to each carb,
and each carb gave the exact<BR clear=none>same reading. He was REALLY
impressed! I was just really glad I got<BR clear=none>that lucky!<BR
clear=none><BR clear=none>mjb.<BR clear=none><BR clear=none><BR
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