240260280z

Nice progress...this is a fun thread to watch!

Some 240's may also have the thermal bimetal clicker module between the flasher and the socket. The two devices click at a rate proportional to the current flowing through them...more current= faster rate. If your left side clicks at a different rate from your right then one side has higher wattage bulbs drawing more current, or one side has more resistance due to corrosion (in the sockets, connections or chassis ground) drawing less current or one side has a a short to ground drawing more current.

Thanks Stanley, At first glance I thought the drawing finally explained it however after some thought I think the process is more complex and more dynamic. Ultimately the fuel pressure at the bottom of the bowl summed with the venturi negative pressure drawing fuel at the jet are the two forces that must balance between the front and rear carb. Here are some details to consider further: - The fuel height in the jet is set by the pressure of the fuel in the bowl. Since the acceleration forces are nearly perpendicular to the surfaces, there is very little change in fuel pressure at the bottom of the fuel bowl. - The fuel height in the middle of each fuel bowl will not change drastically as the fuel sloshes forward or backward thus the pressure on the exit at the bottom of the bowl's center will not change significantly. - The floats will be affected greatly by the sloshing due to acceleration: the front float may close due to more sloshed fuel to the back of its bowl and the rear float may drop due to more fuel sloshed to the back of the bowl. If this happens, and the pendulum swing of the floats due to the acceleration forces are also factored in, the front bowl fuel level in the front bowl will not be replenished due to the closed needle valve and the jet will draw the bowl empty. Likewise the rear bowl will replenish too much due to the needle valve being held open. - The vacuum force pulling the fuel at the jet due to the raised needle and associated high CFM venturi will probably pull the fuel with a force much greater than any pressure changes due to sloshing fuel in the bowl.

Since the carbs get fuel from separate fuel bowls, the fuel level should be the same for both float bowls....engine tilt is not a factor. I think the slosh of fuel to the back of the bowl under acceleration may affect the fuel float height and this may be different for front and back carbs because of the location of the float pivot however I never measured this.

1964 Datsun Nissan Patrol Project- must be sold divorce sale - Edmonton Collector Cars For Sale - Kijiji Edmonton Canada.

The spring is weak. No worries there. You may need a long 2X4 to get the required torque as the two halves can be tightly fastened and maybe even corrosion bonded.

Just used this tool for the first time on Rav4 wheels. Worked great...110km/h vibration now gone and silky smooth. If you get one be sure to lube it and centre the bubble before using. Portable Wheel Balancer

Yup. You can probably sell the DGV's for $100 each to the small chopped truck crowd

Congrats! Nice report. Glad you won.

Vol 02 Issue 1.pdfTom, If you are going to rebuild those, soak them in a strong solvent first to clean. Disassemble then clean the inner passages Rebuild and use kits like these: Rebuild kits are at pierce manifolds 28/30 DGV,32/36 DGV, 32 DGR<br><font color="red">92.3238.05</font> or webercarb direct 32/36 DGV DGAV DGEV Rebuild Kit You may have to tune by changing jets. Here is an article on rebuilding the progressive sync'd version Weber DGAV Carb Rebuild Guide | Classic Ford Here is an exploded view: http://www.piercemanifolds.com/v/vspfiles/templates/34/images/exploded_DGV5A.gif More info here: Tech Wiki - Weber 32/36 Carburetor : Datsun 1200 Club I also added a couple of files with DGV info within. Vol 01 Issue 3.pdf

Nice video. It looks like you may just have to adjust the rod between the pedal arm and the booster in the cabin (free play). Do the correct brake pedal height settings first to ensure the pedal is in the correct location. You may also have to set the rod into the master cylinder correctly. Some masters have different cone-shaped indentations where the push rod presses into the master so a stock set up may need to be optimized to compensate for the difference between an after market copy of a copy of a copy and the original equipment.

yeah I read about Chinese knock offs...may be this is a first sighting. The ad does not state "weber" only DCOE however they do have "weber" in other ads. Maybe they are coming out of Spain given the recession?

Not sure if these are Weber's of fake Weber's: Datsun Nissan 240Z 260z Triple 40 Dcoe Carburetor Kit | eBay Real: Datsun 240Z 260z 280z ZX Fairlady Z Triple Weber Carburetors Cannon Manifold | eBay

The Weber double barrels have a two stage design. The first is designed for fuel efficiency at idle and cruise by providing a very narrow throat. (Japanese double barrel carbs are even more efficient as they typically have solenoid driven fuel cut circuits, bcdd circuits, and two inter-working idle stages etc. The problem with down draft carbs on an inline engine is that the fuel and air charge has to turn 90 degrees. Down draft carbs are geometrically more optimal on "V" engines than on "I" engines.

Did you ever see the sight glass on a Double Barrel Datsun 510 Carb? It's a Fish bowl/windshield !!!!!

Jim, I'm in the US for a month. I'll pickup a couple of sets and send you one. Philip

Hopefully you will collect some good empirical data. I am sitting on the fence presently as most Weber reports are very subjective with many variables still floating within the observations. An air fuel plot of best standard vs best hypo jet/new etubes and associated dyno curves would be nice from Keith et al for completeness. Repeatable verification by a 2nd source would satisfy scientific proving methods.

Another option is to drill, tap, and insert one of the $7 babies: NPT-Threaded Sight Glass, Size 1/4", Zinc-Plated Carbon Steel, Sodalime

Here is my tool: I tee'd 3 clear hoses, two of these carry fuel the normal path from the bottom of the fuel bowl to the bottom of the jet. The third "fuel level" hose is open at one end and rises up from the "T". I have a 23mm (or other ) mark on the outer fuel bowl wall and hold the "fuel level" hose against it while cranking with the plugs out. Once the fuel level in the hose is noted against the 23mm mark, I tip the "fuel level" hose out into a cup and drain a bit more fuel from the fuel bowl then dump the cup into the fuel tank. The float level can then be adjusted at the tang and the level check repeated Ad nauseam until correct.

Stick with SU's or get triples. The weber downdrafts are not performance carbs. They are optimized for fuel efficiency and WOT. DGV's are generally used to replace slightly more complex but similarly designed carbs on Japanese engines that the owners and their mechanics can't take the time to learn how to troubleshoot.

You can lay on your back, reach up and swap the sockets (with bulbs still in) at the back of the tach. No fun but it can be done.

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Nice info from the past exposed.

Sadly I like the one about when someone borrows something don't ask for it.

Why aren't you my neighbour? and come to think of it, why don't I have a car like that? Beautiful work neighbour!