Situation: 76 Baywindow, 2.0l T4 engine, converted from FI to single DFEV by former owner.
Location: Laramie, WY, 7300'ASL
1) Is a pair of Weber 34 ICTs really my best/only option for this engine at this altitude, with reliability and mileage the biggest concerns?
2) Should it be possible to wrap the intake runners on a center-mount manifold with some sort of thermostat-controlled 12v heater <whatever> to deal with icing problems, in lieu of exhaust heat risers?
3) Any ideas of jetting for both the DFEV and the Weber 34ICT for 7300' ASL?
4) Pros/Cons re the EMPI 34 ICT knockoffs for a 2.0l application?
For the record, in a less-than-fully-informed state, I attempted to order a pair of Solex 34 carbs from a vendor who conscientiously and politely refused to fill the order, stating that those carbs simply didn't flow enough to match a 2.0l engine (thank you CBPerf for you honesty). The electric chokes would have been nice, though.
Thank you all.
T4 Carburation Alternatives (cross-posted in Type 4Rum)
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Re: T4 Carburation Alternatives (cross-posted in Type 4Rum)
To start pick another venfor and go with the Weber 34ICT if duals are the direction you are heading. A single 34ICT or ICH carb flows 150cfm, a stock 2.0L at best will be 65% efficient and require only 104cfm, at 75% efficient 120cfm, so if one will run your engine the odds of two are pretty much a given. I have a single barrel manifold for the T4 engine and have tested the above with a Weber 34ICH & ICT carb. Here is a link to the posting in the Samba, if you scroll down through the thread you will see how I brought warm air to the air cleaner, I am at 5K feet and had no icing this past winter. Also ran that warm air set up with the normal dual runner manifolds and no icing.
http://www.thesamba.com/vw/forum/viewto ... light=t127
I can look up the jetting I have used with dual 34ICT on a 2.0L at this altitude, correction would be a factor of two sizes for your altitude.
Here are the jet settings for the Weber DFEV on the 2.0L, engine has larger valves @39X33, CB Performance 2201 cam, compression 8.0:1
Idle 55/50
Main 145/150
AC 170/180
Pump 55
Emmulsion F6/F6
http://www.thesamba.com/vw/forum/viewto ... light=t127
I can look up the jetting I have used with dual 34ICT on a 2.0L at this altitude, correction would be a factor of two sizes for your altitude.
Here are the jet settings for the Weber DFEV on the 2.0L, engine has larger valves @39X33, CB Performance 2201 cam, compression 8.0:1
Idle 55/50
Main 145/150
AC 170/180
Pump 55
Emmulsion F6/F6
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Re: T4 Carburation Alternatives (cross-posted in Type 4Rum)
TU Bussman. Good info, here and in your referenced thread.
I'll be ordering the Webers, and putting the DFEV stuff on ebay.
I'll be ordering the Webers, and putting the DFEV stuff on ebay.
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Re: T4 Carburation Alternatives (cross-posted in Type 4Rum)
Cool, here is the dual ICT jetting when I had them installed.
Idle 57
Main 142
AC 170
Pump 50
Emul F5
Idle 57
Main 142
AC 170
Pump 50
Emul F5
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Re: T4 Carburation Alternatives (cross-posted in Type 4Rum)
Thank you again.
To continue this topic, is there any reason why DFEVs have not been offered in a dual setup? I would think a pair of progressives could be a really cool deal.
To continue this topic, is there any reason why DFEVs have not been offered in a dual setup? I would think a pair of progressives could be a really cool deal.
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Re: T4 Carburation Alternatives (cross-posted in Type 4Rum)
Years ago CB Performance sold a dual Weber 24/24 progressive set up, I have had two of them, they are neat, performance wise a little better than a set of 34ICT's. Sets of the 24/24 show up for sale. It is interesting in that the base bolt pattern for the 24/24 was the same as the 32/36, but the manifold would need to be releived a little on the 36 bore position.
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Re: T4 Carburation Alternatives (cross-posted in Type 4Rum)
id go 40mm dels personally.
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Re: T4 Carburation Alternatives (cross-posted in Type 4Rum)
Not to seem ungrateful to all offers of advice, but I struck out ordering the Weber 34ICTs. They were out of stock at the vendor I attempted to order from (nothing to indicate this on their website). This would be strike 2...
...which I took as an omen suggesting I should research a little further. Having had experience with a set of Kadrons WAY back in the day (on a 1776 Type 1 engine), I poked around a bit. Lo and behold, I stumbled across a remanufactured/rebushed kit (with SVDA spinny-thing!) from Kaddie Shack, jetted to my displacement and altitude! Price was right, and I certainly have nothing against refurbed parts, given that is how I earn my livelihood (in another context, as a Maintenance Machinist).
Here's another question - how should any carb, jetted for 7300' ASL, perform at lower elevations (say, down to sea level)? We go up to Vedauwoo camping quite a bit (8200'ASL), and down (up?) to Estes Park (7522), so neither of these locales should pose any major problems, but we will also be wandering hither and yon, including a must-do trip to the ocean somewhere.
Vielen Dank
...which I took as an omen suggesting I should research a little further. Having had experience with a set of Kadrons WAY back in the day (on a 1776 Type 1 engine), I poked around a bit. Lo and behold, I stumbled across a remanufactured/rebushed kit (with SVDA spinny-thing!) from Kaddie Shack, jetted to my displacement and altitude! Price was right, and I certainly have nothing against refurbed parts, given that is how I earn my livelihood (in another context, as a Maintenance Machinist).
Here's another question - how should any carb, jetted for 7300' ASL, perform at lower elevations (say, down to sea level)? We go up to Vedauwoo camping quite a bit (8200'ASL), and down (up?) to Estes Park (7522), so neither of these locales should pose any major problems, but we will also be wandering hither and yon, including a must-do trip to the ocean somewhere.
Vielen Dank
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Re: T4 Carburation Alternatives (cross-posted in Type 4Rum)
As a general rule you need to jet your carb for the lowest altitude you will be driving at. Going down in elevation makes a carb run leaner which can cause the burn to occur slower leaving more waste heat to deal with.