Weber DGV, Ported Manifold, Fuel Pump, Regulator/Filter, and Extras from my Scorpion

[Scott H]

http://lancisti.net/photopost/data/965/medium/P1010019.JPG

When I switched to EFI last year this is the setup I took off. It is a 32/36 DGV Weber. The manifold is ported and matched. I had this carb/intake on when I first dyno'd my car and the HP was less than 5% under the EFI setup in the 4,000 - 6,200 RPM range. The jetting was done in the Chicago area that has an altitude of ~600 ft. This runs fantastic as it is and the overall power is good. There is no choke but one can be added.

Along with the carb/intake there is also the Facet fuel pump, Filter King regulator/filter, the throttle cable housing, a new inner cable from TMH, K&N air filter, and all of the spare parts and jets. The throttle linkage is all there ready to connect.

If I were to reinstall this today there are four things I would need; new fuel hose, the intake gasket, new throttle cable housing with Teflon liner, and a new air filter element. The current element is old and I would replace it.

This is a very complete and well tuned package deal that is all put together. I have not seen a setup like this before for sale so it is hard put a price on it. I will consider offers above $400.

>Scott

All of the photos are in my album here (http://lancisti.net/photopost/showgallery.php?ppuser=11&cat=500).

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http://lancisti.net/photopost/data/965/medium/P1010021.JPG
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http://lancisti.net/photopost/data/965/medium/P1010016.JPG

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[davidb]

Nice set-up & a very fair price. My dual 42 DCNFs w/Alquati
manny + carb re-build . . . hmmm, $2K? Almost what I paid
for the car! Hope you sell.

[Scott H]

davidb - Thanks. I have seen the dual DCNF, IDF, etc. go for around $1200 or so lately. It is my understanding that the linkage on the duals is a bit challenging to get all of the correct pieces for.

This setup was running great and it is as simple as it can get.

>Scott

[SubGothius]

Just curious if you can settle something: How did this carb perform on long, hard-sweeping bends on open throttle, such as a freeway cloverleaf ramp?

I've long heard (and repeated myself) claims that the downside of running a single DGV-family or DCNF on our cars is that those carbs were designed for longitudinal engines, and turning them 90 degrees to suit our transverse engine causes the fuel to slosh away from the fuel pickups during long, hard-sweeping bends in one direction, starving the engine for fuel under high-enough fuel demand and bogging down the car in mid-sweep. Did you ever encounter anything like that actually happening?

[DJ]

Just curious if you can settle something: How did this carb perform on long, hard-sweeping bends on open throttle, such as a freeway cloverleaf ramp?

I've long heard (and repeated myself) claims that the downside of running a single DGV-family or DCNF on our cars is that those carbs were designed for longitudinal engines, and turning them 90 degrees to suit our transverse engine causes the fuel to slosh away from the fuel pickups during long, hard-sweeping bends in one direction, starving the engine for fuel under high-enough fuel demand and bogging down the car in mid-sweep. Did you ever encounter anything like that actually happening?

Not sure about the DGV but you've got your info mixed up about the DCNF. It's designed specifically for transverse engines. It's longitudinal engines where it has the supposed troubles. And the feedback I've seen only suggests that it's really only when being driven REALLY hard (as in racing on a track) and in really long sweepers.

[Scott H]

Just curious if you can settle something: How did this carb perform on long, hard-sweeping bends on open throttle, such as a freeway cloverleaf ramp?

I've long heard (and repeated myself) claims that the downside of running a single DGV-family or DCNF on our cars is that those carbs were designed for longitudinal engines, and turning them 90 degrees to suit our transverse engine causes the fuel to slosh away from the fuel pickups during long, hard-sweeping bends in one direction, starving the engine for fuel under high-enough fuel demand and bogging down the car in mid-sweep. Did you ever encounter anything like that actually happening?

I figured this might come up. The carb ran absolutely great! I never felt any of the supposed issues with it running lean on turns. I would venture to say that with the suspension on my car (Ledas, tires, etc.) that it corners nicely and probably a bit better than stock. I did not have my wide band O2 sensor installed at that time but I did run it with the exhaust gas temp. gauge and it never ran any hotter on the turns.

When I switched to EFI the mid-range with the EFI improved some but the top end was nearly the same. I rarely run the engine above 6,200 RPM so it tells me that this carb and intake combination can flow quite enough at least up to the low-6,000 RPM. The head is ported, 40/80 cams, 9.5 CR, and ANSA header.

I put this into the category of too much theory and reading and not enough practical experience. It worked great for me. Have you ever been to a road race where the engines are running Holley 4 barrel carburators? Holley offers side-hung and center-hung float bowls and it ieasy to tell externally by the shape of the float bowl. You will see carbs with one or the other but it is not 100% center-hung like the theory would suggest you should. Hmmmm.

>Scott

[SubGothius]

Not sure about the DGV but you've got your info mixed up about the DCNF. It's designed specifically for transverse engines. It's longitudinal engines where it has the supposed troubles.

Ah, but the DCNF is usually installed on transverse engines in a dual-carb application with the carbs also mounted transversely, one barrel per cylinder, as we're all familiar with. A single DCNF on a stock manifold would rotate the carb body by 90 degrees, which makes it theoretically possible for sufficient centrifugal force to sling fuel away from the fuel pickups and jet wells.

Trying to put dual-DCNFs on a longitudinal inline engine is truly a "damned if you do or don't" situation, as it would involve either using a weird manifold (with alternating short/long runners to each cylinder) to keep the carbs oriented transversely, or using a manifold meant for a transverse engine and thus bringing up the centrifuge issue. However, a single DCNF on a stock FIAT manifold might actually work longitudinally, likely as would triple DCNFs nestled transversely "six-pack style" between banks of a longitudinal V-6 (wondering now if any Alfa GTV6/75/Milano guys have tried this?).

Anyway, thanks to ye gents for addressing the centrifuge issue mounting these carbs rotated 90 degrees from their intended orientation, seems like it may be a theoretical fringe case that's rarely borne out in practice, at least on public roads.

[John Allen]

the 'triple' pack is actually how the Maserati V6 is, as is the V8 (with 4 obviously). There is a single carb manifold for a Scorp/Monte that the carb is still mounted 'transversely', I suspect the airflow isn't optimal.

[Scott H]

This is on Ebay now. (http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=160369124938&viewitem=&sspagename=STRK%3AMESELX%3AIT)