To Weber Or Not To Weber

[Stubby]

I recently got a deal I couldn't pass up. I purchased a Weber kit #552 for a 151 Jeep. I have almost finished the adapter to install it on the 65 Mustang. I have a wideband 02 setup and I can get jets. I just don't know if I want a Weber on it.

I have had less than desirable results with the H/W 5200 on my old Pinto. The Pinto never had good power or milage with the H/W. I keep telling myself that I never experienced the full potential of the H/W, due to my youthfull inexperience and lack of parts. The first time I rebuilt one, I dumped all of the parts into the basket and when I reinstalled said parts, I put all of the big numbers on the big side and the small numbers on the small side.

So, Weber fans. Talk me into it. I have plenty Holleys, but I feel that I can only get just so much thru the original hole in the 68 head. I have never been a big fan of 2 into 1 or 4 into 2 adapters.

I will probably move forward and install it, jet it out, and see just how well it will work. I reluctantly purchased it and I have been doing this project mainly just to solve the puzzle that I never could solve before. I just need a morale boost.

 

[addo]

The 32/36 DGV with eclectic choke - what benefits do you see over the present carb - aren't the venturis similar sizes?

 

[Stubby]

I am running an 1100 autolite SCV carb with DS11 dizzy, mech adv only.
It gets 21 to 23 MPG now. 8)

I have a 32/36 eclectic choke and recurved DS11 dizzy to install.
This Mustang is seeing 100 miles a day 8) . I would like to squeeze another 5 to 7 MPG out of it. Did I mention, It's a daily driver?
At 100 miles a day, it will not take long to get a return on investments applied to MPG improvements.

 

[powerband]

I am running an 1100 autolite SCV carb ... ...gets 21 to 23 MPG now. 8)

I have a 32/36 eclectic choke and recurved DS11 dizzy to install.
This Mustang is seeing 100 miles a day 8) . I would like to squeeze another 5 to 7 MPG out of it. Did I mention, It's a daily driver?
At 100 miles a day, it will not take long to get a return on investments applied to MPG improvements.

I would say it's worth a shot. I'm running a Holley / Weber on a mild 170 and I don't yet have MPG figures but it is more drivable than the stock 63 six was with an 1100. I specifically installed it for drivability. It would add good data to the forum info. I tune for mild performance with daily drivability. I've tried most available carbs and IF you get a Weber design carb in good shape - tuned for the Falcon Six - Idle is consistent and smooth and primary provides plenty of power - open the secondary and you can feel it...


PS The stock '71 Maverick points dizzy with manifold vac works well for me.



Powerband

 

[Stubby]

I just finished bolting it on and I have a loooong way to go.

My spacer wouldn't fit. I used a D8 head for measurements and the bolt spacing is different.

I installed the cheesy Weber spacer and got it cranked. Idle speed screw all the way in and mixture screw four turns out just to get it to idle. Tomorrow I will start changing and drilling idle jets.

When it idles and the carb is making a sound like the Dentist makes with the suction hose, it is pulling lots of fuel from the booster.

 

[addo]

...the carb is making a sound like the Dentist makes with the suction hose...

Does it also make the noise when that suction hose gets stuck to the fleshy bit under your tongue? And can the car understand what you're saying when speaking without moving your jawbone?

I'd be interested to see how it would compare to a smaller synchronous Weber carb, once the settings are dialled in.

 

[Stubby]

I got the idle jets real close. It idles at 650 rpms with the idle speed screw at 1 1/2 turns and idle mixture screw at 2 to 2 1/4 turns.
It's real smooth off idle and runs smooth.
I enlarged the primary main jet just a hair and choked the primary air corrector down a little.
The only problem I have right now. It will cruise at 14.2 to 14.5, but when you slightly open the throttle from steadystate cruising (pulling a hill) it will start leaning out. It was showing up to 15.8 AFR without surging or anything. I choked the air corrector back a little and it helped. It also fattened up the cruise a little. It looks like I could have choked the air cor back before enlarging the jet, and it might have been perfect.
When you depress the throttle a little farther while pulling a slight hill, the power circuit pulls in and reads 11.8 to 12.5 AFR. But, when you put it on the floor, it has a 13.0 AFR.

This carb was jetted for a 151 Jeep originaly fitted with a Carter 1 BRL.
The idle jets were way off, but everything was fairly close.

During this project, I installed a new DSII dizzy and discovered that the wire that feeds it is powered by the ballast resistor. The Pertronics flamethrower coil and DS box are both supplied by 6 volts. I am going to run a new primary wire and see if the entire jetting process will have to be repeted.

Adam, the car and I obviously didn't understand each other when this project started. We are comunicating better now. That's the thing about cars and women, if you listen, they will tell you exactly what they want.
OK, so that's a lie. The car will, but the woman tells you the opposite and you are supposed to figure it out.