NAYYY
Been there done that…it’s telling that “only drove the car 10 miles
before removing” and went to SU’s.
They look great, sound great, but, unless you have access to a rolling road
and someone with a stack of Weber jets/tubes etc, they can and usually are,
a real bastard to get right. After a few years fiddling with mine I
consider I got them about 90% right…great equipment but require
expert attention.
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I guess I have been lucky,my 3X Webers have been great. My mechanic who knows his way around them, cleans and adjusts 1 X per year and am set to go. Great power curve and sound, will throttle you into your seat when you push the gas.
Once they are set up properly, they are neat…but SUs waaaay simpler, and on a stock engine, Webers just dont buy you much.
Except, that eye candy, and giant sucking sound!!!
When I was a teenage kid everybody wanted a V8 domestic car and if they had one with a 2 bbl. carb they all wanted to replace it with a 4 bbl… the bigger the better. A lot of manifolds and carbs were switched out and if one couldn’t afford a new manifold there were cheaper adaptor plates to put a four bbl. carb on a two bbl. manifold. Performance gains were measured by a pair of Levis.
I used to have 3X SUs on a '62 Healey 3000 Mk 2 - the only year they used a triple set-up. I had more finicky issues with them then I have had with the Webers, but for the most part worked well. Based on my experience, I would rather have the Webers, but everyone’s own experience will drive their opinion.
I liked them on my Lotus Elan. Not a big deal keeping them in tune.
I like them on my Cosworth Vega too. Also not a big deal keeping them in tune but this is only two Webers on a 4 cylinder instead of three on a 6. The Cosworth Vega head is basically a street version of the Cosworth DFV head so it can flow lots of air so the Webers work good on it especially if you un-cork the stock exhaust system from the header back.
David
68 E-type FHC
Once set-up, they are rock solid: just not that many who have the stock of main jets, emulsion tubes, idle jets (involved in the progression ports), chokes, secondary venturis, and air correction jets.
I had a pile of it, but sold it all in 1995.
Keeping them in tune is easy, getting them there is the bastard job!
Id always quote 12 hours, and a tank of fuel!!
Yes you are right about set up. Luckily with the Cosworth Vega there was a specialist who sold kits specifically for it. It was basically just bolt them on and synchronize them and check them once in awhile to make sure they are still in sync. I have never messed with the jets etc in them except for cleaning. I don’t think I would do it on an E though unless I was going racing.
David
68 E-type FHC
About 10 years ago, there was a standard looking E-type on eBay with triple Webers. Someone had fabricated a really tidy, triangular aluminum air box that mated up to the standard air filter canister, which gave the whole thing a very “factory” look.
The entire engine compartment had that well-used (but not scruffy) patina, as if they had been on there for years/decades…I have to admit, that car definitely had an extra “oh wow” factor under the hood.
Agreed: I drove my Datsun 1200 on the street, for a few years, with’em: TBH, the wild cam and high compression didnt help its streetability!
hahaha, silly me. I just googled TBH looking for something like “throttle body x” or the like and was frustrated that all I got was “to be honest.”
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