Hey guys,

I'm curious is a triple SU setup for an L24 worth the bother??

There's a manifold and some roundtops to go with it up for sale and I'm curious as to whether it would actually be worth the time and money and if so, how much would you pay for such a thing?

I would expet paying atleast 100 bucks.

As far as power gose i wouldnt know. But they look great!

I have only seen triple su's on an e-type Jaguar. Does the article specify that it is for a L-series engine?

You can get em on a L series engine. But how easy is it?

The guy claims they were bought for a now abandoned 260Z project, I assume nothing particularly relating to the triples but probably more the lack of finding cheap parts in NZ.

You'll have to excuse the spelling etc, it's taken directly from his text.

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tripple s u's for datsun abandond project

four 6 cylander L series. Has been done overseas. Manifold is allimuium. four carbs one for spare.

To me the length of the 3,4 runners seem possibly long enough to cause issues but I have no idea when it comes down to it, anyone have anything to add?

Obviously all the linkages will still have to be made etc. but if it goes for cheap enough it may be worth it. perhaps....

Oh, ah, I've always had an interest in this type of set-up.

If you don't want to go ahead with it let me know and we might be able to come to an arrangement on purchase of manifold.

I've got a mate who has 3 SU's on his 260 2+2. He loves 'em.. and it did make a difference on the amount of power the car had.

I'd be looking on Jag sites to see if the "correct" way of doing it is to have 2 lefts and a right, or the other way 'round.

Couldn't see the length of the inlet being a problem, good question about using the left or right, my guess is L R R.

I`m interested in buying an intake manifold for triple SU carburators. I have a 240Z with L28 motor that I race with in Sweden. If anyone knows where I can get one,please contact me! My E-mail address is: tobbe54@swipnet.se

i heard somewhere (don't remember but i know it was a reliable source) that the triple SU setup was not very efficient, and the benefits over a twin SU system were miniscule. the reasoning was because of the setup of the standard I-6 engine. because the firing of the cylinders is set-up the way it is (i don't know the firing order off the top of my head) the usage of both of the twin SUs is equal and regular. when the third SU is thrown in there it offsets the system and causes irregularities throughout the entire intake system. basically you get uneven and irregular usage out of each of the carbs.

i heard somewhere (don't remember but i know it was a reliable source) that the triple SU setup was not very efficient, and the benefits over a twin SU system were miniscule. the reasoning was because of the setup of the standard I-6 engine. because the firing of the cylinders is set-up the way it is (i don't know the firing order off the top of my head) the usage of both of the twin SUs is equal and regular. when the third SU is thrown in there it offsets the system and causes irregularities throughout the entire intake system. basically you get uneven and irregular usage out of each of the carbs.

1-5-3-6-2-4

Therefore, if the carbs were labeled A-B-C from the front of the car you'd have ACBCAB instead of the normal ABABAB. Each carb would be used once, have a one cylinder gap, be used again, and then have to wait for 3 cylinders.

We had 2 club members run the triple SU setup (with Aussie designed special run inlet manifold - only 12 or so made) & they were very good cars on both road & racetrack.

I think a lot has to do with (a) inlet manifold design ( camshaft specs etc.