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Found 7 results

  1. Hey guys, you might have seen my posts in the various facebook groups over the last couple of days, but finally I´ll post here too, after I gathered most infos about the commonly asked questions. I’ve a glass manufacturer on hand who will produce new glass for our S30 Z’s (2 seater) It will be thinner and therefore also lighter but still obtain all safety regulations including the E sign and also the DOT number. So fully street legal in Europe and the US including all necessary testing that goes with it. Some might think thinner means a weaker windshield and al
  2. Hello, since I am currently restoring my 1973 240z and the l24 engine will get pulled out I am considering doing some performance mods. I have found that installing a crank with a higher stroke is a common way to get some extra power but i am not sure if it would be smarter to use a regular l28 crank (like the l26 did i believe) or the diesel ld28 crank and if this would even fit/work? Thanks for the help in advance. Greetings from Germany.
  3. I am in the process of tuning the round-top SUs on my 71. The first step is to set the idle screw and and jet level. The jet is supposed to be even with the "bridge," the flat part where the piston comes to rest when it is "at rest." This is possible on one of the carbs, but I cannot raise the second jet high enough. It is about a 16th-of-an-inch below being the bridge, I cannot get it to a flush position. Is it possible to loosen the jet jet locking nut and then make a "gross" adjustment so that I will be able to set the jet to flush using the jet adjusting nut? An other way of putt
  4. I am attempting to tune my '71 with the old round top SUs. I performed a rudimentary (at best) carb tuning and then turned to the ignition. While tuning the engine I was able to get the it to idle well at 800 RPM and it had strong acceleration up to about 6K RPM and 90 MPH. (On a track only, of course! ?) But when I look at the ignition timing with a timing light, it shows that it is about 25-degrees BTDC! The distributor is at its limit of adjustment. Is it possible/recommended that I remove the distributor itself and move it by "one position" to fix the problem and get me back to the ri
  5. Saw this and thought it might work for dual SUs, what do you guys think?
  6. Disclaimer: I am by NO means a Weber Pro and this post is still a WIP (Work in Progress) Hello, my name is Mike and I've recently tackled my first set of Triple DCOE Webers project. Now, I spent hours reading all the manuals and following a few guides online, but none of them were particularly methodical in their approach and often just led to more confusion. I'm putting this guide together to, hopefully, help others who might not have much experience with these carbs or for those who (like me) prefer a Step-by-Step approach to figuring things out. This guide has been made po
  7. 86 downloads

    A scanned document on building and power tuning Weber and Dellorto Carburettors
    Free
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