they are 32/36 weber carbs

better than a standard a-series carb, but not a s good as a SU/Hitachi

cant see why you would put two on an a-series???

putting one on is a good upgrade from the standard carb

they are hardly a reliable carby though still a good cheap power upgrade if you dont want to go to twins

Quote:
What is it that is unreliable about these Weber 32/36 DGV carburettors?
I have a Weber 32 DIR-21 that I think has a lot to offer. These are an OEM carb but seem to be a member of the 32 DFD, 32 DFE, 32 DFM 32 DIF, 32 DAF, 32 DGV, 32/36 DFV, 32/36 DGV, 32/36 DFAV, 32/36 DGAV family.

Does anyone have a breakdown on what the letters in the model codes. I'm fairly sure that in DGAV

D= Doppio, Dopple, double, dual. as in dual throat. [Edit. Doppio*]
G= ?
A= Aqua. This is the coolant heated auto choke function. [Edited as per Bluemax's input, with thanks]
V= Verticalle*

For DGEV the
E= Electric, as in electrically heated auto choke function.

* Thanks to Jamie for the extra info. See his more comprehensive post further on.

i and friends have had many of these setup at some stage or another, they are good, offering economy on first throttle and good top end power with both throats open

but...

they require re-tuning to keep up good performance, and even with re-built ones you often have to replace diaphrams and gaskets that perforate or leak

theres not many 32/36s around that dont have fuel stains all over them from leaks

and although it's a bit of an exception they are much much worse under 10psi of boost


edit: many also have worn throttle shafts (another place they leak) these days, which isn't easy to repair and most dont get done when rebuilt either


at a guess V would be verticle, H for horizontal in sidedraughts

I think that earlier versions of these carbs had brass throttle shafts. These were replaced in production with steel ones which did not wear anywhere near as fast or as bad.
This change seems to have taken place sometime before 1979 & possibly as early as the early '70's.
As long as all the mating surfaces are flat, & all the screws are done up securely, they 'should' not leak, but, of course, they were never designed to have 10psi of boost shoved down their throats.

My 32 DIR had a gasket out of place at one point but the carb has sat, unused, for years, & like my d**k, the gasket had shriveled up & was useless.

I am geting in a Weber service kit for my exact model of carb from the US. [for $15] This should at least make it serviceable.
The non genuine kit for the original Hitachi carb on my 1200 cost about 3 or 4 times as much to buy. Everybody loves a bargain.

EDIT
It looks like the 32 DIR shares jets with the quite a number of other Weber models as this chart shows.

The only letter info I can add to Dogman's list is

"V"= Carburetor with a power valve

and possibly

"F" Ford (or Ferrari) application

This information from HP books Weber carburetors by Pat Braden.

No information on "G"

The only unreliable Weber 32/36s I have ever seen are those rebuilt by unreputable carburetion businesses. Anyone that has rebuilt a carburetor himself ( I have done several rebuilds for my Datsun cars as well as other cars I had , like a Subaru Bratt , a Jeep and a Mazda 808 .) ...knows the dilligency required to do a good job. Complete disassembly and dip in carburetor acid solution....
I doubt it very much this places do such work. Before I ever did my own carbs , I used to go the the "Piranha"mechanics.
I remember clearly....
X) Piranha Mechanic: So you are looking to rebuild your caburetor huh?
X) inexperienced custome:Yes.
X) Piranha Mechanic: Ok...let me get a "carburetor kit"

What these dorks do is change the top gasket in the carburetor and replace the plunger power valve, the little ball bearing .....nothing....99.9% of the carburetor and the areas that could be clogged up remain untouched.

I found a 32/36 in the junk yard...my brother wanted one for his 1200 ute, so I took it to a "Professional" carburetor shop because I had to expedite it to my brother.... My bro told me it was messed up..he had to open and re do all the work. The accelerator pump was bad.
A good rebuilt one or a new one ( 32/36) should be a fine carburetor. A well maintained Weber will be a fine carburetor.

About making a twin DGV or DGS manifold ...it is just something I want to see done, because unlike RHD cars, LHD ones have issues with brake boosters and master cylinders , a set of twin downdraft would sit w/o these issues.
A twin 38 DGS carburetor with simultaneos 38's barrels would be a great unit for 2 cylinders, thus two 38 DGS would be perfect for 4 cylinder engine, each cylinder having its own supply.In case of a stock engine, a twin 32/32 would be nice.
I understand there is the element of personal taste too. Some are biased towards DCOEs.... I am not comparing nor stating that the twin downdraft is better than....what I think is that it would be different than...it is worth the try.

Quote:

The "A" is for Aqua or coolant/water.

Quote:

According to my Weber book:

The letters following the prefix
...( prefix is the numbers before the letters..ussualy describing the throttle plate size..i.e 40 DCN is a 40 mm throttle plate DCN )...refer in Italian to the general type of the carburetor.Only a few terms are consistent.
1) DC means "Doppio corpo" or double throat.
2) V means "Verticalle" ( vertical)
3) O means "Orizontale" ( horizontal)
4) I ( as in IDA ) means"Invertito"( inverted)
The IDA is a downdraft carburetor.


Other less consistent letter designations are:
a) "E" - ( Die cast carburetor )
- ( Electric operated automatic choke)
b) "F" ( Ford o Ferrari application )
c) "V" ( Carburetor with a power valve )
d) "A" ( Water operated automatic choke)

Numbers following the letters correspond to "Variations" of a type of carburetor. So, for that matter, a 45 DCOE9 is a variation of the 45 DCOE. To date there are 10 known variations of the 45 DCOE9 !

..............................................

Quote:I agree, but they would look cool. Like red paint...

A single 32/36 will flow more air than a single Hitachi sidedraft. Remember that two carbs don't flow twice the air, unless they share a common plenum. I can see how two of these would be better than two Hitachis on a big 2.4 liter Nissan L engine.

My experiences have been similar to all of the above:
- Some pro mechanics don't do a great job with carburetor "repair"
- Old carbs are tricky. If they have worn shafts, warped tops or a bad power valve vacuum chamber, no repair kit will ever make it work correctly again.

On the other hand, 32/36 Weber that I used didn't seem to leak at all. It stayed in tune for well over a year, but I didn't know enough to get the off-idle performance tuned correctly t start with. I have found that a good-condition used carb doesn't need a full chemical-tank to make it work well. Just a quick (but thorough) cleanup of the inside passages and jet passages and often a new accelerator pump is all they need to run perfectly well.

Jamie, you're a legend. I couldn't figure out what the code was for my 32 DIR carb, but here's my best guess.

D= Doppio [dual barrel] [Progressive, default condition?]
I= Invertito [Downdraught] [edited & corrected]
R= Renault [This is an OEM carb for Renaults. A version of it was used on Alfa 33's at the end of this carbs production life, but about 99% of production went onto Renaults]

I wonder if the position of the letter in the lineup controls its meaning. For example IDA
"I" does not mean inverted as in 'updraught', nor is it mirror reversed from a similar design. [but this might still be relevant as it might be 'inverted' when compared to a Weber reference standard]
"D" would still mean Doppio, I presume. [dual barrel downdraught]
"A" would not mean that this model has a water heated choke as it clearly does not.

My god I love it when these codes give up their secrets.

EDIT
I think that we can add
S= Synchronous [or whatever the Italian word is for synchronous]
D= Doppio [with progressive function as the default] Synchronous carbs in this family of carbs seem to have the suffix of 'S'

Yes...it is great when it works out. The DIR looks to be the Doppio Corpo ( double throat) Invertito ( down draft) and the R could very well be Renault.

Let's thank "Pat Braden" , author of "Weber Carburetors" , a book published by HP books.


Dgonz....I agree , not all carburetors need a thorogh chemical/acid bath....those well maintained and not abused need less work, dilligent but not as drastic.

I found out that anytime I talk about carburetor rebuilding to the average commercial mechanic....what they have in mind is a superficial job...... I remember when I opened my former Subaru Brat 4X4 ute/truck's carburetor. The passages where clogged, some where simply closed completely. A superficial "rebuild" could not had brought this Hitachi carb back to life, to health. A lot of people get ripped off, because after the yellow rebuild , chances are the carburetor is still clogged and not working efficiently , so then those bad mechanics tell the concerned owner....
Look , we rebuilt your carburetor , looks like it is beyond repair , we better get a new one.....I can get you one for $$$$$$ plus a few more $$$$$$$ for installation....

jungle in the city...amazon piranhas alive and kicking all over!!!

This has developed into the most interesting thread for me fo a long time. I can just FEEL my old gray matter being stimulated.

If you are sure that I= Invertito, as in downdraught, then things develop in a diferent way, but still make great sense.

I can see that D= Doppio, as in DGV, & DC= Doppio Corpo, as in DCOE & I suspect that this is the way it is, unless C= something else.

I have a borrowed copy of an older Weber book by Haynes & it does not have your more up-to-date info. I gotta get me one of those newer books.

Ddgonzal, I hope you're taking notes for the Wiki entry & tech section. There'll be a short quizz at the end of this thread.

I have seen these carb and adapters on early 240Z they were made to repace the su type carbs

Dodgeman. The "I" as in the IDA means "Invertito" or inverted. Yet there are no updraft or inverted Webers, the IDA is a down draft unit.
The "C" in DCOE corresponds to Doppio Corpo or twin/dual throat/barrel.
DCOE would be:
Doppio Corpo Orizontale ...and the "E" in this case .. well...here is where the terminology fails...read this quote from the book:

Quote:

So , the nomenclature is fine but not consistent.




The DGEV ( DGAV) would be a

In the case of the DGEV/DGAV I would say it works ....but I do not find anything for the letter "G".

I would say :
* D is for Doppio ( dual)
* E for the choke, electrical choke.
( A for water choke )
*V for Verticale ( vertical, downdraft )

I guess the ideal thing would be to source out an Italian book. I will look into that. The book I have is a great one, but the author is not Italian, so there are areas ( laguage wise) I am sure he does not control.

There is plenty of letters that need explanation, like the S in DGAS, G in DGV, etc. Perhaps there is a code...something.....we need to call the makes of the Da Vinci Code...help!!

OK, for the sake of retaining our sanity, I will consentrate on just the 2bbl downdraught types that we are familiar with at the moment & leave out the two & three barrel IDA's & the sidedraught models.

As an exercise, the DGAS would break down as follows [I think]
D= Doppio, ... Dual throat [with progressive function as a default unless a modification code is added]
G= As yet, still unknown.
A= Aqua, or water heated choke function
S= Synchronous throttles. This would be the modification code I mentioned.

The spanner in the works is the fact that DFA & DFAV carbs are also synchronous. Damn.

Actually, from the looks of it, they seem to have made up the code as they went along, & it's possible that each carb has its own code that sometimes corresponds with other carbs. Just sometimes.
The quote from your book looks to be right, the code is chaos.

Dodge...Yes, I guess we can keep the initial list...the rest is unchartered territory.

DC, O, V, E, I, A, ......

Bobs1200....makes sense....fits the SU manifolds...... any pictures of it installed????
So perhaps using the same principle...an old SU manifold could be used to adapt dual downdrafts in an A series..

Jaime, we'll have to start calling you "Il Professore ". This is good info. Dodge, I get the Pat book from the Library from time to time.

You or Dodge can enter this information into the Weber article on Wikipedia: Weber Carburetor. Our Wiki articles link to Wikipedia for general information.