Hello.

Just finished a set of Dellortos for a member and I think I've done about 16 or so twin barrel side draft carbs so I'm getting pretty good at it . I was wondering if anyone else was keen on getting their carburetors rebuilt?

I can provide rebuild kits and spare parts, this may influence turn-around time.

Generally this is what is included:

Dismantle
Inspection of components
Rust removal of steel parts
Stage 1 Clean (cold acid wash, manual brush and clean, flush and rinse)
Stage 2 Clean (ultrasonic bath and soak in high quality cleaning solution, rinse)
Polishing and ultrasonic cleaning of jets and brass parts
Replacement/repair of components (additional parts at your cost)
Assembly

Additional services:
Honing/flushing of fuel vessels/galleys
Painting
Re-plating of steel (gold, silver, black)
Anodizing of alloy parts

For prices just drop me a PM. Or ask here and I'll get you a price

Turn around time: Generally a week and a half depending on condition but can be as quick as a week.

These carbs were recently completed, they were a dog's breakfast (no offense Adam! ) and if they were mine I would have replaced the shells.

The final bill was $394.00 which included paint, replacement throttle shaft bearings, replacement facet diaphragm springs and some repairs to the pump rods.

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  Dellortos Before 5.jpg (196.04 KB)


  Dellortos Finished 1.jpg (167.93 KB)


  Dellortos Finished 2.jpg (190.13 KB)

More carby goodness:



















Mikuni Bike Carbs:







Twin 45's:

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  Weber DCOE 40 1.jpg (171.30 KB)


  Weber DCOE 40 2.jpg (192.53 KB)


  Weber DCOE 40 3.jpg (172.73 KB)


  Mikuni's PHH Rebuilt.jpg (142.00 KB)

Ok im going to own up, these are my carbs, i bought them off ebay and just bolted them on, can you believe the car ran. Datsuns huh !
So when the money was there i bit the bullet and got them done.

This whole process Clyons8 has been a pleasure to deal with and nothing has been a problem for him, he also kept me informed during the whole process.
Mabye just because how bad these were, i cant believe it.

I have no problems recommending Clyons8 for this job "i wouldnt trust my carbs with anybody else".....ha ha ha ( like a commercial )

But seriously DO IT.

Nice work, they look great! How in the hell does a carb get that nasty & still run??

I just went thru my DCOE - thankfully it was nowhere near as bad as that one but I'm wondering - the small "wire style" bolts on the underside of the black top ones, when the copper/brass plugs are removed does that become a vacuum port that one could run the vac advance for the distributor off of?

I'm confused, are you talking about the plug in the picture below? If so these are the later type of Weber where the aux venturi sleeve and choke collar are secured via the small lugs and ram tubes that bolt to the front of the carburetor. I think older webers had a threaded hole there through which a locating screw would be wound in to secure the venturi sleeve and choke collars.

That cannot be used as a vacuum port as it is blinded by the sleeve on the inside of the barrel. Webers are in my opinion are outdated compared to Dellorto and Mikuni as they do not offer adjustability of the acc pump and they do not accommodate for a vacuum port which both Mikuni and Dellorto do. Weber does offer two throttle shaft bearings and inspection covers over the progression holes, but this is also offered by Dellorto. So in terms of adjustability and performance, Dellorto are in front.

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Quote:

Not entirely true as different length Pump rods can be bought as a calibrated part for weber DCOE, DCO and DCO SP. although not a easily adjusted like dellortos'.

Ice work chris they look tops ,if my.carbs end.up being duds ill get you to go over them and see what you reckon needs doing tothem

Quote:

I never knew this, care to share a link? I always thought that the piston pump format was a little difficult to calibrate, doesn't the pump rod correspond directly with the throttle shaft position?

Still a bit of a pain in the ass if you want to just go a few turns out but instead have to remove cover, take the little guide out of it's base remove the pump rod, remove the piston, remove the spring and swap the pump rod spring and guide back onto the other rod.

Rod back in guide back in it's seat, cover on (hope the gaskets are okay), wing-nut jet cover on and hey presto we're back on the road.

Dellorto/Mikuni: Reach under the carb, peer through the small gap between the two barrels and before the throttle shaft. Adjust accordingly, tighten lock nut. Away.

Sure Chris, I also forgot to mention that in addition to varying length pump rods there are also calibrated parts for accelerator pump springs and throttle return springs.

The following info is a cut direct from the Weber genuine parts catalogue.

Accelerator Pump Rods:
The accelerator pump rod determines the capacity of the accelerator pump cct. The longer the stroke of the accelerator pump rod is the more fuel ther is available for the accelerator pum p cct.

part
1. 10410.012
2. 10410.015
3. 10410.016
4. 10410.018
5. 10410.024 [note: due to the very long stroke of this pump rod it is weaker than the other pump rods and should only be used when absolutely necessary]

Length of stroke
1. 16
2. 10
3. 14
4. 4
5. 18

Over all length
1. 65.5
2. 59.5
3. 63.5
4. 53.5
5. 65.5

Accelerator Pump Springs:
The accelerator pump spring determines the pressure with which the fuel in the accelerator pump cct is forced through the pump jet. The higher the spring pressure, the more quickly the fuel will be forced through the pump jet. A change in the accelerator pump spring will not change the amount of fuel delivered to the engine, only the amount of time over which it is delivered.

part [arranged weakest the strongest]
1. 47600.064
2. 47600.068
3. 47600.034
4. 47600.055 [owing to the extreme tension of this spring it is inadvisable to use this spring unless absolutly necessary]

Throttle return Springs:
One purpose of the throttle return spring is to overcome the force exerted by the accelerator pump spring. Generally the lighter the tension of the spring the better.


part [arranged weakest the strongest]
1. 47605.012
2. 47605.027
3. 47605.009

Another consideration with Sidedraft carbs is progression cct design. The size, number of holes and position of the holes all play a significant role in the response curve of the progreesion cct.

Great service you are offering by the way Chris. Top job.

benny

Well there you go! Cheers benny I hadn't ever heard of these.

Regarding the pump springs are these the springs that sit behind the facet pump diaphragm? or the springs that sit within the pump-rod/piston?

I found the Dellorto circuits to be quite close to the Weber design, would you agree with this or have I got it wrong? I wish I still had the Webers here so I could make the comparisons on the progression circuits. Out of all three I think the Mikuni's had the fewest & smallest prog. holes, Weber and Dellorto once again seemed similar in format and size (thats the DHLA Dello).