As mentioned before, I started fitting a stock A12 engine and a 210 5-speed in a Bugeye Sprite many years ago. Life really got in the way and the car is now in the hands off a friend who lives in Canada. Because of clearance issues with the hood / bonnet, we started looking into using a single Dellorto DHLA 40H on the car. We are just now starting the process of acquiring the parts, so there is not too much to report on.

However, it is important to note that there are differences in the types of DHLA 40s that are available. The "jetting" information in the most helpful Tech Wiki might work for the earlier types carbies but might not work with the later "emission type" DHLAs, which is what we have. I'll keep track of the info we acquire, have some pictures taken as we progress, and give feedback on how things turned out.

But, don't hold your breath ... it will likely be a few months before all this gets done. My friend, who will be doing this, just fell on the ice and when he looked down his right foot was turned 180 degrees backward. He's gonna be able to rebuild and re-jet the carbie but probably will not be able to do the install until things heal up.

I'm hoping we can eventually make some sort of contribution to the Tech Wiki.

For starters: There are 3 different types of Dellorto DHLA 40. The info on Tech Wiki might work with the original Type 1 or maybe the Type 2, but was not recommended for our Type 3.

The original Type I had no letter after the 40; the casting just said DHLA 40.

The Type 2 is the DHLA 40E. It might ... might ... require diffent emulsion tubes.

We have a Type 3 "emissions" DHLA 40H that apparently needs significant revisions in jetting.

You can read more about the different types here:
http://forums.vwvortex.com/showthread.php?4046515

I got in touch with a specialist in Italy who has an eBay store under the name ALFA 1750. He wanted to know if the 1200 engine was stock (basically, it is), if I was using a DHLA 40H (we are), wanted to make sure that each barrel the carburetor was feeding two cylinders (this is the case), and the rear wheel horse power / RWHP (which I got from Tech Wiki). So, based on his recommendations I bought all the necessary parts from him.

Please note that I also checked with Eurocarb, who furnished recommendations that were quite different from those I got from ALFA 1750. I went with ALFA 1750's version because it was closer to the recommendations I found on the Tech Wiki.

I have no idea how well this is going to work. But, we will find out.

Thanks for the info. I have DHLA 40F carbs. Please keep us updated and let us know how your contact turns out with ALFA 1750.

Here are the recommendations from ALFA 1750 when using one DHLA 40H on a stock 1200 engine:

8383.28 Choke / Venturi
7448.3 Auxiliary Venturi
7484.125 Main jet
7644.62 Idle Jet
7851.45 Pump Jet
7772.11 Main Emulsion Tube
7845.200 Air Corrector

8811.150 Needle valve (150 standard with rebuild kit)

7850.xx Idle Holder for Emulsion Tube (dunno if this was necessary)
DHLA 7850.xx idle holder numbering makes no sense
Leaner Normal Richer
.5 .10 .9 .4 .1 .3 .6 .7 .2 .8
As per the article from VW Vortex, I purchased .10 (leaner) and .8 (richer) so we would have something to play around with.

The engine apparently started out as a JDM rebuilt long block that was bored .40 over. It had been robbed of its head and got it in trade for some assorted car parts. Years ago I got a head from ddgonzal and got it rebuilt through a friend of mine. The DHLA 40H was a "trunk find" that was stashed in a Morris Minor parts car that I bought and I got a good price on a used intake manifold. I'm telling you this because this carb jetting process ain't cheap; I might end up with more in the carb that I have in the engine. Again, I do not know how this is going to work, but will keep you posted.