Who knows Weber sidedraft carbs ?

[hardflex]

I have a Weber Sidedraft DCOE on my Spitfire project. What is supposed to hold the Venturi's in place? When fully seated the car runs great, but the slightest backfire will make the venturi push out a little then the backfiring really starts....

I thought the O-rings at the insertion point woujld do it, but they don't, unless I have the wrong size o-ring in there.

Does the Air Cleaner do it?

Help is appreciated.

[gtc]

I thought the aux venturis went in behind the venturis, and then a set screw and jam nut locks the aux venturis in place.

[twobone]

that is correct.

[sammyg2]

Yuppers, had a 50 DCOE on my turbo 914. There's a little set screw thing that holds em in place.

I had one come loose and move once, the car ran great at full throttle but bogged big time at anything else.

[Joe Bob]

You can't turbo a 914....

[sammyg2]

This prolly won't help but it looks neat:

[sammyg2]

Originally Posted by Joe Bob

You can't turbo a 914....

[emcon5]

Originally Posted by sammyg2

this prolly won't help but it looks neat:

#21, iirc.

[hardflex]

You're right, it's the aux venturis I was speaking of. So is it #28 on that blow up? One on either side? Looks easy enough, I just didn't' see it on the underside.

the car will be purring again tomorrow. Thanks guys !

[LWJ]

Here is a complete derail: Turbo 914!!! HOLY CRAP WHAT A COOL IDEA!!!

Sammy. Please post a thread on this.

Thanks,
Larry

[sammyg2]

Originally Posted by LWJ

Here is a complete derail: Turbo 914!!! HOLY CRAP WHAT A COOL IDEA!!!

Sammy. Please post a thread on this.

Thanks,
Larry

LOL, the entire history is chronicled in the pelican 914 forum (username turbo2.0) but here's the reader's digest version:

Back in the 70's or early 80's I remember seeing a hot rod magazine with a yellow cobra with a white stripe and a huge blower on the cover AND I FREAKED and never got that out of my mind.

Fast forward to about a dozen years ago, I got a wild hair and told the wife I needed a 427 cobra kit car with a blower sticking out of the hood so I'd have to look around the engine to see if anyone was coming.

When I told her how much that was gonna cost, she said "why don't you fix up and sell old cars like you did when you were young, and work your way up to the cobra? ........yes dear ..........

That weekend I drug home a 914 with a tired 2 liter engine and no fuel injection. $1600 IIRC.

A trip to the pick-a-part yielded a turbo from a 2.2 liter Chrysler Lebaron, a teepee exhaust from a baja bug, and a bunch of other odds and ends.

A little while later I was posting on a914 board about the project, and the general consensus from the experts was that "YOU CAN'T TURBO A 914".
It's been a running joke ever since.

First time I met all the 914 crazies was at the Pomona swap meet, and I drug the turbo header manifold with me to show em I wasn't full of it and was really doing what I said. That seems really funny now.

Well it took a few more months and I had to refresh the top end on the motor, but I was driving a very street-able and reliable turbo 914 with somewhere's around 180 hp or so.

It was a tad cold-blooded in the morning because i didn't have the choke connected on the DCOE (fuel enrichment circuit, not really a choke) but other that that is was a fun little car to drive.
Someone offered me more money than I had into it so I sold it, which I later regretted.
But soon after I drug home another 914 that after a little work had around 375 hp (chebby V8).

Funny thing is, the turbo 914 felt faster and was a whole bunch more fun to drive the 914 with the chebby engine. Never really got attached to that V8 car, was one of those that I was kinda glad to see it go.

Then I bought the 9-eleben, which also ended up turbocharged.
Bout that time the wifey said I had too damn many toys so the murder-cycle and the V8 914 went away. She wuz right, I had so much crap I didn't even pay attention to half of it, but I still pretended to be mad at her for a while just for the principle of the thing.

The cobra goal has pretty much stalled now, doan know if I just got burned out or old or lazy but prolly all of the above.

One of these days I'll sell of the 9-eleben (for allot less than I have into it) and just write a freaking check for the cobra.
Fly yellow, white racing stripe, polished 671 blower on a 351 cleveland, and a custom set-up of a pair of 4 bbl throttle body injectors from a chebby small block feeding the whole thing to make 700 streetable hp on pump gas. Yes, it can be done.

The turbo 914: relatively small turbo, ran around 7 psi boost with no intercooler cause it was a pull through and intercooling wouldn't work well. besides at 7 psi the heat of compression is still relatively low so intercooling wasn't that big of a deal.
I was running a pertronix electronic ignition in a bosch 050 dizzy.
I went with a weber side draft cause at the time I was really good at tweeking carbs but didn't know much about fuel injection. I got edumacated on FI later on.

I modified the weber so that it would go extra rich under high air velocity and WOT to protect the engine under boost.

The best part wus this: a type 4 falls flat on it's face around 5200 rpm or so and the torque curve falls off the cliff. that's cause it just can't flow the air it needs to rev much higher in stock configuration. It's the intake, it's the exhaust, it's the heads.

BUT ...... as soon as the intake manifold pressure goes positive, that all changes. When you force the air in, the restrictions become less and less important, less and less noticeable.
At 7 psi that little engine would pull hard all the way up til the valves floated without ever falling off in the slightest. Type 4s sound cool at 6300 rpm.

I took it up to 9 psi a couple times and it pulled like a freight train but the engine wasn't happy. Ran hotter, I could just tell I was pushing my luck with no intercooler.

One time while messing around the boost signal hose to the wastegate came off.
Doan know how high it went but it pegged the boost gauge so it had to be over 1 bar. The engine was not happy, it sounded like I was pumping rocks. Only happened for a second but it wasn't kool.

My favorite thing to do was find a 5.0 moose-tang. I'd usually have three lengths on him in third gear. Wanna go fast? Add lightness



Dat's me in the darker blue shirt in the middle of the pic, back then I still thought flat-tops were cool.





And finally, the day I sold it and the guy I sold it to with a few of his new "friends".
Doan know if it's still there, but our friend Joe Bob screwed a framed copy of this pic onto the wall upstairs in the Newport Beach Hooters:

[sammyg2]

LOL, ever go back to read your very first post?

Mine was in this thread back in 1999:
porsche V8 continued.

[asphaltgambler]

Originally Posted by gtc

I thought the aux venturis went in behind the venturis, and then a set screw and jam nut locks the aux venturis in place.

That is correct - had a side-draft on my old harley - took forever to sort - but was way cool

[Joe Bob]

Originally Posted by sammyg2

LOL, ever go back to read your very first post?

Mine was in this thread back in 1999:
porsche V8 continued.

Sammy neglects to mention his other nicknames during the 914 era. One was "Cuddles"....then "Turbo/Waterboy".....

He came up with some interesting scenarios. He also let me pee on his lawn and do burnouts when his wife wasn't around.

[hardflex]

So strangely, my carb does not have the set screw, both holes are plugged on each side. I went back to the original air cleaner base which is more rigid and has a smaller bore for the airflow, which keeps the Oring seal there more secure. Hopefully that will fix it.