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Solex vs Weber

I need new carburetors, or at least a full reconditioning. My 1969 912 has Solex carbs and after tuning it has been determined that the throats are warn and the butterfly inside does not close tight, allowing uneven air flow at idle. Once I open the throttle up and accelerate it runs quite well. The idle is rough.

That said, I'm getting conflicting opinions from the pundits I have questioned.

Solex:
Expensive to rebuild
Stay pure, stay original
Better mileage
Easier to keep in tune.

Weber:
Cheaper to install a new conversion
Flat spots in acceleration
Tuner friendly

The only component of the debate I have been able to personally verify is the issue of cost. The Webers are less expensive than the Solex rebuild.

I'd like owner’s opinions on the subject if you will.

Thanks,

Don
Old 12-16-2008, 04:00 PM
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Solex vs Weber

Being new on the board I did not recognize the search function. I ran a search to discover that this subject as been discussed quite a bit already. Lots of good information.

If anyone else would like to chime in I'm still interested in more opinions.

Don
Old 12-16-2008, 04:28 PM
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I have both, flip a coin..if both are in good operating condition, jetted and set up correctly you should be happy either way.
Chas.
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Old 12-17-2008, 06:55 AM
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As Chas stated, it's a toss-up. Weber: Although a "one size fits all" solution, there's enough data (i.e. proper jets/tubes, etc.) to quickly tune the carbs to your stock motor. The good part: Everything's new and parts are readily available. Solex: Tired and worn over the years of use; some parts difficult to find; some carbs on their third total rebuild and just can't take another one. BUT: If you can get them rebuilt you have the carburation system designed specifically for the Porsche 1600 (beginning, IIRC, with the 356B S90) by all of those Porsche and Solex engineers. This system, when working "as new" is hard to beat. There were a couple of shops/craftsmen who were rebuilding these carbs and you might be able to search them out. The prices are not cheap, but they go through every part and surface and bring the carb back to new conditon, if at all possible.
Bill.
Old 12-17-2008, 09:44 AM
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There used to be a guy in Burbank CA. that machined the Solex carbs out and put in new butterflies..

I cannot for the life of me remember his name but when i worked for Roger Bursch we sent out 30 sets a year to be reworked...
If I think of it I'll get back to you
Ken

EDIT: ok they moved, been awhile...lol
http://www.biekerengineering.com/

Last edited by ks2_motorsports; 12-17-2008 at 11:00 AM..
Old 12-17-2008, 10:49 AM
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http://www.biekerengineering.com/ and http://www.bentonperformance.com/ are good places to start, for rebuilds etc. Harry Bieker did my Solexs and worked well for me. John Benton has a excellent rep in the Porsche community.
Chas.
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Old 12-17-2008, 11:00 AM
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There is also these guys....http://www.356carburetorrescue.com/sitemap.html. A little pricey, but I just put Dellorto DRLA 40s on my 66, and when it was all said and done, it was around 900 dollars. I think any option is going to be near that when you get everything done. I plan to get my Solexes reconstructed and eventually replace them. In the meantime...I LUUUUUUUUUUUV the Dells...Mark
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Old 12-17-2008, 11:09 AM
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We're having an awful time with initial tuning on a set of split-shaft Solexes. I believe they're still serviceable as they've run real well a few times--just tinkered toooo much and lost my place where to start for reasonable overall performance. Anyone have any ideas?

Thanks! SP
Old 12-17-2008, 03:36 PM
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Do a search at 912bbs.org. There are a few old age maladys that the old Solexs suffer from, like air leaks from the butterfly shafts or badly worn surfaces where the butterflys contact. Nothing wrong with Solexs except too many birthdays...Mark
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Old 12-17-2008, 08:03 PM
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Quote:
Originally Posted by stu1779 View Post
We're having an awful time with initial tuning on a set of split-shaft Solexes. I believe they're still serviceable as they've run real well a few times--just tinkered toooo much and lost my place where to start for reasonable overall performance. Anyone have any ideas?

Thanks! SP
If the shafts are not overly worn, or the throats carved out by the butterflies opening and closing a few thousand times, they should be serviceable.

The key with the split shafts is to make sure the little rubber block between the shafts is still there and that the static setting of the butterflies are the same, if that little block is gone a nice little piece of silicone vaumn hose can fit the bill.

I use the one of the 3 discharge ports in the throat as a guide. Each throat has 3 tiny discharge ports above the idle mixture port, adjust the idle speed screw so that the edge of the butterfly is at the edge of one of the holes, open and shut the throttle a couple times to make sure it settles back at the same place each time, then using the screw on the split shaft coupler adjust the second butterfly to match the port in that throat just like the first. If you leave the idle speed screws where they are after you're done adjusting the butterflies the car will idle fast so don't panic...lol

Next, take the carb and using a GOOD file one that is beefy and won't flex, lightly file the carb bases... lightly. Over the years and use of gaskets that are too thick or overtightening the bases will warp. If you take your time and use the file properly (ie: don't push down on the file) you can surface the bases to make sure you have no air leaks.

Use carb cleaner to blast out the various jet passages (wear goggles a couple of these ports are so small that more comes out than goes in)
also fill up the float bowl with carb cleaner and pump the throttle several times to make sure the pumps are working...

That's a couple of the bigger problems and should get you on the right track, obviously syncing the carbs is critical too, make sure you disconnect the throttle rods when syncing the carbs, then adjust them so the settings are not compromised when snapping them back on.

Ken
ks2_motorsports@yahoo.com

Last edited by ks2_motorsports; 12-18-2008 at 11:51 AM..
Old 12-18-2008, 11:49 AM
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Originally Posted by maybe368 View Post
There is also these guys....http://www.356carburetorrescue.com/sitemap.html. A little pricey, but I just put Dellorto DRLA 40s on my 66, and when it was all said and done, it was around 900 dollars. I think any option is going to be near that when you get everything done. I plan to get my Solexes reconstructed and eventually replace them. In the meantime...I LUUUUUUUUUUUV the Dells...Mark
Personally I'm a fan of Webers. I've run them on two of my 912's and they are user friendly.

A friend of mine who has a 68, 912 and is set on staying original is using 356carburetorrescue.com to do his solex's. They have walked him through every detail of the replacement/rebuild and he is extremely pleased with them. I have no affiliation with them. I've just been listening to my buddy talk about them every time we meet up for a cruise or work on our cars together.
Old 12-27-2008, 03:22 PM
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I agree that original is better, just because I think those German engineers knew what they were doing. In my case, I did not want to do without my sweet little 66 for the time it would take to turn around the Solexs. so I figured I would put in the Dells and when I scrounge up the money, I will get the Solexs reconstructed, replace them and recoup my money by selling the set of Dells. I think that, when properly setup, any of the 3, Dells, Webers or Solex´s will make a 912 go fast. It becomes a matter of preference and the best deal Mark
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Old 12-27-2008, 06:41 PM
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