1.7 914 32/36 dfev drivability issues
 

Hi All,
Anyone have any suggestions about 32/36dfev out of the box issues?

Or what tricks or tips have you used to tune in your 32/36dfev. Had to junk my 1982 Holley list #P4767A that had none of these drivability issues......(fuel bowl had water damage 30yrs.old)

I have occasional bogging issue: you know downshift to 2nd round the corner ask her to pull again from say1800rpm and get a slight bog. pump twice and she delivers but not the first time you ask. (Accelerator pump output is verified good)

To rich at idle. Yes I set fuel pressure at 1.5psi. idle mixture adj. in (almost closed) (not spilling or flooding.) No fuel coming from main booster nozzles

Idle required using more secondary air adjustment at base plate or the primary high speed nozzle would start to meter.

Anyone have float adjustment specs for this carb and from where to measure?
Tune up is fresh. Dist=008
mild scat cam

Thanks for any help you can offer.
Ed

That is the worst (and cheapest) carb to have on a flat 4 engine. In order to make it work better, you will need a full jet kit and experiment with sizes. The other problem is fuel falling out of suspension as it travels through the runners. VW solved this problem on the Bug by adding a heat riser tube from the exhaust. There is also a flat spot as the secondary opens.

Although some will argue, you will never make that carb work well on a 914. It belongs on a Ford Pinto. I would suggest you search for some dual carbs on Craig's List or here in the classifieds. It will cost you $300-400 but it is money well spent...

BTW, I have a manual. PM me your email address and I'll send you a pdf.

I have personally seen these carbs working ok,there are many reasons why they may not work right ,most people fit them out of the box without fine tuning,idle jet set-up is very important for instance.
The centre section on the early kits had a lot to do with the fuel problems in the manifold runners,it was nothing more than a box plenum with 4 pipes grafted on,the later flowed cast section was a big improvement. Some carb heat thru the air cleaner would go along way to reducing cold start problems as I did some years ago running the same carb on a type 1 vw.
The kits now have gone backwards with the use of a chinese copy Weber ,will be interesting to see how thet last:rolleyes::rolleyes:

Keep in mind that most Americans don't have the patience or ingenuity of Kiwis. You guys can make ANYTHING work.

That said, do yourself a huge favor and get dual carbs and a decent distributor (not an 009).

1.7 914 dfev drivability issues revisited
 

Hey Guy's,
Thanks all for chiming in.
I am in the process of going the 34 ICT route.
Redline kit with manifolds and all. Piping it up now.
Got the jet kit as well and will see whats up soon.

Also thinking of adding an MSD 6 because I have one hanging around and I just gained a bunch of free space in the engine compartment.

What don't you like exactly about 009 dist? Please suggest specs for total advance and what rpm to have it all in by and I will see what I can do. Got lots of experience on the sun distributor machine doing recurves and other mods.

I'll try to keep you informed
Ed

ICT's run nice just make sure you get the good cast alloy manifolds not the crap '' half a hole out'' ones, anyway match porting is fairly easy.
I have run 009's for years on type 1 motors they seem ok ish,but on a t4 I think the advance may be to quick and a bit too early,someone correct me if I'am wrong,someone must have done a recurve on these but the response of the vacuum distributors seems to be in favour now.