Tuning SU Carburetters including full needle charts

Tuning SU Carburetters including full needle charts

,I
'1\
: '-77L .;
TUNING
• 'I
CARBURETTERS
INCLUDING FULL NEEDLE CHARTS
.1
CONTENTS
SECTION 1
A four-point guide to getting the best performance
Page 6
and economy from your S.U.(s).
SECTION 2
Servicing, dismantling and reassembly.
Page 12
SECTION 3
Tuning twin carburetters.
Page24
APPENDIX 1
Carburetter specifications
Page 31
APPENDIX 2
Needle charts
Page 38
3
. 11
h
~
PEED
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MOTOBOOKS
THE PERFORMANCE PAPERBACKS
INTRODUCTION TO TUNING
Martyn Watkins
The first in a series of tuning
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TUNING COMPANION VOL. 2.
ENGINES AND
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Martyn Watkins
Following on from the preliminaries of 'Introduction to Tuning'
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Tuning Companion Vol. 3Suspension and brakes by
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This book is the third and final
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SPEEDSPORT MOTOBOOKS
ACORN HOUSE, VICTORIA ROAD, ACTON. LONDON W3.
FIRST IMPRESSION APRIL 1968
SECOND IMPRESSION JULY 1970
ACKNOWLEDGEMENT
We should like to acknowledge the invaluable assistance given by the S.U. Carburetter Company
in letting us reproduce so much of their literature. In particular we thank them for the information
on their carburetter specifications and needles - which will be of so much help to readers of
this book.
We hope that this book will serve as a trusty guide to millions of motorists running cars with
S.U. carburetters.
IMPORTANT
The tuning procedure described in this publication does
not apply to vehicles sold in the U.S.A. after October,
1968, and which are made to satisfy the U.S.A. statutory
regulations regarding exhaust emission. These carburetters
must not be dismantled or the settings altered without
reference to the relevant manufactur~rs' servicing
instructions.
Printed and Published by
SPEED AND SPORTS PUBLICATIONS LTD
Acorn House, Victoria Road, Acton, London W.3.
© Copyright 1968 by Speed and Sports Publications Ltd. All rights reserved
6
SECTION I
iii Entry of air into carburetter.
Le:-The fitting of an air cleaner
system or the selection of a size
and type of ram pipe, or the decision to use open-intakes.
iv Profile of jet needle.
Size of jet and range of jet needles
is governed by the size of carburetter.
To be certain of obtaining the
correct solutions to the above
points, the engine has to be mounted on a test bed and a series of
set
procedures
carried
out.
However, it is possible to arrive
at a carburation setting which is
reasonably close to the optimum
by careful road testing and applying a given sequence to the operation.
It is advisable, after a long run
with an experimental jet needle
fitted, to check both spark plug
appearance and condition of the
tail pipe bore. In both cases 'whiteness' is a sign of weak mixture.
Having oQ,tained a jet needle which
allows the car to accelerate
smoothly up to maximum revs,
is steady under part throttle conditions and is also satisfactory
at the top end, then consumption
tests can be carried out.
These should be undertaken in
good weather conditions and if
the standard fuel system is used
(sometimes a separate gallon tank
is fitted for this purpose), fill the
tank to the brim, note the mileage
carefully and refill to the brim.
This will give the exact quantity of
SINCE so many people have been
writing in asking what needles,
and jets to use in such and such
car or induction set-up, and in
view of the fact that it is impossible
in most cases to give a clear cut
answer we have attempted to explain just how one can obtain the
correct answers.
First let us consider why it is
usually impossible to give a c1earcut answer to reader's carburation
problems. As explained in the
recent Mini Tuning series and
book, even small variations in
engine specification can radically
alter the carburation requirements
of an engine. These variations can
be as obscure as small differences
in port or chamber shape, or as
obvious as the fitting of larger
valves and different manifolds and
camshafts. Thus it is quite possible that two identical motors
with outwardly similar conversions, and identical written specifications, can in fact have quite
different
carburation
requirements. To complicate matters even
further there is still the human
factor of the fuel-consumption-toperformance-ratio preference of
the individual. Tuning an S.U. Carburetter installation to match an
engine specification is, a matter of
selecting the following items:i Size and number of carburetter(s) to be used.
ii Strength of piston spring
fitted above the carburetter
piston.
7
fuel used.
To obtain the best m.p.g. figures
without sacrificing performance,
these consumption checks should
be done at steady speeds, (say 30,
40 and 50 m.p.h.), and also at top
speed; then if there is excessive
consumption at particular points
on the needle then a closer setting
can be looked for. (See back of
this book), bearing in mind what
part of the needle is affected.
Two last points to remember
are:When going from weak to rich on
the setting it is usual to try a
dimension about ·002" (two 'thou')
smaller at a time, but when going
from rich to weak at a point on the
needle, it is advisable to go no
more than ·0(\1" (one 'thou')
larger on the dimensions, unless
there are signs of excessive
richness.
If these methods are to be used
for jet needle determination please
use the utmost care whilst carrying
out checks on the public highways
-really such road testing requires
a test track.
ing carburetter size.
If larger instruments are to be
fitted then the next size should
be used; it is very rare that an
engine's breathing capacity is
increased to the stage where it
requires an increase of two sizes.
Remember if a larger instrument
is fitted to a power unit which
does not really merit this increase
in carburetter size, the piston will
not reach its full travel-the only
benefit achieved will be a more
impressive underbonnet appearance!
Piston spring
Piston springs are identified by a
colour code and this can be found
painted on the end coils of the
spring.
The range for carburetters up to
and including 1£" bore size is:2t oz. blue. 4t oz. red. 8 oz. yellow
and 12 oz. green.
It is best to use the red spring
but if the carburetters are suspected of being on the large sizt>
for an engine then the blue
should be tried. Conversely if the
instrument is only just large
enough, a stronger yellow spring
might be required.
A correct strength of piston
spring will be one which allows
the pis10n to reach its maximum
travel at the point in the speed
range where maximum power is
obtained.
In the paper on the S.U. Carburetter given to the Institute of
Mechanical Engineers by Mr. P.
G. G. Knight, Technical Manager
of S.U. Carburetter Co. Ltd., there
is a description of a simple
Size of Carburetter.
An alteration in size of carburetter
should only be necessary if the
breathing capacity of the engine
has been substantially increased.
To improve the breathing will
require possibly larger inlet valves,
alteration to the head or ports, a
change of camshaft or an increase
in engine capacity.
Polishing and lining-up the ports
and increasing compression by
about one ratio is not really
sufficient fustification for increas-
8
db
Removal of an air cleaner system
will tend to weaken the mixture
supplied to the engine and the
effect will be greater at the top
end of the speed range.
The degree of weakening will
depend upon the type of air cleaner
and this will be governed by how
much restriction the cleaner
offers-the greater the restriction,
the greater the weakening effect
when removed. In general, oil
bath type cleaners offer more
restriction than the paper element
types.
Fitting ram pipes to the intake
flange of the carburetter(s) can
also affect the mixture requirement (usually weakening the mixture slightly in the mid-speed
range). The effect on power curve
varies with type, and length.
There is no simple formula for ram
pipe length, but in general a length
of between 2 to 3 inches is used.
The effect of these pipes is to
boost power very slightly in the
mid-speed range.
piston height indicator which can
be used whilst the vehicle is in
motion. This device can be extremely useful in determining,
both piston spring and needle
profile by road test methods. (See
footnote*)
It should be noted that the change
from a medium spring (say the red)
to a weaker one (blue), will have
the effect of weakening the mixture
throughout the range. The effect
of going to a stronger one will be
to enrich the mixture throughout
the range.
A way of getting a rough guide as
to which spring to use is to refer
to the S.U. Leaflet AUC.9631. This
lists carburetter specifications for
both current and earlier models.
Look down the list of vehicles
and find a power unit which gives
about the same power with the
same number and size of carburetter fitted. This will give a
piston spring/jet needle combination which can be used as a
good starting point. See also
appendix 1.
Jet needle profile.
Two leaflets which are obtainable
from S.U. Carburetter Co. Ltd., or
their agents, are extremely useful
for jet needle determination; one
is the Carburetter Specification
booklet already mentioned and
the other is the list of needle sizes
(AUC.9618). See Appendix 2.
The book of needle sizes gives a
list of diameters for each needle
starting with the diameter immediately under the. shank or head of
the needle and working down the
length in increments of one eighth
of an inch. The smaller the dia-
Carburetterair intake
The way by which the air reaches
the carburetter intake can greatly
affect the mixture requirements.
In addition to this manometer device Mr. Knight also
refers to checking piston lift by means of a rod inserted
jn a hole drilled vertically through the suction
chamber cap.
The rod is cut off flush with the top of the cap when
piston is resting on the carbllretter brid ge and is
therefore at its lowest point. As the piston rises,
it carries the rod with it and a simple measurement
reveals the extent of lift. A device of this type is
actually available on the market-the PSW tool
set, manufactured by PSW Test Equipment (P. M.
Schleyer) of Western Germany, and imported into
this country by Motor Books and Accessories, 33
St. Martins Court, St. Martin's Lane, London W.C.2.
Sets are available for S.U. carburettors and for
Strombergs, they cost 36s 6d. As well as piston
lift. they permit immediate checks to be made of
jet centralisation, synchronisation of twin carhs.
mixture strength and fuel level.
9
~
C E
ISTlankl
,dia.
~
~
--~
--
-
~
2nd
...
3rd
...
-
4th
5th
...
r"
idling
---,
L
r
pick
--
I
up&
I
cruis Ing
6th
L.
r
---
7th
top
8th
9th spe~d
-
-
---
"
I~ ·089
·085"
-
·082"
-
·0795"
--
...
-
10th
-
-
11th
-- ---
N B.
1st
--
12th
13th
The above bracketing applies
1"
for 1'4 (H2 or HS2 ) carburetters
10
,.
·0777
·076"
0745"
0735"
'072"
·071 "
0695 "
0682"
·067"
size of carburetter) between the
second and third dimensions on
the diagram; a steady 50 m.p.h.
will occur around the fifth portion.
Dimensions from the seventh
(·0745) to the ninth (·072) affect
the top end full throttle conditions.
The last three dimensions (with
1*,' diameter carburetters) do not
take part in the metering.
meter at any particu1ar point the
richer the needle will be at that
point.
To illustrate what the needle
dimensions in the book actually
represent we will take an example,
(a diagram of this needle appears
on page10)the eE, list the dimensions and discuss which part
affects which driving condition.
Referring to diagram (1) the first
two dimensions are given as
1). .089 2). .085: these are the
idling or datum positions and it
is advisable when changing from
one needle to another to choose
one with the same idling dimensions.
If this is not possible then bear
in mind that if the new needle has
weaker or larger idling dimensions
(say .089-.0855) the rest of the
needle will give slightly richer
results than suggested by the
dimensions.
If the idling dimensions are richer
or smaller (say ·089-·0845) the
needle will give slightly weaker
results than one would expect.
This is due to the alteration in the
jet position required by the new
.
idling dimensions.
The next four dimensions\govern
the pick up in top' gear from
about 20 m.p.h. to 50 m.p.h. These
are 3) ·082 4) ·0795 5) ·0777 6) ·076
and are also the part of the needle
which meters fuel for the part
throttle or cruising conditions. A
cruising speed of 30 m.p.h. will
lie approximately (depending on
Testing procedure
With the carburetter(s) correctly
set for mixture at idle conditions
(see S.U. Service Literature) and
the engine oil and water at normal
temperatures, carry out a number
of acceleration tests and part
throttle tests.
First accelerate from about 20
m.p.h. in top gear to about 50
m.p.h. If there is hesitation or a
pulling back, repeat test with the
choke pulled out about iff. If there
is an improvement, make a note
that the third, fourth and fifth, and
possibly the sixth needle dimensions require to be a little richer.
Now try driving at a steady 30, 40
and 50 m.p.h., if there is a slight
see-sawing action, try to cure this
by richening the mixture control
slightly.
If weakness is suspected at these
cruising speeds then again the
third, fourth and fifth dimensions
will require richening. A similar
test can be carried out for high
speed in top gear. Here it is very
important to ensure that there is
no weakness.
11
SECTION II
Adjusting and Servicing
4
5
1
1.
2.
3.
4.
5.
Baffle plate.
Inlet nozzle.
Suction chamber.
Carburetter body.
Marks for replacement.
6.
7.
8.
9.
Damper.
Damper washer.
Chamber retaining screws.
Direction of removal.
A. Remove the baffle plate from the inlet nozzle.
B. Thoroughly clean the outside of the carburetter.
C. Mark the relative positions of the suction chamber and the
carburetter body.
D. Remove the damper and its washer. Unscrew the chamber
retaining screws.
E. Lift off the chamber without tilting it.
12
I
I
2
1. Piston spring.
2. Alternative spring with
washer.
3. Piston assembly.
4. Piston rod.
5. Needle locking screw.
6.
7.
8.
9.
10.
Needle.
Piston lifting pin.
Circlip for pin.
Spring for pin.
Alternative lifting pin.
A. Remove the piston spring and washer (when fitted).
B. Carefully lift out the piston assembly and empty the damper oil
from the piston rod.
C. Remove the needle locking screw and withdraw the needle. If
it cannot easily be removed, tap the needle inwards first and
then pull outwards. Do not bend th'e needle.
D. If a piston lifting pin with an external sprihg is fitted, remove
the spring retaining circlip and spring. then push the lifting pin
upwards to remove it from its guide. With the concealed spring
type. press the pin upwards, detach the circlip from its upper
end, and withdraw the pin and spring downwards.
--------_....
13
17
3
A.
B.
C.
D.
14-l1 /
'------J/
1. Jet assembly.
10. GI~d.
2. Pick-up link.
11. Washer.
3. Link retaining screw.
12. Ferrule.
4. Pick-up lever return spring. 13. Jet adjusting nut.
S. Brass bush.
14. Spring for nut.
6. Sleeve nut.
1S. Jet bearing.
7. Flexible Jet tube.
16. Brass washer.
8. Float-chamber.
17. Jet locking nut.
9. Carburetter body.
18. Piston key.
Support the moulded base of the Jet and slacken the screw
retaining the Jet pick-up link.
Relieve the tension of the pick-up lever return spring from the
screw and remove screw and brass bush (when fitted).
Unscrew the brass sleeve nut retaining the flexible Jet tube to
the float-chamber and withdraw the Jet assembly from the
carbu~etter body. Note the gland, washer, and ferrule, at the
end of the Jet tube.
Remove the Jet adjusting nut and screw. Unscrew the Jet
locking nut and detach the nut and Jet bearing. Withdraw the
bearing from the nut, noting the brass washer under the
shoulder of the bearing.
14
4
1.
2.
3.
4.
S.
6.
A.
B.
Pick-up lever.
Lever return spring.
Lever pivot bolt.
Double-coil spring washer.
Spacer (alternative).
Cam lever.
7.
8.
9.
10.
11.
Lever spring.
Pivot bolt tube.
Skid washer.
Cam lever spring location.
Pick-up lever spring location.
Note the location points of the two ends of the pick-up lever
return spring. Unscrew the lever pivot bolt together with Its
double-coil spring washer, or spacer. Detach the lever assembly
and return spring.
Note the location of the two ends of the cam lever spring and
push out the pivot bolt tube or tubes, taking care not to lose
the spring. Lift off the cam lever. noting the skid washer between
the two levers.
15
~II
......
2
12
/~~~
@
ijJ"
~--II
5
.'
1.
2.
3.
4.
5.
6.
Float-chamber.
Retaining bolt.
Float-chamber lid.
Marks for replacement.
Lid retaining screws.
Lid gasket.
7.
8.
9.
10.
11.
12.
Float assembly.
Float hinge pin.
Float needle.
Needle seating.
Alternative f1oat-ehamber.
Alternative spacers.
A. Slacken and remove the bolt retaining the f1oat-ehamber to the
carburetter body. Note the component sequence with flexibly
mounted chambers.
B. Mark the location of the float-chamber lid. Unscrew the lid
retaining screws and detach the lid and its gasket, complete
with float assembly.
C. Push out the float hinge pin from the end opposite Its serrations
and detach the float.
D. Extract the float needle from Its seating and unscrew the seating
from the lid, using a box spanner ·338 In. (8·58 mm.) across the
flats. Do not distort the seating.
16
6
1.
2.
3.
4.
Throttle disc.
Carburetter flange.
Marks for replacement.
Disc retaining screws.
5.
6.
7.
8.
Throttle spindle.
Tab washer.
Spindle nut.
Lever arm.
•
A. Close the throttle and mark the relative positions of the
throttle disc and the carburetter flange.
B. Unscrew the two disc retaining screws. Open the throttle and
ease out the disc from its slot In the throttle spindle. The disc is
oval and will jam If care is not taken.
C. Tap back the tabs of the tab washer securing the spindle nut.
Note the location ofthe l!lver arm in relation to the spindle and
carburetter body; remove the nut and detach the arm.
NOTE_Before reassemblln,. examine all components for dama,e and/or wear.
Unserviceable components must be renewed.
B
17
5 --
1. Piston rod.
2. Transfer holes.
3. Needle.
-- 3
4. Needle locking screw.
5. Alternative needle.
7
18
A.
8
Examine the throttle spindle and its bearings In the carburetter
body. Check for excessive play. Renew parts as necessary.
B. Refit the spindle to the body. Assemble the operating lever with
tab washer and spindle nut, to the spindle. Ensure that when
the stop on the lever is against the abutment on the carburetter
body, I.e. throttle closed position, the countersunk ends of the
holes in the spindle face outwards. Tighten the spindle nut and
lock with the tab washer.
C. Insert the throttle disc in the slot in the spindle in its original
position as marked. Manoeuvre the disc in its slot until the
throttle can be closed and fit two new retaining screws, but do
not fully tighten. Check visually that the disc closes fully, and
adjust Its position as necessary. With the throttle closed there
must be clearance between the throttle lever and the carburetter
body. Tighten the screws fully and spread their split ends just
enough to prevent turning.
A.
Examine the float needle and seating for damage. Check that
the spring-loaded plunger in the end of the plastic-bodied
needle operates freely.
B. Screw the seating into the float-chamber carefully. Do not
overtighten. Replace the needle in the seating, coned end first.
Test the assembly for leakage with air pressure.
C. Refit the float and lever to the lid and insert the hinge pin. Check
the float level as described in item 15
D. Examine the lid gasket for re-use. Assemble the gasket on the
lid and refit the lid to the float-chamber In the position marked
on dismantling. Tighten the securing screws evenly.
E. Refit the float-chamber assembly to the carburetter body and
tighten the retaining bolt fully, making sure that the registers
on the body and the chamber engage correctly.
A.
B.
10
9
Refit the piston lifting pin, spring, and circlip.
Examine the piston assembly for damage on the piston rod and
the outside surface of the piston. The piston assembly must be
scrupulously clean. Use petrol or methylated spirit as a cleaning
agent. Do not use abrasives. Lightly oil the outside of the
piston rod.
C. Clean inside the suction chamber and piston rod guide using
petrol or methylated spirit. Refit the damper assembly and
washer. Seal the transfer holes in the piston assembly with
rubber plugs or Plasticine and fit the assembly to the suction
chamber. Invert the complete assembly and allow the suction
chamber to fall away from the piston. Check the time this takes,
which should be 3 to 5 seconds for HS2-type carburetters of 11
19
in. (31,75 mm.) bore, or 5 to 7 seconds for larger carburetters.
If the time taken is in excess of that quoted, the cause will be
thick oil on the piston rod, or an oil film on the piston or inside
the suction chamber. Remove the oil from the points indicated
and re-check.
D. Refit the needle to the piston assembly. The shoulder or lower
edge of the groove must be level with the bottom face of the
piston rod. Fit a new needle locking screw and tighten. Invert
the suction chamber and spin the piston assembly inside it to
check for concentricity of the needle.
E. Check the piston key for security in the carburetter body.
Refit the piston assembly to the body and replace the piston
spring over the piston rod. Fit the suction chamber and retaining
screws. Tighten the screws evenly.
A.
Refit the let bearing, washer, and locking nut: do not tighten
the nut. Refit the jet in its bearing and the flexible tube to the
base of the float-chamber without the gland and washer.
B. Centralize the jet as described in item 13
C. Withdraw the let and tube; refit the spring and let adjusting
nut. Fit the gland washer and ferrule to the flexible tube. The
end of the tube should project a minimum of /r in. (4·8 mm.)
beyond the gland. Refit the jet and tube. Tighten the sleeve nut
until the neoprene' gland is compressed. Overtightening can
cause leakage.
D. Refit the damper and washer.
A.
12
11
Reassemble the pick-up lever, cam lever, cam lever spring, skid
washer, and pivot bolt tube or tubes In the positions noted on
dismantling.
B. Place the pick-up lever return spring in position over Its boss
and secure the lever assembly to thecarburetter body with the
pivot bolt. Ensure that the double-coil spring"\lAsher or spacer
fits over the projecting end of the pivot bolt tube.
C. Register the angled end of the return spring in the groove In
the pick-up lever, and hook the other end of the spring around
the moulded peg on the carburetter body.
D. Fit the brass ferrule to the hole In the end of the pick-up link.
Relieve the tension of the return spring and fit the link to the
let with its retaining screw. When finally tightening the screw,
support the moulded end of the jet.
E. Refit the baffle plate to the float-chamber lid nozzle.
20
JET CENTREING
13
The piston should fan freely onto the carburetter bridge with a click
when the lifting pin is released with the jet In the fully up
position. If It will only do this with the jet lowered then the
let unit requires re-centrlng. This Is done as follows:
A. Remove the jet head screw to release the control linkage.
B. Withdraw t,he jet, disconnecting the fuel feed pipe union in the
~~at-~er;;i.j1n'dremoving the rubber sealing washer. Remove
~.ne jetlotll.lrti'spring and adjusting nut.
C. Replace the let and insert the fuel feed pipe connection into the
f1oat-ehaiiiber.
D. Slacken the Jet locklns nut until the assembly is free to rotate.
21
A.
Remove the piston damper and apply pressure to the top of the
piston rod with a pencil.
B. Tighten the jet locking nut keeping the jet hard up against the ---~-~~~
jet bearing.
C. Finally check again as In item 13.
D. Re-fit the jet locking spring and adjusting nut. Before replacing "_
/
the fuel feed pipe into the float-chamber, fit the rubber sealing ~""i-_.~
washer over the end of the plastic pipe so that at least
in.
(4,8 mm.) of pipe protrudes (see Inset). Reassemble the controls.
E. Refill the piston dampers with the recommended engine oil
(see item 26 ).
*
14
Float-chamber fuel level
A. Remove and Invert the float-chamber lid.
B. With the needle valve held in the shut-off position by the weight
of the float only, there should be a 1 to
in. (3,2 to 4·8 mm.)
gap between the float lever and the rim of the float-chamber lid.
C. The float may be set by bending at the crank.
*
22
15
ROUTINE CLEANING
16
A.
At the recommended intervals mark for reassembly and
carefully remove the piston/suction chamber unit.
B. Using a petrol-moistened cloth, clean the inside bore of the
suction chamber and the two diameters of the piston.
C. Lightly oil the piston rod only and reassemble as marked.
D. Refill piston damper (see item 26)
23
1
~.
I
;~~
SECTION III
Tuning Multi Carburetters
The Type HS Carburetter
1. Jet adjusting nut.
2. Jet locking nut.
3. Piston/suction chamber.
4. Fast-idle adjusting screw.
5. Throttle adjusting screw.
6. Piston lifting pin.
24
r
L
I
17
A Warm engine up to normal temperature.
B. Switch off engine.
C. Unscrew the throttle adjusting screw until it is Just clear of its
stop and the throttle is closed.
D. Set each throttle adjusting screw i of a turn open.
A. Mark for reassembly and remove piston/suction chamber unit.
B. Dlsconrtect mixture control wire.
C. Screw the jet adjusting nut (1) until the jet Is flush with the
bridge of the carbu retter or fully up If this position cannot be
obtained.
D. Replace the piston/suction chamber unit as marked.
E. Turn down the jet adjusting nut (1) two complete turns.
25
18
7
ovU
19
A. Slacken both of the clamping bolts (7) on the throttle spindle
Interconnections.
B. Disconnect the jet control interconnection by slackening the
clamping bolts (8).
\
!~,~\II
'
/
A.
8.
20
Restart the engine and adjust the throttle adjusting screws on
each carburetter to give the desired Idling speed as Indicated by
the glow of the Ignition warning light.
Compare the Intensity of the intake 'hiss' on all carburetters
and alter the throttle .adjusting screws until the 'hiss' Is the
same.
26
"J
.t".
21
A. Turn the jet adjusting nuts (1) on all carburetten up to weaken
or down to rlchen the same amount until the fastest idling speed
consistent with even running is obtained.
B. Readjust the throttle adjusting screws (5) to give correct idling
If necessary.
500~~---'~.
:::..
•
-
.~
ENGINE
I.p.m
'\
.",-- ...-..,.---r--r----,.--------TIME
A. Check for correct mixture by gently pushing the lifting pin of
the front carburetter up
in. (,8 mm.) after free movement has
been taken up. The graph illustrates the possible effect on
engine r.p.m. Readjust the mixture strength If necessary.
B. Repeat the operation on the other carlluretters and after adjustment re-check since they are all inter-dependent.
C. Item 25. shows the correct type of exhaust smoke.
n
27
23
A. Set the throttle interconnection clamping levers (7) so that the
link pin is ·012 in. (,30 mm.) away from the lower edge of the-.
fork (see Inset). Tighten the clamp bolts.
B. With both jet levers at their lowest position, set the jet interconnection lever clamp bolts (8) so that both jets commence to
move simultaneously.
Reconnect the mixture control wire with about ttln. (1,6 mm.)
free movement before It starts to pull on the jet levers.
B. Pull the mixture control knob until the linkage is ab.out to move
the carburetter jets, and adjust the fast Idle screws, comparing the Intensity of the air intake 'hiss' to give an engine speed
ofabout 1.000 r.p.m. when hot.
C. Refit the air cleaners.
A.
24
28
25
th on exh aust smoke
The effect.0 f mixture streng
I hy misfire. an d colourless.
TOO WEAK:
I note, sp as
Irregu ar
n note.
k' h
A. CORRECT:
Regular
eV:hmical misfire, blac IS •
B. TOO RICH:
C.
Regular and
or rhy
29
26
Finally top up the piston damper with the recommended engine oil
until the level Is tin. (13 mm.) above the top of the hollow piston
rod.
Note
On dust-proofed carburetters. Identified by a transverse hole drilled
in the nl\ck of the suction chambers and no vent hole in the
damper cap. the oil level should be tin. (13 mm.) below the top
ofthe hollow piston rod.
30
,
Appendix1 contd
CAR MODEL
YEAR
TYPE No.
RICH
Co)
N
CONVERSION SETS
M.G.-Elva
B.M.C. A Series-Turner
Minor 1000-Speedwell
B.M.C. A Series-Turner
Sprite-Sebring
F2 Cooper Climax SIC
B.M.C.-FJ Cooper
Alexander Herald
948 c.c.
Sprite
948 c.c.
Mangoletsi Remix
Healey 3000 Competition
Mini Cooper (Thermo jets)
997 c.c.
Sprite-Speedwell
Mini competition
Mini-Cooper S Group 2
970 c.c.
Mini-Cooper S Group 2
1070 c.c.
Mini-Cooper S Group 2
12'75 c.c.
Formula 3 B.M.C.-Cooper
Morris 1100 (Downton)
1098 c.c.
COVENTRY CLIMAX
1100 c.c.
F.W.A. Stage I
F.W.A. Stage II
Lotus Elite
1220 c.c.
Lotus Elite
1220 c.c.
F.P.F.
1500 c.c.
FORD (CONVERSIONS)
1172 c.c.
E93A
100E Aquasport
1172 c.c.
100E Prefect and Anglia
1172 c.c.
1172 c.c.
100E Lotus
~:.'.'."'~"~;
1959/61
1959/6-1
1959/61
1959/61
1960
1960
1960
1960/1
1960
1961/3
1961
1961/3
1962/3
1962/3
1964
1964
1964
1964
1964
Pair H4
Pair H1
Pair H2
Pair H2
Pair H2
Single H8
Pair H4
Pair H2
Pair H4
Pair HI
Three HD8
Pair H4
Pair H4
Pair H4
Pair H4
Pair H4
Pair H4
Single HS6
Pair H4
1954/8
Pair H4
Pair H4
Pair H4
Pair H4
Single H4
Pair DU6
1949/53
1953/7
1953
1954/60
-.~.".
Pair
Pair
Pair
Pair
HV1
MC2
H1
H2
NEEDLE
STD. WK.
GS
BXI
M8
M6
GX
SPRING
COLOUR
Red
Blue
Red
Blue
AM
M6
A5
M8
UH
MME
AO
MME
CP4
MME
BG
SS
AM
Blue
Blue
Blue
Blue/Black
Blue
Red
Blue
Blue
Blue
Blue
Red
Blue
R6
BE
BE
BF
BO
BF
ZB
6
M9
MI
EK
A5
M6
M6
MOW
HA
Red
M7
Red
M5
Blue
Blue
Blue
Blue
Yellow
-_'-".F""Y··~~
CAR MODEL
FORD (CONVERSIONS)
Consul-Aquaplane (Series 1)
Consult-W.H.M.B. Ltd.
Zephyr-Aquaplane (Series 1)
W
W
30 h.p.
hs··'
YEAR
TYPE No.
1954/1
1955/1
1954/7
Pair H4
Pair H2
Three H4
Zephyr-W.H.M.B. Ltd.
Zephyr-Raymond Mays (Series 1)
Zephyr-Raymond Mays (Series 2)
Consul-R. Owen (Series 2) 4 port head
Consul-R. Owen (Series 2) 6 port head
105E FJ
100E Aquaplane
105E/1 07E Aquaplane
Consul-R. Owen (Series 2) 4 port head
Zephyr-Raymond Mays
E93A-Dellow
Consul (Series 1)-Dellow
Zephry (Series 1)-Dellow
100E Prefect and Anglia-Dellow
V.8 (Special adaptor)
Consul (Series 1)
1955/7
1954/6
1957/62
1958/60
1958/60
1060/2
1960/2
1960/2
1962
1962
1950
1953
1954
1955
1950
1952
Three H2
Pair H4
Pair H4
Single H6
Pair H6
Pair H4
Pair H2
Pair H2
Single H6
Pair H4
Single HV3
Pair H2
Three H2
Pair H1
Pair H4
Pair H4 DO
Consul (Series 1)
Zephyr (Series 1)
Lotus 105E
Turner/Classic
Reliant Ford
Reliant Zephyr 4
Formula 3 (Holbay-Ford)
1953
1953
1961/2
1961/2
1962/3
Pair H2 DO
Three H2 DO
Pair H2
Single HS4
Pair HS4
Pair HS4
Single HS6
Y r ' SF
T5
-1
.""......-~~
1963/4
1964
NEEDLE
RICH STD.
4
3
H2
OA
4
3
WK.
L
OW
L
EM
CN
MME
AP
GE
AO
M9
RO
ES
5
7
RB
RB
AM
GX
A5
RB
AY
RLS
M5
M5
EK
6
61
62
WX
A5
OJ
CZ
DH
UVP
SPRING
COLOUR
Red
Red
Red/Centre
Yellow front
and rear
Red
Yellow
Yellow
Red
Red
Blue
Blue
Blue
Red
Yellow
Red
Red
Red
MOW
Red
Yellow
Yellow
Yellow
Blue
Red
Red
Red
Red
.J
p
Appendix 1 contd
CAR MODEL
YEAR
TYPE No.
RICH
Co)
~
HILLMAN
Imp (Conversion)
875 c.c.
Minx (Conversion)
1600 c.c.
Minx (Conversion)
1390 c.c.
Alexander Minx (Conversion)
JAGUAR
XK 120
XK 120
XK 120 (Remote air cleaner)
XK 1207:1 and 8:1 C.R.C. Type
XK 1208:1 C.R.C. Type
XK 120 8:1 C.R. (Remote air cleaner)
XK 120 9:1 C.R.C. Type
XK 1407:1 and 8:1 C.R.
XK 130 C 7:1 and 8:1 C.R. (C Type head)
XK 140C 7:1 and 8:1 C.R. (C Type Head)
disc air cleaners
XK 140C 8:1 and 9:1 C.R. (C head)
XK140C 7:1 and 8:1 C.R. D/H Coupe and standard
XK 140C 7:1 and 8:1 C.R. R.H.D. F/H Coupe
XK 140C 7:1 and 8:1 C.R. L.H.D. F/H Coupe
XK 140 7:1 and 8:1 C.R. L.H.D. F/H Coupe
XK 140 7:1 and 8:1 C.R. R.H.D. F/H Coupe
XK 140 7:1 and 8:1 C.R. Borg-Warner
XK 1407:1 and 8:1 C.R Borg-Warner R.H.D. F/H Coupe
XK 140 7:1 and 8:1 C.R. Borg-Warner L.H.D. D/H Coupe
XK 140 7:1 and 8:1 C.R. Borg-Warner R.H.D. D/H Coupe
XK 150 S
3·4 litre
XK 150
XK 150
3·4 litre
3·8 litre
XK 150
E Type
3·8 litre
E Type
4·2 litre
1964
1964
1956/8
1959/61
Pair
Pair
Pair
Pair
HS2
H4
H2
H2
1949/50
1951/4
1951/4
1952
1952
1952
1952
1954
1954
Pair
Pair
Pair
Pair
Pair
Pair
Pair
Pair
Pair
H6
H6
H6
H8
H6
H6
H6
H6
H6
1954
1954
1955
1955
1955
1955
1955
1955
1956
1956
1956
1959/62
1959
1960/2
1960/2
1961/4
1965
Pair H6 Thermo
Pair H8
Pair H6 Thermo
Pair H6 Thermo
Pair H6 Thermo
Pair H6 Thermo
Pair H6 Thermo
Pair H6 Thermo
Pair H6 Thermo
Pair H6 Thermo
Pair H6 Thermo
Three HD8 Thermo
Pair H D6 Thermo
Pair H D6 Thermo
Pair H D6 Thermo
Three HD8
Three HD8
Thermo
Thermo
Thermo
Thermo
Thermo
Thermo
Thermo
Thermo
CU
53
W04
75
SA
75
SA
SA
SA
SA
SA
SA
W03
W03
NEEDLE
STD. WK.
H4
QA
CZ
GR
RB
RF
W02
VR
RG
DG
RC
SJ
SR
W02
VR
W02
W02
W02
SJ
SJ
SJ
SJ
SJ
SJ
UE
TL
TL
TU
UM
UM
cr
RG
W03
VE
LBA
VE
LBA
LBA
LBA
LBA
LBA
LBA
SJ
SJ
SPRING
COLOUR
Blue
Red
Blue
Blue
Red
Red
Red
Black/Red
Red
Red
Red
Red
Red
Red
Black/Red
Red
Red
Red
Red
Red
Red
Red
Red
Red
Blue/Black
Red
Red
Red
Blue/Black
Blue/Black
~:A!!>r-
x
.....
A works Mini Cooper
S: within the engine
department lurk these
twin 1 ina SUs in
place of the standard
1t ina. carbs. Note the
carb bellmouths and
the re-routed oil breather pipe all very
neatly done.
t
Below: these twin 1i ins. SUs were fitted to
an MGB tuned by Bill Nicholson of Northampton. Together with other mods they
helped propel it to a 0-60 time of 8.8 sees.
Above: twin 1! ins. SUs as supplied by Nerus
for the Imp, other well known tuners sell this
type of conversion for about £30 and results
are ge'nerally good. Below: HS6 S (1i ins.) as fitted to the MGC; Its sister the MGB uses the
visually similar 1! ins. twin HS4 carbs.
36
------------------------~---------------------=-=--====----=~----=-=-~-~~-~--~-
~
Appendix I c,ontd
CAR MODEL
RILEY
1489 c.c.
One-Point-Five
1489 c.c.
One-Point-Five (L.H.D.)
1498 C.c.
4/68
848 C.c.
Elf
1622 C.c.
4/72 Saloon
998 C.c.
Elf
1098 c.c.
Ke6trel
1275 c.c.
Kestrel
ROVER
2 litre
2000
2 litre
2000 (Smith's valve)
2 litre
2000 TC
STANDARD
9 h.p. and 10 h.p.
TRIUMP'TR2
1991 C.c.
TR3
948 c.c.
Herald
1991 C.c.
TR3; TR3A and TR4
1147 C.c
Spitfire 4
2·2 litre
TR4A
1147 c.c.
~pitfire Group II
Vitesse (Conversion)
YEAR
TYPE & No.
RICH
NEEDLE
STD. WK.
1957/64
1957/62
1959/61
1961/2
1961/4
1963/4
1965/6
1967
Pair H4
Pair H4
Pair HD4
Single HS2
Pair HD4
Single HS2
Pair HS2
Single HS4
1963/4
1963/4
1966
Single HS6
Single HS6
Pair HD8
RN
RR
U1
1955/6
Pair H1
D3
1953/5
1956/8
1959/61
1959/62
1962/3
1965/6
1966
1963/4
Pair
Pair
Pair
Pair
Pair
Pair
Pair
Pair
H4
H6
H1
H6
HS2
HS6
H4
HS2
AR
AR
FT
M
FU
M
D6
BO
GER
RH
EB
RH
H6
SW
AD
AD
FU
EB
HB
GX
D3
DZ
FV
SM
GV
SM
AN
TW
DB
MO
HA
HA
M9
GG
FK
GG
GV
CF
SPRING
COLOUR
Red
Red
Red
Red
Red
Red
Blue
Red
Green
Green
Black/Blue
~
C')
CR
SL
CA
SL
EB
CIW
Red
Red
Red
Red
Red
Blue
Red
~-~-~
·090 JET NEEDLES
AS
AA
AB
Ac
ACI
AD
AE
AY
APPENDIX 2
AZ
AAA
·089
·085
·0815
·079
·0755
-071
·0662
·0615
·0575
·0532
·0490
·0445
·0405
·089
·085
·0814
·0785
·0755
·072
-0674
·063
·060
·058
·056
·0540
·052
AAA
cont.
--- --- --------------- --------- --- --- --- ---089
·085
·0826
·080
·0782
·0765
-0746
·073
·0711
·0694
·0676
·066
·089
·0845
·080
·0767
·ons
·071
·0689
·0661
·0638
·0614
·0591
·0566
·054
·089
·085
·080
·0785
·0768
·075
·0732
·0718
·0702
·0688
·0671
·0657
·064
·089
·085
·082
·080
·0783
·0765
·0746
·073
·071
·0694
'0676
·066
·064
·088
'084
·082
·080
·0783
·0765
-0746
·073
·071
·0694
·0676
·066
·064
'089
'085
'082
'080
'0780
'0760
'0740
·0720
·070
·0680
·066
·064
'062
·089
·085
·0805
·0768
·0741
·072
·0694
·0669
'0643
·0617
-059
·0565
·0538
-089
·085
·081
·078
·0763
·0754
-0745
·0737
·0728
·0718
-071
·070
- - - ------------------
·050
·048
·046
--- - - - ------ - - - ------
BH
BE
BF
BG
BB
BD
BA
AHI
AG
AH
AHI
Al
AI
AF
------ --- --- --------- --- --- --- --- ------ --·089
·085
·0814
·078
·0758
·0727
·071
·0695
·068
·0665
·065
·0632
-089
·085
·0795
·0745
·0702
·0665
·063
·0598
·0567
·054
·OS1
·0485
-046
-088
·0862
·083
·0803
·0775
·0756
·0733
·0711
·069
·067
·065
·063
·061
·088
·086
·082
·079
·0765
·075
·073
·071
·069
-067
·065
·063
·061
·089
·085
·082
·0794
·077
·0748
·0726
·0704
·0683
·0662
·064
·062
·060
·089
'085
·0817
·0798
·078
'0765
·075
'0732
'0712
'0693
'0685
'0675
·090
·0856
·0822
·0305
·0794
·0777
0760
·0743
·0727
·0710
·0694
·0677
·089
·085
·0815
·079
·0767
·0745
·0723
·0703
·0683
·0663
'064
·062
·089
·085
·0825
·080
·0775
·075
·0725
·070
·0675
-065
·0625
·060
·0575
·090
·0856
·0822
·0805
·0794
·0777
·0760
·0750
·0740
·0730
·0720
·0710
·089
·084
·0805
·0773
·074
·0705
·067
·0634
·060
·0565
·053
·0495
·046
'089
·085
·082
·0796
·0764
·072
·068
·0635
·0591
·0549
·0505
·0463
·042
·089
'085
'0815
·0782
'0745
·0695
·0647
'060
·0557
'0515
'0474
·043
'039
·089
·085
·0812
·0775
·0753
·074
·0731
·0722
·0714
·0705
·0696
·0688
'068
------ --- - - - --------- --------- --- --- --- - - AQ
AN
AO
AP
AL
AM
AK
--- --- --- -----------·089
·086
·0825
·0795
·0786
·078
·077
·0764
·0755
·0747
·0738
·073
-089
·085
·0816
·0796
·0781
·077
·076
·0748
·0738
·0726
·0715
·0705
·089
·085
·081
·078
·0753
·073
·0704
·068
·0655
·063
·0606
·0583
·056
·089
·0855
·0827
·0807
·0787
·077
·0753
·074
·073
·072
·071
·070
·069
·089
·085
'082
·0793
·0766
·0737
·0705
·0673
·064
·0608
·0576
·0544
·051
-089
'085
'0817
·0796
·0777
'0765
'0752
'0745
'0736
'0727
·072
·071
·088
·0856
·0833
·0809
·0785
·0761
·0738
·0714
·069
·0666
·0643
'0619
·084
·0815
·079
·0773
·0755
·0737
·0717
·0698
·068
·066
·064
·085
·0805
·0773
·0742
·0717
·070
·0675
-065
·0625
·060
·059
·058
·085
·C807
·078
·0757
·0735
·0713
'0693
·0674
·0655
·0637
'0618
·060
·089
·085
·080
·076
·0724
·0694
·0668
·0642
·062
·060
·058
·0558
·0536
BI
BI
BK
BL
BM
BN
BO
·089
·0855
·0808
·0777
·0751
·073
·0714
·0705
·0701
·0697
·0694
·069
·089
·0855
·0824
·0794
·0769
·0749
·0734
·0725
·0721
·0717
·0714
·071
·089
·0855
·0815
·0785
·0762
·0738
·0722
·0715
·071
·0706
·0703
·070
·0695
·089
·0855
·081
·0777
·075
·073
·0715
·0707
·070
·0698
·0693
·069
·0688
·089
·0855
·0805
·0768
·074
·072
·0705
·0695
·0692
·0688
·0684
·068
'089
'0855
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43
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·0805
---
·1155
·1135
·110
·108
·1055
·103
·101
·0985
·0965
·091
·093
·0915
·090
·089
·12<
·1205
·116
·IH
·1105
·1075
·10<5
·1025
·101
-0995
·0985
·0975
·096
·09<5
·093
·0915
·12<
·1205
·116
·1128
·109<
·106
·103
·0997
·096
·0927
·090
·0875
·0860
·08<5
·083
·0815
·124
·1205
·1172
·1133
'1105
·1092
·1085
·1068
·104)
·102
·1006
·0995
·0985
·0975
-0965
0955
'12~
·12<
·1205
·IH7
·11H
·108<
·105<
·1023
·0990
·095<
·0917
·088
·0858
·0836
·0813
·079
·0768
·1205
·1165
·114
·112
·1095
·107
·105
·1025
·100
·099
-098
·097
·096
·09<5
·093
------------ - - - - - UW
UV
UX
Uy
'12~
·12<
·1205
·1182
·1160
·1205
·1175
·lH6
·1117
·1071
·1023
·0971
·092
·0865
·081
·0755
·070
·06<
·058
·052
·1135
·1112
·1095
·108
·1065
·1053
·1047
·10<2
·1036
·1029
·1029
·1029
I
·12<
·1205
·1165
·114
·112
·1095
·107
·105
·1025
·100
·099
·098
·0955
·0931
·091
'089
'12~
·1205
·1171
·1145
·1128
·1107
·1086
·107
·1056
·1016
·10<
·1032
·1025
·1018
·101
·1002
·12<
·1205
·1172
·1135
·1113
·1095
---
·12<
·115<
·1077
·1015
·096
·0917
·0875
·0833
·079
·07<8
·0715
·0662
·062
·0577
·0535
·0<92
VO
UVO
VP
UVP
'12<
·1146
·1065
·0997
·09<
·0895
·085
'0805
·076
·0715
·067
·0625
·058
·0535
·0<9
'0~<5
·124
·113<
·10<6
·0997
·092
·0871
·0825
·0778
·073
·068<
·0635
·0588
·05<
·0<93
'OH5
·0396
·12<
·1122
·103
·0956
·090
·085
·080
·075
·070
·065
·060
·055
'050
·0<5
·0<0
·035
VR
UVR
VT
UVT
·12<
·1122
·103
·09<6
·088
·0827
'0775
·0722
·0668
·0615
·0563
'051
·12<
·1122
·103
·09<6
·087
·080
·0731
·067
·060<
·055
,0<9<
'OH
'0~57
-0]9
·0105
·035
·030
·031
·0295
·025
--- --- --- - - - - - - - - - - - -
UZ
--- ------ --- ------
·12<
·116
·109
·103
·098
·09<
·090
·086
·082
·078
·071
·070
·066
·062
·058
·05<
ZA
------ --------- --- ---
'1~
·1066
·10<8
·103
'102
·101
·100
·099
·098
·097
I
·12<
·121
·117
·113
·110
·1075
·105
·1022
·0995
097
·0935
·0895
·0855
·082
·078
·IH
·121
·117
·113
·110
·107
·10<
·100
·0965
·093
·089
·0855
·082
·0782
'07~
·0707
'07~5
NOTE.--"V· Series,
47
·12<
·119
·IH5
·1108
·1073
·1038
·100<
-097
·0925
·088
·0835
'079
'076
·073
·070
·067
·125
·121
·116
·1115
·107
·103
·099
·095
·091
·087
'O~
·081
·0775
·07<5
·072
·069
/2'" 'UV' Series. I" shank
·099
·095
·0905
·0875
·08<7
·0822
'060
·0778
·0758
·0737
·071
·0675
·063
·0585
·05<
..,....
I
I
·125 JET NEEDLES
15
U15
35
U35
45
U45
50
U50
59
U59
60
U60
70
U70
'12..
·123
·116
·109
·100
·092
.0&4
'076
·067
·059
·051
·00t2
'OH
·025
'12..
·123
·116
·109
·100
·092
·085
·078
·071
·06..
·057
·050
·00t2
·035
·IH
·123
·116
·109
·101
·09..
·089
'082
'076
'.070
·06..
·057
·051
·00t5
·12..
·117
·111
·100t
·099
·092
·086
·080
·073
·068
·062
·056
·050
.Oof<f
·038
·12..
·116
·111
·106
·101
·096
·091
·087
·083
·079
·075
·071
0067
0063
·059
'12..
·117
'111
'100t
·099
·09..
·089
.08<f
·0795
·075
-070
·065
·060
·055
·050
·125
·119
·113
·1085
·100t
·0995
·095
·0905
--- ------ ------ ------
'086
·081
·on
·on
·068
·063
'059
--- --- --- --- --------74
U74
75
U75
76
U76
71
U71
79
U79
01
UOI
·117
·112
·108
·100t
·100
·097
·09..
·090
·087
'0&4
-OSl
·078
·076
·07..
'119
·113
·1087
·105
·1101
'097
·093
·089
·085
·081
·117
·112
,109·
·1055
·1022
·099
·0958
·092..
·0892
·117
·112
·109
·107
·100t
·101
·0978
'09..
·091
·088
·085
·082
·080
·078
'076
·1178
·1,..7
·1115
·108<f
·1053
·1022
·0991
·096
·093
·090
'087
.0&4
·082
·080
·078
·123
'1175
·1115
·1065
·1015
·097
·092
'087
·082
--- ----------------·12..
'12..
·12..
'12..
'125
'12..
·on
·on
·073
·069
·065
oQ86
'083
·080
·078
·076
'07..
-on5
·0725
·0675
'063
·058
NOTE. Numbered Series, '156" shank. 'U' Series ,125 shank
48
1
r
ANGLO AMERICAN
I
Electrical & Carburettor Services Ltd.
134 Norwood Road,
London, S.E.24
Tel: 01-6744477
If
I
REPLACEMENT S.U.
CONVERSIONS
Replacement downdraught carburetters
Prices from 5 gns.
ZENITH - SOLEX - CARTER - WEBER - STROMBERG
FOR
FURTHER
DETAILS
FILL IN THIS
FORM AND
POST TO:
NAME
ADDRESS
MAKE OF CAR. MODEL & YEAR
TYPE OF CARS FITTED..
Tel: 0272 551558
WESTE.RN SERVICES (BRISTOL) LTD
Shaftsbury Buildings . Kingsland Road
St. Philips . Bristol 2
r-------------------,
I
I The simplest th~ in the world to
I
I
I
I
I
I
I
I
I
I
I
I
Is
lower the cost Of motoring
The Colortune Diagnostio
plug makes it easy to correct
faults and achieve optir~lUm
performance on any car.
A recent survey showed it could
save 15% on fuel costs.
I would like to read what Motor,
Engineering, Motor Cycle and Ford
write about Colortune.
Name'_~------Address
L~
_
_
Colortune, 66 Royal Mint Street, London, E.!. Tel: 01·480 7561
49
~