Hi

Phil, CAN you tell us more about ALL jetting size of the actual "hybrid" Solex you have on the car ?
And what engine configuration you have ?
Thanks
Fred

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Larry & Fred

I will try to do the idle test when I get a chance. I have been busy completely rearranging my shop this week, as I went from 2 partially restored cars to 1, plus the 55 coupe. The hybrid carbs are on the 55 coupe engine, which is actually Foam Car's engine being exercised until Foam Car is ready for it. All I did when I got them was to pull the covers off the float bowls to inspect for crud. Not finding much, I cleaned the bowls and installed them on the engine. I did not bother to check and note each jet size. But, these carbs will be coming off fairly soon and I will install rebuild kit parts, as the accelerator pumps are not working. This could be just an adjustment problem, but since I have the kits, and I would also like to know all of the jet sizes, it is a good time to go through them. First I will put some open road miles on them, as I have not exceeded 40 mph with them yet. Up to 40, they performed great(up to about 3500 rpm), even without any gas coming out of the accel nozzles. No hesitation like with the S90 Solex carbs that were on it which occured around 2900 rpm.

Foam Car's engine is a S90 case with 912 heads and crank, AA cast iron cylindered pistons , a Norris cam(can't remember number) supplied and recommended for this mix by Competition Engineering and a Premat full flow filter.

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Phil Planck

OK Phil I'll be anticipating the results at your convenience.

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thanks taking time to note when you can

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Took the car out today(finally) for a long run. Runs much smoother with these carbs than the original ones. No flat spot at all through the transition. When I got back I got the trigger pull gauge out, unhooked the link to the carb, took of the return spring and: The throttle stayed in whatever position I put it. No spring tension at all required at idle, or anywhere else to keep the butterfly where ever it is positioned. Obvioulsly this is a sample size of one. Your results may vary.

The other strange thing is that there is nothing coming out of the accelerator nozzles. I would have thought this would cause a lag, but so far, engine runs fine without them working. A little harder to start from cold, but not that bad.

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Phil Planck

Phil,
Thank you for that data point ! As I had suspected the vacuum level at idle is irrelevant to the return spring tension required to keep it the throttle closed, as implied by Ron LaDow’s post of 3/24. A close look at the sectional view below, it is obvious that since the throttle shaft is thru the center of the carb. bore and throttle plate, plus since a pressure differential acts perpendicular to a surface (throttle plate), the force acting on each side of the throttle shaft is equal giving a net torque of 0 about the throttle shaft.

The return spring then needs only to mechanically close the throttle and keep it there.

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The accelerator pump spring also works to close the butterflies, albeit, not as securely.

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1964 356 C Coupe, Togo/Fawn, Chassis 126634
Enjoy some pictures of my Togo 356 at:
http://www.flickr.com/photos/8292359@N0 ... 3749/show/

Phil,

2-things to look for getting injections;

1. The pump diaphram isn't flexing due to age/stiffness (but you replaced them?).
2. The injection nozzles have stuck ball checks which need disassembly to clean 'em.
Shake them near your ear to listen if the ball is loose inside. You can test them
by using your mouth to blow thru and 'suck' them to test the ball-action.
(Position them like they're in the carb when testing)

Dick

Thanks Dick

No, I have replaced nothing yet. I would suspect diaphrams or the check valve, as nothing is coming out anywhere. I think these sat for a while, as were very dry with no fuel odor when I got them. They are coming of soon for rebuild and a good cleaning. Will let you know.

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Phil Planck