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Triumph TR6 - webber carbs! Should I or not?

Hello everyone,

I have a 1974 TR6<> I was offered to purchase a pair of webber carbs for $300.00 CAD<> They are used, Beadblasted, and one jet cover has been jury rigged. I have the regular carbs on the carbs on the car and they may need to be rebuit which would cost $300.00Plus<> Would this be a good time to change or should I just stick with what I have to save oney?????



>
Jeff

I assume they are a pair of downdrafts. I'd pass. The stock carbs are just fine and I doubt you'd see any performance improvement.

Tim

Tim Brand

Its is pretty easy to rebuild your old carbs. I did mine in a couple of hours using the kit from Moss.

Plus if you bought the webers, you may have to rebuild them too.

Ignatius
Ignatius Rigor

Jeff,
The step-by-step instructions to rebuild your carbs in on the BuckeyeTriumph.org website. Including pictures. I never touched a carb before, and rebuilt mine successfully last year using those instructions. A lot cheaper than your other two options.

Mark
Mark Hauser

I must agree with the previous gents. I've heard very little good about the webers on the Tr6 without extensive engine mods. For about $120.00 you can renew your ZSs and be good for another fifty thousand($).
J. L. Stein

There are two basic Weber conversions out there for the TR6. One is a triple 40 DCOE or 45 DCOE set up that involves a replacement intake manifold and the other is a twin 32/36 DGV set up with adaptors that bolt to your exisiting manifold and then the DGVs are in turn mounted to the adapters. There are two things that make what you are looking at unclear. That is the fact that you say pair and that you say jet cover. The jet cover is more a feature of the DCOE and has the little "mouse ear" winged bolt to hold it in place. You remove that and all of the jets and emulsion tubes can be accessed. On the DGV, the only jet that is accessable out side of the float bowl is the idle jet, the others require that the top of the carb be removed. Also note that the DGV were licensed to Holley back in the 70s and are cataloged as various numbers in the 52xx series.

The twin DGV set up can be used with no problem, but you will not see any gains from it. To my mind, you are better off sticking with sidedrafts in lieu of the DGVs.

The Weber DCOE (doppio corpo orizantale or double body horizontal I have no idea about the E, these were originally called DCO, the E came later.) is essentially two single barrel carbs that happen to share a common float bowl. The typical application of the DCOE is to have one choke per cylinder. That is why the mention of a pair puzzles me. Is it possibly a DCOE set up for a TR2/3/4? These carbs do require some forethought and set up work. They can be made to work on a stock motor, but again you will not see much, if any, gain if this is all that is done. Most TR6s that run the triple DCOE set up have been modified, some extensively. I have seen both street and racers running the 40 DCOE, but have never a street driven TR6 with 45 DCOE, only a couple of racers where it was allowed by the organization. In SCCA club racing for example, the maximum choke diameter they will let you run on a TR6 with triple Webers is 28mm, so the 40 DCOE is the carb of choice. They work and work well when properly set up, but be prepared to shell out some serious money (new ~$2000 USD by the time you get filters and stubby ram pipes, along with some jets and maybe a set of different size chokes) for tuning purposes for a set of these, the manifold and linkages.
SteveP

This thread was discussed between 19/08/2004 and 20/08/2004

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