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Guys, Is there a way to tell if the carbs are worn out without some elaborate set up to tell if the shafts are leaking? I assume someone that knows what they're doing can sort of look at them, wiggle them some, and tell if they're going to work properly. I am mainly asking about shaft play. What is acceptable? Thank you, Greg
I have an L24 with SU carbs. I've had this idea of the ability to go from carbs to EFI and back relatively easily.This would require a bolt on replacement for the carbs. I'd still be using the stock intake runners and air cleaner. I'd also try to keep the TBs the same length as the carbs. This is what I've doodled so far. This uses a compact EV14 injector: http://www.bosch-motorsport.de/media/catalog_resources/Injection_Valve_EV_14_Datasheet_51_en_2775993867pdf.pdf Some fuel rail I found the dimensions of: http://www.rossmachineracing.com/images/large/dash8wire.jpg And the flange patterns from the SUs. This drawing lacks stuff still. The idle air intake, I figure, could go on the sides of the TBs facing each other and be plumbed to a T where one adjustment screw handles both the TBs idle. The placement of the injector is arbitrary. I just plopped it there and it worked out that the fuel rail doesn't interfere with the stock air cleaner (orange line). It's angle's just 45*. I'm not sure how evenly the fuel would be distributed down the 3 asymmetrical runners with this set up. Probably over thinking that though. The placement of the throttle plate is arbitrary as well. I've merely spaced it 1 cm from the flange to provide room for bolting on the air cleaner. These should retain most of the stock throttle linkage too. This drawing also assumes that both the front and rear of the SUs are 44 mm inside diameter and coaxial. I'm not sure about this. I know next to nothing about injectors. According to some megasquirt literature though; If I want the capability to fuel around 150 HP then I need 2 injectors around 500 cc/min each. Any reasons why this might not be feasible?