Attn Triple Weber folks

shanon

shanon

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Howdy all,

Curious if any of the triple DCOE weber folks could take a clearance measurement for me. I am looking at a possible solution for the OEM brake booster issue and am curious if any of you are running triples with the stock booster. I realize there is a clearance problem, but thought I have seen triples with the 3 'domed' filters (no trumpets) used.

If running the Tii booster, could someone tell me the difference in diameter between the Tii and the OEM?

Here is what I'm looking for: a measurement from the carb body to the booster edge.

Muchas Gracias!
-shanon
 
I'm afraid I'm a bit far from my coupe at the moment, but based on what I remember, the tii booster has an approximate diameter of ~7" and a length of ~8". The stock booster had a diameter of around 10"-12" and a length of ~4". I know this isn't as exact as you need, but it should give you an idea to start from.
 
There is approximately 2 3/4" of space between the Webers and the stock brake booster , enough for the Australian made Lynx filter . .
Just completed this set up today for some one here . . I used the Korman manifold, although it needs lots of porting work, and it does not provide for brake booster vacuum ports, or for the standard throttle set up with a shaft and turnbuckle connections.
The Korman manifold is shorter than others and is a single piece.

Mario L.

www.VSR1.com
 
Mario L. said:
I used the Korman manifold, although it needs lots of porting work, and it does not provide for brake booster vacuum ports, or for the standard throttle set up with a shaft and turnbuckle connections. The Korman manifold is shorter than others and is a single piece.
Click to expand...

Mario:

OK, so tell us more. Did you chose the Korman manifold because it is shorter, and as such postions the carbs farther inboard, and away from the booster? Do manifolds from other manufacturers result in carb-booster interference?

And, how did you solve the problems of no booster vacuum port, and the throttle linkage? Seems unfair that the manifold that provides clearance for a booster won't provide the vacuum to power it!
 
Triple Webers

Great Mario,

Great to hear that its finish. Do you have pictures ? How about the filter set up, do you have a site to look at ?

Steve
 
Mario L. said:
There is approximately 2 3/4" of space between the Webers and the stock brake booster , enough for the Australian made Lynx filter . .
Just completed this set up today for some one here . . I used the Korman manifold, although it needs lots of porting work, and it does not provide for brake booster vacuum ports, or for the standard throttle set up with a shaft and turnbuckle connections.
The Korman manifold is shorter than others and is a single piece. Mario L.
www.VSR1.com
Click to expand...
My triple Weber engine was built by Korman in 1980 and is apparently quite different from what Korman uses now. Mine has an individual manifold for each carb. The front manifold has a port for vacuum to the booster. I have a stock booster and use a Lynx filter on the center carb, as that is all that will fit. No horns. There is 1 1/8" clearance between the center carb and the booster.

I have a 2002tii booster I will eventually swap.
 
This is the only picture I have that is easy to post:
 

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Thx for chiming in fellas.

Learning that triples can work with the stock booster is and will be music to my ears.

I think I have the same manifolds you have Bill, they sure do look similar.

0302002224copy-1.jpg


0302002224a-1.jpg


Can anybody help me identify this 3pc manifold set-up? Are the early Korman examples?

I got a basic measurement of about 8" inches from the head to the stock booster's edge.
My 3pc manifolds are about 2 7/8" tall and appears to have a 'provision' for the booster advance after seeing Bill's set-up. They apparently are for 40's so I will hone them out a bit for my 45s.

Thanks gruppe!
-shanon
 
Shanon:

I have a korman triple weber maniforld and linkage and some brand new lynx type filters that should fit -- as well as a tii booster all for a triple weber set up I was going to put in teh CSL. email me ([email protected]) if you're interested in them.....
 
jmackro said:
Mario:

OK, so tell us more. Did you chose the Korman manifold because it is shorter, and as such postions the carbs farther inboard, and away from the booster? Do manifolds from other manufacturers result in carb-booster interference?

And, how did you solve the problems of no booster vacuum port, and the throttle linkage? Seems unfair that the manifold that provides clearance for a booster won't provide the vacuum to power it!
Click to expand...


I chose this manifold as it allows for more clearance between the booster and the carbs., and once set up and matched to the engine and the carbs, it can be disassembled and reinstalled without having to realign everything . .everything goes back into one spot vs. 3 spots.
It does require lots of additional porting time, as the ports are very rough and uneven. The floor of the channels is low for a 3.0 head and some porting should be done to the cylinderhead for optimal performance.

Throttle linkage . . this takes a bit of time . . . I modify a Weber linkage piece designed to go between the carbs , because on BMW engines the carbs are further apart than these pieces are designed for. The throttle connection is still all rods and comes off the lower bellcrank on the motor mount. Nothing on top, no turnbuckles, no clamped flimsy levers on a shaft hence nothing to cause the carbs to go out of synch.

Brake vacuum is taken off the bottom of two cylinders with an epoxy sealed, NPT thread barb fitting.

FWIW, I mount the Webers with the rubber isolation gaskets, 4 orings and spacers per carb, but on the 6 cylinder this isn't really needed if you have a mild engine that idles smoothly. They require an additional 1/4" of space . . if one were to eliminate these and install a Tii booster I suspect the ITG foam filters would fit. That will then allow the use of the velocity stacks for the 40 mm Webers.
 
thx coupers.

Mario: any chance of a pic? sounds nice.

Schnell540: Thx but all I need is some linkage bits from Pierce Manifolds.

PJ: ;-)

-s
 
some help on webers

hello and sorry to disturb you with a very primary question

I own a 3.0 CS equipped with 2 zenith 35/40 inath and all the related manifolds and filter, see pic.

2dmb3uq.jpg


I am trying to understand all the nice information you are intercheanging, but I have the impression of having came late to the meeting.

So please, anyone can be so kind to explain me the basic steps to upgrade to weber carbs from where I am now?

Maybe a link to a supplier, including what to ask for can be the solution,

in some webs you can find the weber lists of carbs, but no trace of what carb suits the e9 3,0 cs

thank you very much

health and luck !
 
Hi deQunicy,

The 'upgrade' to Webers is often considered debatable, the Zeniths are excellent.

To field your question simply, research dual down draft Webers here on this board, the DGV line. I'd suggest the DGAV 38/38s over the 32/36s. I have had both. The DGV set-up incorporates the existing BMW manifolds keeps the swap relatively simple. Delorto in UK looks like a good source for Weber parts.

This thread is discussing a triple carb (3x) set-up, DCOE carb, which requires a different manifold and linkage. Unless your motor had been modified, going to triples would be hard to justify. It is a high performance/race set-up which works best with head, cam and exhaust modifications.

I hope that helps answer your questions.

-shanon
 
shanon said:
The 'upgrade' to Webers is often considered debatable .....This thread is discussing a triple carb (3x) set-up, DCOE carb, which requires a different manifold and linkage. Unless your motor had been modified, going to triples would be hard to justify. It is a high performance/race set-up which works best with head, cam and exhaust modifications.
Click to expand...

Shanon:

That has been my understanding too. So, I was sort of puzzled when I did a little research on the Korman website, hoping to see a photo of their manifold. Here's a segment from their write-up of the 3 X 40DCOE setup:

"Three sidedraft 40DCOE carburetors on a special manifold completely change the character of your 6 cylinder sedan or coupe. There is an awesome amount of torque and horsepower in every big six and this package brings it all out. This kit produces astonishing results with a completely stock, unmodified engine."

Now why going from two downdrafts to three sidedrafts, with no other changes, would increase your torque is a bit of a mystery to me. I do believe that 3 DCOE's would "completely change the character" of your engine, though perhaps not for the better.

Check it out at: http://www.kormanfastbmw.com/E3E9carb.htm
 
Zenith vs Weber carbs

Having used both on the BLUMAX--years ago I fitted the original 2.8L with Webers after many
thousands of miles with Zeniths. The fuel economy with a pair of Weber 32/36's dropped sharply and performance was less on that stock motor. I returned to the Zeniths and when they are in proper condition my vote goes to them. IMHO Webers are not upgrades to Zeniths on a stock 2.8 or 3.0 motor.

I now have a stock 3.5L fitted with a moderate cam designed by Hans Herman--the cam necessitated use of Webers--I fitted a pair of 38/38's with electric chokes--the Zeniths secondary is vacuum driven and is inadequate in response to the cams requirements. I like the Weber performance with this setup but fuel economy is BAD--and even though a great deal of time has been spent in searching for the best jetting it is still too thirsty--of course it's fun to play with as the torque curve is very fat and very responsive from around 1500 RPM up--this is a mild approach to performance from an otherwise stock motor. I followed the advise from my long term friend and mentor on internal combustion engines--Hans Herman--and his recommendation has resulted in an excellent ride.
 
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