I've been meaning to update this thread. What a long, strange trip it's been. I could not get my DCOE32's to run to my satisfaction. Either too rich or too lean and I was tired of dumping money into the Pierce Manifolds black hole on jets :razz: All is not lost, because a rare VGS manifold came with my carbs and I got both for what just a manifold just sold for on eBay DE yesterday. It allows clearance from the thermostat housing and brake booster for trumpets/filters. I tried every soft mount made and never felt confident with any that they wouldn't leak so I just use thick gaskets. With our 6 cylinder engines, vibration shouldn't be an issue if everything else is set up correctly. So far no problems and definitely no leaks.
So I broke down and bought a set of rebuilt 40DCOM with 32mm chokes for torque from Alfa1750 on ebay, they will set you up with your preferred linkage and basic jetting and desired choke size. There is not much written about the DCOM, most of it is incorrect, but basically they were the last Italian Weber made and they incorporated what worked best from DCOE's and Dellortos. They share idle and main jets with DCOE, carriers and e-tubes are different. Then fuel injection killed them. What attracted me to these, besides being rebuilt to all factory tolerances, is that they have ports for both ported and manifold distributor vacuum advance and idle airbleed screws to balance each barrel. They also have adjustable accel pump diaphragms like Dellorto's. 5 transition holes for smooth off idle and progression. Once on it took me 15 minutes to get them all synched perfectly. I bought a metric drill set from Pierce a while ago to do my own jet sizes and I dialed in some idle and main jets and it now runs to my satisfaction. 13-14 around town and cruise, 12.5 on WOT. I drove it around all weekend with a big grin on my face. Currently using manifold vacuum advance to good results. Have tried both and prefer the advance at idle. So if anyone is considering buying used webers, preferably make sure they are previously from an M30. Otherwise be prepared for rejetting etc. The AFR gauge is essential to have but it also drove me to the point of obsession to tune it to my liking. I suspect most intallations of triples on our cars run rich if not done with the gauge. So use this technology judiciously.
Here's the finished product, along with the AFR install. If anyone has questions about my 10 month journey, feel free to ask, I may be able to save you some money and frustration! Tip #1 - buy the drill set and a couple sets of smaller than needed idle and main jets, then you can start lean and gradually drill the fuel and air bleed jets sequentially and dial in your AFR instead of guessing and ordering from Pierce every Sunday night lol.
The AFR gauge is an Innovate G5 that I carefully pryed the bezel off and grafted a VDO Series 1 bezel (the other 2 gauges) onto (they do not match so it took some delicate engineering!), as well as painted the needle from orange to white. Only drawback to the G5 is that it is not dimmable, and I see a small speck of orange at night but no biggie in the end. And it's all reversible.
Hi Steve,
I've read your Weber story a few times by now - nice work carried out!
What setup did you end up with in the end?
Did you go with the semi-soft mountings with the intergrated O-ring towards the inlet manifold?
I'd love to see some pictures of the hidden AFM installation you mentioned :grin:
Best regards
Anders