Hi guys Ive got my nice new webber 45 carb in the post but need the lower part of the inlet manifold i\'ll give WGT a call on Monday but has anybody got one fitted as i have no instructions and a photo or two would help as i\'ve not got a scobby on ow to fit it, it doesnt look too hard but any help mainly on the acc cable and how it works/fits would be greatly recived
ta
:eek: that looks very nice mmmmm IDA weber !!
I am seriously going to have to look for one of these soon. Just for the noise let along anything else !
i wish i could just listen to it!!!!!!
how do you get the details on the bottom of your thread and under your pic on the left?
ta
you need to click this button (http://www.mazdarotaryclub.com/forums/images/top_profile.gif) (http://www.mazdarotaryclub.com/forums/usercp.php?s=) (its located at the top right of each page of the forum and then edit profile and change your custom user text and signature.
Cheers
QuoteOriginally posted by MikeLMR
:eek: that looks very nice mmmmm IDA weber !!
I am seriously going to have to look for one of these soon. Just for the noise let along anything else !
Errm, thats not an IDA. Its a DCOE on a racing beat manifold. Upper only, so needs a lower manifold. Bolts to a stock 13B lower.
I\'ve used DCOE on the purple car so can tell you about setting up. PM me if you want more details
Bill
Thanks Bill your right its a dcoe on a racing beat manifold just on the hunt for the lower half now, its manily the acc cable I\'m strugling with there\'s only a fuel inlet and the rod which goes down to a valve of some sort, how did you find the performance was yours a 13B?
I see now ... looked like an IDA, not used to seeing the bottom of a DCOE. In that case isn\'t a 45 a bit on the small side for a 13b ? I thought racing beat usually used a 48 ?
I didn\'t use a racing beat manifold, it was some strange thing, which is why I ripped it off and went injection.
With a stock 13BNA 4-port from the ark and poor port matching it was giving me 140BHP at the wheels on Pip\'s rollers. I have never calibrated Pip\'s rollers against anything else, but that\'s a reference. Caveat is that the runners were so long on this bodge (and I won\'t shame the builder, suffice to say I won\'t recommned his services to anyone) that the torque fell off a brick wall at 5500RPM.
Getting the tuning spot on with a weber is fun. I had Pip get me close and then tweaked it myself. It takes a lot of fine tuning to get it just so, but very rewarding when you do. Don\'t go to 40mm chokes though.
I should be able to point you in the right direction for a throttle linkage.
Bill
QuoteOriginally posted by MikeLMR
In that case isn\'t a 45 a bit on the small side for a 13b ? I thought racing beat usually used a 48 ?
No, not unless you are running a bridge port or something else wild.
Hi, looking at that picture, it would appear your going to go through two 90 degree bends in a fairly short distance. wont this give torque problems anyway?
Yes and no. Its a packaging issue. I personally don\'t like the wrap around style, but if you go for a lake cities type straight manifold then you have great difficulty getting the length you require. Its a case of the gains due to resonant tuning being greater than the losses due to airflow shear. IDA is midway between the 2.
It is one of the reasons why I like EFI as you are not resticted to the angle you can operate at. I also have a lake cities manifold that will one day go on one of my cars.
Bill
The trouble with IDA\'s are that they are sought after and very expensive (nearly double the cost of DCOE new) As I said earlier on I would like to change my carb this winter (the \'o\' rings have started to leak on my stock manifold) but I will probably end up going for a wrap around manifold with a DCOE due to the cost of finding an IDA. + I would be upgrading the exhaust at the same time so it\'d be a big expense to pay out all at the same time.
My engine has been ported by WGT who recormended the 45\'s they came off a Rx that had only done arond 2000 miles with them on so I\'m hoping the set up is close. Let you know about that linkage I\'ve got a bracket and a new cable so I\'ll see what I can do when the manifold arrives.
So let me convert you to the dark side of EFI megasquirt style.
I had thought about it, but I like the idea of a DCOE as its a fairly easy change and the parts are available off the shelf.
What sort of set up would you suggest for a 12a ? I have always quite liked a setup i saw on the US board using a racing beat lower manifold with a 2nd gen dynamic chamber, UIM and throttle body setup used (I think that was the setup but I may be wrong as aren\'t the injectors in the LIM ?? ) .
a carb still appeals to me though as it may be a harder to setup and maintain but its fairly easy to diagnose if you have a major fault.
DCOE manifold with motorbike throttle bodies gets my vote. One day I\'ll get around to a 4 barrel arrangement.
is this the setup you are running on the westie ?
How do you go about mating the throttle bodies to the manifold ... just had a quick look on Ebay and M/B throttle bodies don\'t seem to have a flange to bolt them to anything.
how does the megaquirt system determine air flow ? does it require an air flow sensor of some sort or is it mapped using pressure sensors ? (I\'ve only just bought a car with injection so its still a bit new to me :) )
Thanks,
Mike
would there be any benefit to running split DCOE carbs as per the old mini\'s/
nah the westy uses a butchered 50 DCOE as that is all that I had at the time. However I am seriously considering the lake cities plus bike TBs for the series 2 if I ever get it going again.
MS can use either a TPS based strategy or a MAP sensor. has run on a number of rotaries now with good success.
In terms of airflow a single barrel per rotor will flow enough air. However running 4 barrels gives you the following
1) a slightly straighter shot at the ports which might be worth a couple of HP
2) the ability to run more radical secondaries and use a progressive linkage or the fly by wire butterflies on modern bikes
3) Bling.
So no need for most applications, but as ever I\'m not practising what i preach :-)
QuoteOriginally posted by Cycaduk
would there be any benefit to running split DCOE carbs as per the old mini\'s/
IIRC split 40\'s are used to get the intake runners as straight as possible on the mini\'s siamesed inlet ports. Split 40\'s are also used on a few cars for road rallying as the rules limit to twin chokes but an advantage can be gained by the positioning of split carbs.
I wouldn\'t have thought split carbs would be an advantage but a twin carb setup like the lake cities one would be.
now i\'m confused have i done th right thing or should i have gone injection? seems like a lot a grif and ive always got a bit more kick with a carb?
i found a lower mainfold for £40 +p&p so should be going soon!
Like for like induction length a carb will give the same HP as EFI IF and only IF they are tuned properly. I only know 3 people in the UK who can tune a rotary on a DCOE properly. Pip is one of them. There may be others, but I haven\'t found them.
What EFI gives is
- more flexibility in the inlet design
- Better low throttle response
- more MPG
That first point is what allows you to optimise for higher HP with EFI.
Bill
Well I\'m hoping there closer as they have come off a running car, but I will be going to pip\'s for a tune up to make sure everythings ok, the engines not been run properly for a few years (it starts ok just has\'nt had a run out)