My computer crashed last time I tried to post this... We'll see if it works this time.
So I just grabbed a carb off the 1979 Pinto Runabout. Why? I was informed they came factory with a Weber 32/36 DGV series. As such, I went and grabbed one from a junkyard Pinto.
My questions are this- Is it actually a 32/36? It certainly looks correct, but I just need to check.
Does anyone know the stock jet sizing? This carb will be going on my 1.5L SOHC 4-banger. As such, I don't want to flood it out if the jets for the Pinto's (2?)L engine.
Anyone know of a good source for a carb kit for it?
The car it'll be going on is a 1984 Toyota Tercel 4wd wagon. Ugly, underpowered, but loved.
I really appreciate any help I can get, and I complement you all on your efforts to keep a cult car alive. I know the feeling.
Heck, I might even have a Pinto if Ford's penny-pinchers would've allowed that gas tank bladder into production...
Alrighty then, since either nobody here knows, or is not willing to help, I'll put down what I've found.
Holley 5200 Progressive 2-bbl carburetor.
Manufactured by Holley, design liscened by Weber of Italy.
32/36 Progressive Mechanically linked 2ndary carburetor
This carb is very close to a clone of the Weber 32/36 DFV series. The DFV series is the mirror image of the DGV series in that the Primary and secondary are switched, and the throttle shafts roate in opposite direction. CCW for DGV, CW for DFV.
I have yet to get a whole lot more info than that.
I do recommend Parker Carburetion. The gentleman who runs it has been quite helpfull thus far.
I do have another question though... What is the function of the plug connected to what appears to be a solenoid that regulates venting out of a tube across from main fuel feed? Anyone?
Yes the Carb is a Webber design built under contract by Holley... as for Jets and so forth I have been getting mine from the fellow at www.Stovebolt.com (I think thats the web site) as for tuning it to fit the 1.6L motor I would find a earlier version from the inferior 2.0L...most of them are easy to pick out by the 4 screw in air cleaner studs made under the name Motorcraft and Autolite. I have two of these on my dual twobarrel intake I have casted for the 2.3L....I also run the Holley Webber on my 3.3L in line six in my 1960 Falcon...
Best of luck
Frank
I figured as much. Thanks.
But I am curious as to what the other tube goes to. I didn't think enough to look while I was grabbing it. Do the Pinto's have a charcoal canister that tube feeds to? Can anyone tell me the electrical system for it/ what it feeds off? And where does that tube go to? If I can find out where they went I can figure out where they go.
Thanks much.
I think that tube goes to the de-acceleration valve. You can plug it.
Thank you very much for the response. I can't seem to get an answer anywhere, so yours is great to hear. But just for clarification-- (sorry about the blue-ness)
(http://img.photobucket.com/albums/v512/Typrus/Holley%205200/carb6mod.jpg)
You know, I dunno if I so much have a problem with having one or 2 emissions things hooked up... But compared to this-
(http://img.photobucket.com/albums/v512/Typrus/Weber%20Carb%20stuff/DMswriteup1.jpg)
Anything is good.
BTW, this is the car in question-
(http://img.photobucket.com/albums/v512/Typrus/Show%20off/shinyfullside1.jpg)
That'll be one heck of an upgrade let me tell you. A buddy of my granddad had one of those old Chevy Luv trucks, and it wasn't exactly a performance machine. He swapped on an old carb my dad had off of a 75 Pinto, and MAN :o did that thing wake up! It was so light in the rear that he couldn't take off in first at full throttle. He'd take off easy, shift to second, and mash the throttle to the floor. That thing would catch rubber going from 2nd to third no problem. :surprised:
Let us know how it turns out.
--Doug
My engines in a bit better shape than the one I referenced... I just didn't have any pics with the air cleaner off so I referenced someone elses.
Well, judging by all the people doing Weber 32/36 DGV converts on these cars, I'm quite hopeful.
Considering I have been known to exceed 120mph in the downhills with my stock POS Aisan, we'll see what Mr. Holley-Weber does for me. I just have to know what to hook that thing up to. And need to buy the conversion adapter mounting pad... Though its designed for a DGV and this is a DFV. We'll have to see if that severely effects anything. Worst-case scenario, I'll be custom-fabbing some throttle linkage to jump it back over and counter-clockwise.
I have a rebuild waiting for funding to get the core componants that this will eventually go on. As such I may keep stock Pinto jetting. The Pinto was, what? 90HP? I'm pushing 62 right now, maybe 70 post-Holley on my current engine.
The rebuild has-
5-angle ported head and shaved head for +.6 compression planned... Just need $$$ for the $130 port and polish. Decking costs $20
Holley 5200 Carb for more air in.
Schneider cam. Give you an idea- stock cam has int/exh lift and duration of .213 and 204 deg. Smallest of my 7 Schneider options has .429" lift on both and 220 degrees on both. Just a wee step up, eh? Hottest option being 256 duration and .465" lift.
Double-Spring valve springs
If I can find them, roller-rockers
Hoping to do 4:1 equal-length tubular headers.
Hoping to afford an MSD Electronic ignition.
Rebuild kit includes all the standard replacement items, substitute race-style bearings and High-Volume oil pump.
I'd also like to do one of those continuously variable electronic water pumps with an all-aluminum radiator.
We'll see if my little block can take it :evil:
QuoteI would find a earlier version from the inferior 2.0L...
What do you mean inferior. it may have been earlier but i would in NO way call the 2.0 inferior to the 2.3.
I can understand the toyota guy picking on the gas tank but us pinto guys(and gals)got to stick together ;D
That's not a decel valve but rather a float bowl vent. It may br a CA car it came off of, the had to vent theirs differently than the other 48. Decel valve controls the idle, and is generally located near the linkage of the carb.
I wasn't trying to pick on anything. I just find it sad that the penny pinchers had to screw up a good thing.
Ok, so where is the tube supposed to go?
Usually a charcoal canister, or back into the air cleaner.
Alright. Fantastic.
My carb also has a feed-out to a charcoal canister. I'll have to find out what controls its venting though. Might be a direct-hook-up situation.
I'd assume that the solenoid is basically the primative Fuel-Cut Solenoid circuit? If so, I'll have to figure out which of my 2 Fuel Cut Solenoid feeds to give it. Now that I know where the tube goes, I have to find out where the wiring goes.
Thanks guys, you're saving me the 20 mile trip to the salvage yard.
I am not totally sure but... I think that is suppossed to activate under wide open throttle. It allows more air to escape due to the high volume of fuel that comes rushing in. Honestly, I think you could either leave it open or try plugging it and the carb will still work. They vent internally (inside the air cleaner area) and usually it is enough.
I was thinking it was for a line to the decel valve, too. Reguardless, its unhooked on my 74 and is capped on my 76.