i ve been searching for info on fitting a weber as i have incomplete dmtr coming , i spoke to gaz the moderator and he says alot of the old good info has been deleted

if you have any install pics that might help me or any others could you please post them up, especialy any close ups that show the linkage , jetting info if you run differant jets or anything usefull like a user manual etc

I have a complete weber DMTR still in the box so i have a copy of the instructions? I will forward them onto you when i get chance to photocopy them if you like?

There used to be loads of good jazz on here regarding weber carbs but as said majority has been lost.

Let's be fair, it's high time to get this info back up, and people do have enough to rebuild what once was a good little thread.

This is all the junk I had with me - GK Manifold, DMTR, Choke Cable, Swirl Pot, gaskets, nuts and studs and the adaptor plate itself. The 'wedge' in the adaptor plate was chopped off completely, as it is otherwise a big restriction.

The parts list for the adaptor kit is as follows, bought from Aldon Automotive.

1 x 99901139 Cost £32.08 + Vat = £37.69 - Adaptor plate
4 x 99901160 Cost £1.33 + Vat = £1.56 each - M6 Studs
4 x 99901165 Cost £0.16 + Vat = £0.19 each - M6 Nuts
1 x 99900513 Cost £5.40 + Vat = £6.35 - Insulator gasket
4 x 99900286 Cost £1.14 + Vat = £1.46 each - M8 Studs
4 x 99900097 Cost £0.72 + Vat = £0.85 each - M8 Nuts
1 x 99900.874 Cost £11.67 + Vat = £13.71 - Choke Cable

The only things I lacked after this was a gasket to go between the manifold and the plate - I made one from gasket paper, easy enough. I also needed a couple of washers for the nuts, but that's all simple enough.

The list was provided by Oddball over a year ago - since then some items have changed at Aldon, but the ones in that list should be good to go, but give them an e-mail first.

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The GK manifold with a dehedgehogged heater plate. The pipe to the left was blocked off with a big fat gearbox bolt, as it is surplus to requirements on anything other than a GK, and the electrical plug on the right side is surplus to requirements too, so it was left in to plug the hole.

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The throttle link of my DMTR. In conjunction with the adapter plate I used, not only did it collide with the GK manifold but I didn't have any good means of fixing the throttle, so I had to do some chopping to leave just the bits necessary for the choke mechanism, whilst using an old pierberg throttle bit and chopping everything except the cable linkage off, with some extra shaved off to properly snuggle up to what was left of the original linkage. You can sort of see in the second image, a mock-up of the installation.

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Someone buy me a DSLR, then I'd take a million pictures and they'd all be like WEEEOOOAAAGGH.

I'm gonna sticky this so we can make the appropriate DMTR and DMTL FAQ.

The 2-pin plug on the manifold is the temp switch for the hedgehog. I'm gonna wire mine up I think as I was having some cold start issues after switching to GK ignition.

Mmm I think I'll be following this. Is a DMTR/DMTL a LOT better than a Pierburg in good working order?

I found big improvements in the way it feels to drive, half thanks to the throttle pattern, the manual choke and the direct throttle linkage. When you put the pedal down, the carb is wide open. No vacuum diaphragms or plungers controlling the second throttle plate. In terms of power gains, it's not THAT much if Oddball's Dyno Charts are anything to go by, but the thing is there are no drawbacks. The GK manifold on it's own probably gives just as much peak power gain, but there are drawbacks to a GK. DMTR's and DMTL's are well supported, easy to service and set up, and still quite common.

Here's Oddball's chart - he took it before and after he installed a DMTL. You can see how the DMTL has a good capacity higher in the rev range, I wish they had taken it up to about 6200 or 6500.

Torque curve seems noticeably different. I can't say I'm super happy with the way my car drives, after all it's a 1.3 in a Mk2 Golf - but it's not too bad. Slower than the Polo, but that also had more power along with less weight

Circa 75 bhp would be enough for me, wouldn't mind experimenting with different cams too. I think the Mk4 Polo SPI inlet manifold is something worth looking into, as well.

^^^^^^^^^^^^ 4hp & 4lbft gain

Admittingly my car struggles to even reach 6500rpm (5500rpm is my ideal shiting point) but I'm confident in saying that I've gained at the very least an additional 10hp.

thanks for the response so far guys

mods is there any chance this can pruned of general chit chat and kept to just weber facts and pics so its easier for people to find facts

Don't forget, 10bhp would be nearly a 20% gain. That's a lot, I'd say Oddball's gains are very much the realistic (and PROVEN) numbers.

I wouldn't expect an improved throttle body (pretend such a thing exists) to pile on 15bhp to a GT, more like 6 or 7bhp. Not forgetting all along that this is just peak bhp numbers.

When the topic grows a bit, either I or someone else will re-organise it. At this point there is still a few people who could chip in, so best to wait a while until it gets milled down. It's a topic in it's infancy and will eventually be sorted out, and a comprehensive FAQ put here.

Pierburg Fact: poo.

Weber Fact: Uber fast and Uber fuel economy.

in which case 6-7hp is a huge gain for me.

I know I don't run Club Polo, but I think it would be a good idea just to build up info etc in this thread, then start a new one with just facts and pin it then lock it. This one could be used as a help thread?

So maybe if everyone posts their own jet setups and parts they've used?

also if anyone knows anything about say fitting a weber from a non polo...i.e 1600/1800 golf etc or other brand cars , info would be good

Well, mine is from my dad's old 1300 supersport Fiesta

edit: but not strictly fitted to the golf yet

This applies to a Weber DMTL with 24/25mm Venturi sizes.

Oddballs weber dmtl wasnt jetted right when he dyno'd that, I'm 90% sure he had the original jet setup in there:

(Originals)
1st Stage
Idle 45
Main 100
Emulsion F22
Air 155

2nd Stage
Idle 70
Main 115
Emulsion F30
Air 185

Which as everyone knows now is way wrong.

Most likely alot more power to be had if he was running some reasonable selected jets


Anyways heres the manual incase anyone is interested:

http://s16.photobucket.com/albums/b3/hypoj...rent=dmtl_1.jpg

http://s16.photobucket.com/albums/b3/hypoj...rent=dmtl_2.jpg

http://s16.photobucket.com/albums/b3/hypoj...rent=dmtl_3.jpg

http://s16.photobucket.com/albums/b3/hypoj...rent=dmtl_4.jpg

http://s16.photobucket.com/albums/b3/hypoj...rent=dmtl_5.jpg

http://s16.photobucket.com/albums/b3/hypoj...rent=dmtl_6.jpg

I think these are the optimum jets according to gaz's o2 sensor tests using a DMTR (Correct me if I'm wrong):

First Stage

45
105
f30
155 or 160

Second Stage

70
115
f30
175 (or there abouts)

how about a pic of a proper vw choke handle if anyone has one? did the golf2 ones fit ?

Fast Road Cars sell one the same as what I had I think, fits and suits the dashboard very well.

Look on ebay for 'em.

maybe we can add reccomended vendors for carbs and parts

Well, theres Webcon and Fastroadcars.

http://www.webcon.co.uk
http://www.fastroadcars.co.uk

Obviously Aldon Automotive, but the online shop has been closed for a while...

http://www.ruddies-berlin.de

Admittedly best for ordering if you can send a fax in German, but good exploded diagrams of stuff like pumps and safety fuel cut-off valves and Pierburg problem diagnosis.

Refurbing a DMTR isn't quite the 10 minute job I was thinking it would be...

To all those viewing, I'm currently working on a full write-up to be finished soon.

I could do with the experiences of anyone who's serviced a DMTL or DMTR, just so as to give an overview.

Danny, might be able to help, I've sent a PM, cheers.

Good-O.

This should turn into a nice little sandwich before long.

And it won't involve the spice girls.

if anyone can take a pic of where the choke cable goes that'd be good...might be obvious when i look but its worth a pic

Cheers for this thread , I've been completely confused about webers.

I have this weber and manifold that looks like it will bolt on to my f plate mk2 polo cl 1272cc





I'm not going near it till my car is running fault free with the pierburg(The pierburg being the only fault)

Does anyone recognise it (I recall it having dmtr on it but it's tucked away at the back of the garage) as being a candidate?

cheers Dunc

^^looks close...only thing i can see is it appears the throttle cable enters from the front?

Yes my mechanic mate did reckon the throttle cable was pointing the other way but might be workable.

yeah possibly make or buy the proper bracket ...or worst case get a longer cable that reaches

hopefully we can get firm answers and the mods can edit it so that people can come on here and find the answers they need

Really seems a shame to replace my Pierburg - 45 mpg and the carb will let the engine rev high enough to self destruct. Pulls OK-ish as well. But, I want Weber goodness!

Don't be fooled into the hype

are you suggestiong they aint all that then?? after i just bought one

I honestly can't fault the Pierburg right now. The auto-choke works, I get good economy and as I said it's not too bad to drive. There is no torque below what I guess to be 1500-2000 rpm for some reason, but it pulls pretty well above there. 4th gear (top gear on my Golf) pulls well from 30 to 95 but it won't go past 95 lol.

Can anyone tell me what noticeable improvements they had swapping to a DMTR, that wouldn't have been solved by a Pierburg in good working order?

Also - I'm considering whacking a bit of advance on the dizzy - I don't know that much about carbs. If I was to use premium unleaded, and have a bit of advance, do I need to touch anything on the carb?

Wouldn't bother with any premium unleaded but i found whacking a fair amount ignition advance onto the engine is very beneficial to power/economy, stop advancing just before the engine starts to become hard to start.

The accelerator pump on the pierburgs is adjustable which is really cool, it shows you how to adjust it in the Haynes manual, may help you when pulling away to get a smoother better pull

I found that the main advantage of swapping to the Weber is that it will keep pulling with the same force from 3000-6500rpm, whereas the power just faded away at around 5000-5500rpm with the pierburg, mainly because the venturis on the pierburg are way smaller in comparison

Right then I'll run it with some advance to see what bonuses I get that way. I won a Haynes manual on Ebay for about a fiver so hopefully the Golf one tells you the same stuff.

I get what your saying about the power tailing off at high revs though. Although it does rev hard, it doesn't seem to build speed much. I'm about to look into inlet manifolds, I've been told to look at a mk4 polo spi one to see what it's like.

On another note I will need to do the clutch soon so I wonder if it's worth using an ABD bottom end and a GT box... Probably gonna pull the whole lot out anyway to clean up the bay a bit.

I would say using an abd bottom end would be great, some people say gt boxes are too short, but would be much better than a 4 speed for sure

As far as i know a gk inlet manifold is the only manifold that is larger...

its dmtr so you need to use a golf throttle cable

^^ any particular golf model?

Mk2 golf

found this pic on a old ebay ad...its a polo dmtr, notice it has the correct cable mount, maybe someone can tell us if they swap round or the correct part is still avail...it looks like it might turn around into the right position in fact?? anyone confirm

yeah which engined mk2...theres several listed

oh sorry at guess i would say a 1.3 mk2 golf

thats what my dmtr was off and what i got the cable from

as for other picture, thats has been atlered

by looks they have taken cable bracket off front and just mounted it to the choke bracket

however i don't see a throttle return spring



much easier to just use a golf cable, however you need to cut some out of the coke cable bracket as it fouls the bulk head on a polo

as far as i know there was a proper dmtr kit for the polo which is what i thought that pic was...I've got a similar one on its way to me soon so i'll post back if its possible to swap it around at all

My DMTL pulls power at 3000 - 5500rpm, anything over 5500 and the power band drops, probably where I'm stuck on a non-GK inlet manifold with a hedgehog. Top speed with my pierburg was about 85mph, with my Weber its near 100mph, haven't tested with my recent jet set-up but even so the main jets are slightly off to bother with a top end test for the moment any ways.

0-60 I dare-say is around the 11 second mark.

I am looking forward to my new main jets and air filter so I'm hoping for slightly more power as I achieved with my K&N which I cannot use again (long story). I will also de-hedgehog my Inlet manifold when the renown British weather subsides.

The weber DMTR carb kit that i bought on ebay was specific for the Mk2 polo. Says it on the paper manual thing i got with it. Will try and get some photos of it up......

can you photo the papers as well please