Are you talking about removing the pierburg? it's held on from the top with three very long M6 bolts. No need to feel around other than to remove the gasket, but removing the carb first makes this easier.

i meant the base gasket rubber block thing....i hoped to ubolt the carb and base all in one lump

its a bit easier to do it in two stages but just unbolting it in one stage can be done easily enough with a 10mm ring spanner.

right i'll whip the carb off then...my arms and hands struggle to go under the mani

just need the 6-8mm fuel line adaptor now and I'm away

if anyone cares...

its on and starts, started easy too

just gota bodge up a hybrid golf/polo cable as I'm using a kit off a golf .....and the bracket for the choke cable is touching the bulkhead so some fettling there is req

Here's a photo of my throttle holster bracket. It's an original holster which has been modified to sit on a home-made steel strip with a hole to sit on the weber mounting stud so it can change angle, and a slot cut so the holster can swivel and move further or closer to the carb, works perfectly and as held tight since day 1, but as you can see I didn't bother painting it back then.

I took a lot of photo's to help support the DMTR service overview written by Iain, which is planned and underway for the yearbook - which will be followed by a full report with full size pictures here on the forum.

mines the golf kit so the cable enters from the front now....had some games today as the golf cable didnt suit too well and i had to shorten the outer :(

a couple more points for anyone considering the golf dmtr kit...the choke cable bracket/spring hits the bulkhead....i cut the end off and found a shrter spring to suit

the studs to use the orignal air cleaner aint long enough....easy enough to find some longer ones though

I'm a complete newbie when it comes to carbs and i want to know if anyone can help me.

My MK2 1043cc 1989 is equipped with a pierburg 1B3 carb and its causing me nothing but trouble.

Can i convert to a weber?? if so what one and where can i get it.

This post is really interesting but i'm still abit confused.

I've got a decent set of spanners (and other tools) and a brain i'm just lacking experience.

I'm sure i could manage this i just need guidance.

Thanks All

DC

My MK2 1043cc 1989 is equipped with a pierburg 1B3 carb and its causing me nothing but trouble.

Can i convert to a weber??

Yes, either Weber 32TLA single choke or 32DMTR twin choke.

Rock On!!! he he he

Rite then i'm begining to understand now. One more thing... is it neccesary to change the inlet manifold or can i stick with what i got? and... These things seem imposible to buy/find anywhere! where can i get a dmtr? and whats the difference between a dmtr and a dmtl (i heard that one is newer, is that right?). I'm really keen on doing this in around easter so i'm busy researching. And being completely new to this I'm going to try and take photos every step of the way to stick on here hopefully to help folks out in the future.

are there any decent websites that have a decent stock of webcon direct replcement 'kits' ?

best keep a eye on ebay every couple of days for a weber...they come up fairly often but fetch decent prices

theres a ebay seller "fast road cars " he has alot of webers for sale and has spares too

dmtr was the orig one to suit polo, then they stopped making em...so dmtl is the nearest thing you can get new now

Edited 25 January, 200818 yr by steveo3002

are there any decent websites that have a decent stock of webcon direct replcement 'kits' ?

http://www.carburettorhospital.co.uk/ ?

(back from holiday end of Jan08 hooray)

have the single venturi 32TLA (kit W15270 229) but 32DMTR (kit W18870 97x?) are rare.

32/34DMTL for 1.3 Vauxhalls - Nova/Belmont/Cavalier... - might fit jetwise (and Webers make rejetting temptingly easy), but I can't vouch for cabling or air intake fitment. Even the inlet manifold could be different but there can't be many ways to join three 6mm bolts to a lump of rubber attached to the manifold.

This is only if you can't be persistent at eBay.

Actually the stock is decent but the website is errm, challenging.

Edited 26 January, 200818 yr by dvderlm

even though mines only a 1 litre ?? does engine size matter here??

youd need a kit suited to the 1ltr...or rejet the other carbs to suit

The DMTR is the closest option for 1-litres - they are to 1.0's what DMTL's are to 1.3's - just a little too big for low-down power on a normal unmodified engine, but still very much useable and effective. The difference is in the venturi size - the venturi is the narrowest passage of flow in a carburettor, and it has a big bearing on the powerband of the engine it is put on.

The DMTR is suited for lower flow than DMTL's, 1.3 and 1.6 respectively. When you modify an engine for increased flow with longer cams or ported head then it can demand a carb initially designed for larger capacities.

In other words, for 'best' application;

High-revving or moderately tuned 1.0: DMTR

Standard or lightly tuned 1.3: DMTR

High-revving or moderately tuned 1.3: DMTL

Standard or lightly tuned 1.6: DMTL

My experience (having tried both the 32/34 DMTL and the 32 DMTR on my bog standard 89 2G) is that Danny Lee is absolutely correct in saying above that for the standard engine, the DMTR is the one to have.

The Story. My Pierburg had died (well it was still running but at 25mpg and very badly). The mechanic (I couldn't get my head around a Pierburg - good luck to those who can!) said he couldn't get any more out of it and told me to get a Weber. Faced with the options of 1/ getting an unknown Pierburg from the scrappy and possibly going through it all again, 2/ buying a new Pierburg, 3/ getting a Weber off eBay and having to go through all the Dremelling aggravation described earlier in this thread, or 4/ buying a new Weber with all the adaptors, I bit the bullet and went for it. I'm keeping the car for the foreseeable so WTF. I bought a DMTL + conversion kit new from Fast Road Cars. Great kit, incidentally - everything you need supplied and very comprehensive instructions.

I'm old and broke (cue violins) and currently a student, so fuel economy is my prime concern. The DMTL ran fine on the standard jets supplied (100/115, 155/185, f22/f30 and 45/70) but it wasn't giving me the economy I wanted, so I started experimenting with upping the primary air corrector jet. (All the experimenting I did was with the primary - they way I drive the secondary is permanently closed - put a 3,500rpm limiter on my car and I wouldn't notice). The effect of going up to 165 then 160 was wholly negative - the acceleration worsened and the fuel consumption didn't improve. I then tried a bigger main - 105/160 ran OK but again, no consumption improvement. 105/170 and the acceleration suffered. I wondered if my engine was in worse internal condition than its 58K would suggest, so I checked the compression and got 185/190/180/175 dry and 200/200/190/185 wet which by all accounts is perfectly acceptable.

Nick0323 had been running bigger mains at the same time as bigger airs, so I tried his setup, which involved a leaner primary emulsion tube - 120/125, 170/185, f30/f30. Again, it ran fine but still wasn't giving me the economy I expected and leaning it out hit the acceleration.

At this point two things happened. First, I read Danny Lee's comments above and in the light of my experience they made perfect sense - it had always seemed to me that the DMTL was throwing in more fuel/air than I wanted it to. Fine for a hotter engine but not for mine. Second, Quinny's DMTR + adaptors came up on the forum so I grabbed it.

The DMTR came with the same jets as the DMTL had as standard - 100/115, 155/185, f22/f30 and 45/70. I felt the car was happier as soon as it was on.

The first thing I did was to put an f30 emulsion in the primary and it ran fine. Next the main came down to 100, then 95. Still fine and economy was better. Then the air went up to 165 then 170, which is where I am now, until I can get an accurate consumption figure. The car now needs more choke to start than it did before. I always put the choke back in as soon as the car's moving, only pulling it out again (until I get operating temperature) if I need tickover at the lights. If I try to accelerate hard with the choke in and the engine still cold, it doesn't happen - but that is as it ought to be. Once I'm up to temperature, everything is hunky-dory. I estimate 40+mpg urban.

I have noticed no difference in experimental hard acceleration up to 80 between the DMTR, DMTL (when it was running the richer jets) or the original Pierburg when it was working properly. No difference at all.

Other people have made the DMTL work for them - I tried and couldn't. The DMTR (as Danny Lee says) just seems to be better suited to my engine and the way I drive - I'm very happy with it.

The only difference I'm aware of between the two is venturi size - DMTR is 22/22 and DMTL is 24/25 but on my engine that's enough to make them behave VERY differently.

Good write up.

In the aid / pursuit of better MPG you may wish to change your spark plugs, ignition leads for performance ones. A better spark can give better performance / economy. And there are other things such as lightening up the car by stripping it, fuel saver tyres etc.

-N-

lightening up the car by stripping it, fuel saver tyres etc.

Is a nice big Webasto sunroof lighter than the tin one?

lightening up the car by stripping it, fuel saver tyres etc.

Is a nice big Webasto sunroof lighter than the tin one?

I can't tell if your being serious or sarcastic

Stop confusing me with your uber knowledge.

-N-

what size jets have people used on mk2 1300's ?

i use the std jets in dmtr on a mh engine, gives me up to 44mpg and a little added nippyness comapred to the poorbrug

for anyone intrested

I've found a mk1 golf choke cable fits nicley into the standard holes and it has a built in switch in the cable, so you can then run the "choke on " led on the dash

just finished mine...nice to have a reminder to push the choke in , I've forgot once or twice

hello peoples

can anyone give me a list of jets for a DMTR on a MH please

think me second stage is throwing juice in for fun