Standard jets on the DMTR are:

Primary

Idle 45

Main 100

Emulsion f22

Air 155

Secondary

Idle 70

Main 115

Emulsion f30

Air 185

Hi, anyone got any information on the weber 32 TLA conversion kit?, any places that sell this cheaper than others?, I might buy it from webcon, what do you think guys?

Edited 23 May, 200818 yr by takot

Hi All

Does anyone know the part number for the GK inlet manifold.

I have a manifold, part no. 036 129 713K, but wouldn't know

if it was a GK one.

Just need to check before I go out and buy one :-D

Cheers

I think

036129713K = Golf Mk2

and

030129711G = Polo Mk3 3F

Try

052129719H = Polo Mk2 GK

on the right hand side of the webber dmtr car there is two fulle hose conectors ( i have no idear what they are called :S ) the top one is fule inn

what is the bottom one

is it just a return or an overflow or what ??

cheers :)

dmtr has a inlet and a return...should have an arrow marking the direction

Hi i've just bought a weber of a golf i'ts a dtml.

from reading some of this stuff i'm confused and thinking this is gonna be a arse to fit.

is it a direct swap? (polo 1.3 currently running peirburg 2e3)

Am i going to gain much power?

the linkages will be on the wrong side for a polo

as for power...probably very little gain if any unless the pooburg is very poorly , they are however much easier to tune and troubleshoot

Check this thread and other threads linked in it, should give you an idea of whats involved. I didn't have a clue when I went to fit mine and have noticed an improvement probably more because my pierberg was needing a service but definately a bit more go.

http://www.clubpolo.co.uk/forum/index.php?showtopic=107374

i thought since the board went kapuut in october 2006 and lost all my old posts i would just lump it here...

well the story went...i was scouring the internet and for sale adds for a 28/32 dmtr for my polo to replace the grumpy peirburg. i found one on ebay for sale via eurocarparts, and i used the buy it now function only for them to turn around and say they had sold it in store !!!! they also had a unit for sale for the 1300 golf which i knew was almost an identicle engine, asside for some small details, so i bought that instead.

the differences between the mk2 golf and mk2 polo carbs is the throttle linkage and cable setup, so i had to come up with something special to make it all work

heres the throttle linkage on the standard peirburg 2e3

cable exits the bulkhead and sits on a holder on the inlet manifold base plate (red circle) and hooks onto the throttle quadrant (yellow circle)

interestingly, the carb has all the fittings when used in the mk2 golf format, mk2 golf throttle cable holder (red circle), and the prongs for the plastic mk2 golf throttle quadrant (yellow circle)

when the golf weber carb turned up it was clear i would need to do some jiggery to get it to work. for whatever reason in webers infinite wisdom they decide to move the linkage onto the polo side. which is a bit of a double edged sword, it means the linkage is on the correct side, but it also means allot of stuff in a small area, like the mechanical linkage, helper spring, choke lever and holders. and its back to front, the cable enters at the front, and spindle rotates the opposite way. there was also the fact, when you fit this to a mk2 golf you are supposed to transfer some parts over from its peirburg, like the plastic throttle quadrant, which i didnt have !!.

since the carb is symmetrical and could be fitted either way round, this helped the cause and presented 3 options to install it in the polo

1. fit the carb back to front so that the weber throttle cable holder is at the bulkhead, and linkage on passenger side - discounted that because i dont want to drill a new hole in the bulkhead to satisfy the re-arranged entry point to the carb

2. fit the carb the correct way as per weber instructions, bodge the pierburg throttle cable holster onto the weber base plate and use the same layout as standard polo. - discounted as to do this would mean removing the helper spring and choke cable bracket to allow access for the thottle cable to the carb.

3. fit the carb the correct way as per weber instructions, use a longer throttle cable around the front of the carb like a mk2 golf. - good option but mk2 polo has a different clasp design at the throttle pedal end to most other cars, logical choice would have been the mk2 golf cable as its long enough.

options asside, the first issue was to get the parts from a golf so i could actually use the carb at all !! it took quite a while badgering people on the forums, scouring brakes yards. i got lucky a few weeks later and found a white mk2 golf in the breakers, almost complete. i took the quadrant i needed, and the golfs accelerator cable as a backup plan.

heres a mockup of the golf setup, using the golf cable mount and the offending throttle spindle "quadrant"

after weighing up various options i decided to choose installation option 3,

off with the old peirburg

this is the fitting kit that came with the carb, adapters, spacer blocks, airfilter attachments, choke cable, various nuts and bolts.

close up of the adapter plate with a wedge cast into it, i decided to remove this to increase flow into the manifold

heres the weber adapter plate, long manifold studs fitted (with stud lock fluid) also the wedge removed from the plate with combo of hacksaw and die grinder

adapter plate bolted to the inlet manifold, carb studs fitted to the plate, carb sandwhich block fitted

while i had access i also gave the inlet manifold heater element a haircut to increase flow, i used a spare so atleast i had a backup plan for this exploratory work!! simple used an angle grinder and finished it off smoothly

carb bolted on and plumbed up, notice the peirburgs fuel resevoir is ditched in favour of a straight inlet hose from the pump and oulet fuel hose back to the tank. this is fine has the weber has an internal bowl.

after deciding to try the mk2 golf throttle cable route, i had to figure out how to adapt it.

heres the pedal ends... polo top, mk2 golf bottom. apart from this difference, and the difference in cable length (golf much longer) everything else is the same, the rubber grommets through the bulkhead, the adjuster at the carb, everything.

so basically i had to make the hook end of the mk2 golf cable, into an eyelet, to slide over the pin on the polos throttle pedal lever. after dismissing attempts with zip ties and the rubber eye insert from the polo cable, due to strength, i ended up with this, which is a hose clip. basically the hook went between the bolt and the metal outer ring, and the polo's rubber eye inside the the enclosed hose clip. bodge tastic but its strong and works a treat.

here it is fitted to the top of the pedal lever

with the carb fixed down and throttle cable issues solved i moved on to the carb end. golf cable slotted into the holder, golf throttle quadrant pressed onto the carb and makeshift retaining spring (cut down ziptie !!)

standard air cleaner refitted with webers adapter ring

after a few seconds of cranking to fill the float bowl it actually fired into life and idled pefectly, didnt even need to adjust the idle mixture or throttle stop !!!

last but not least i took it to my local rolling road, heres the graph. the dotted line was when i went the week before still running the peirburg carb + european GK inlet manifold and ashley 4 branch exhaust manifold, the solid line was same spec with the weber carb. factory figures are 54bhp@5400, 71lbf-ft@3300

mine

before - 69bhp@5449, 77lbf-ft@3516

..after - 73bhp@5795, 76lbf-ft@3816

Edited 30 September, 200817 yr by oddball

couple pics of the GK inlet manifold as its mentioned before too (part number on mine was 052 129 713 N

HK on the left, GK on the right

HK bottom, GK top

standard VAG inlet manifold gasket held up to GK inlet manifold

standard VAG inlet manifold gasket held up to HK inlet manifold

rte I've been sent this link as I've just baught a dmtr carb for my mk2 golf 1.3 and need a adapterplate and I'm confussed

can anyone tell me the best place to get on for my carbs as i notice this tread isa quite old now.

also i want to get a gk inlet manifold are the adapteres different for the gk manifold to my 1.3 golf one

I've managed to trackdown a webber dmtr adapter plate which i purchased from webcon......... delivery was good and came to about 40quid inc vat + postage

part number was

9990113900 and fits perfect.

just thsught this might be usefull to some one as webber dont make them anymore.

I would start a new thread and various folk will give you there views and help, all the info is in here all though a bit disjointed..

For example I actually modified the accelerator pedal by welding a plate on with holes to accept the golf throttle cable instead of what oddball did because it gave me more adjustment. Ignore me if this is for your golf.

I see you've still got GT manifolds but your still miles away from me, oh and nice golf by the way.

Edited 18 October, 200817 yr by MacColl

How much of a difference does the GK manifold make?

Can you notice any difference in performance?

Is it worth investing in one?

How much of a difference does the GK manifold make?

Can you notice any difference in performance?

Is it worth investing in one?

as mentioned the factory output for HK engine is 54bhp@5400, 71lbf-ft@3300

with the GK manifold and ashley manifold mine made 69bhp@5449, 77lbf-ft@3516

everything else completely standard, it had standard paper airfilter, standard brand new VAG exhaust.

How much of a difference does the GK manifold make?

Can you notice any difference in performance?

Is it worth investing in one?

as mentioned the factory output for HK engine is 54bhp@5400, 71lbf-ft@3300

with the GK manifold and ashley manifold mine made 69bhp@5449, 77lbf-ft@3516

everything else completely standard, it had standard paper airfilter, standard brand new VAG exhaust.

Didnt you have mild headwork done to the head aswell? You had the ports redone?

How much of a difference does the GK manifold make?

Can you notice any difference in performance?

Is it worth investing in one?

as mentioned the factory output for HK engine is 54bhp@5400, 71lbf-ft@3300

with the GK manifold and ashley manifold mine made 69bhp@5449, 77lbf-ft@3516

everything else completely standard, it had standard paper airfilter, standard brand new VAG exhaust.

Didnt you have mild headwork done to the head aswell? You had the ports redone?

it had some rudimentary headwork yeah. no enlargment though (porting) just removing casting flashes and smoothing. probably a complimentary mod, but the inlet manifold and exhaust manifold was the biggest single contributors to the gain.

i am lookig at doing mild head work to my hk lump

what is it you did exactly ?

and have you any pics ??

i should have most of the tools for it at work just want to know what u did

beacause i am runing basicly the same setup you are running

cheers

Standard jets on the DMTR are:

Primary

Idle 45

Main 100

Emulsion f22

Air 155

Secondary

Idle 70

Main 115

Emulsion f30

Air 185

is it possible to use these jets on a 1043cc engine? i have a weber off a car I'm breaking but its a 1.3

also what have people done with the manual choke?inside the car etc....

The the lower left of the steering column there is a blanking plate covering a hole which can be used for a manual choke. It's screwed on from behind, it's a bit fiddly but it comes off and is the perfect spot.

would like to fit a gk manifold to my wife's 1.3 polo but what car has these fitted

european gt polos had the GK engine , theres a guy that sometimes has em on the classifieds name guddi ??

hi i wondered if anyone could point me in the right direction as to what jets to use with my weber Venturi sizes: 22/22 .its going to be fitted to a 1.0l mk2

hi i wondered if anyone could point me in the right direction as to what jets to use with my weber Venturi sizes: 22/22 .its going to be fitted to a 1.0l mk2

just run it without jets, my mate said he just binned his jets and his car runs sweet now!