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!

cool cheers for the advice I've just been down the road with no throttle cable too it so fast cheers mate

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!

cool cheers for the advice I've just been down the road with no throttle cable too it so fast cheers mate

told you. rolf cat

No jets?!?!

lol!

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

For economy or performance?

A Ford 105E 997cc used

Primary

Idle 40

Main 120

Emulsion f30

Air 230

Secondary

Idle 50

Main 130

Emulsion f30

Air 180

with a 55 pump jet on a 28/36 DCD Weber.

The normal F22 used in Polo's primary stage improves throttle response saving on the need for a larger pump jet than standard 45. But the pump jet which can remove acceleration stumble becomes a power jet at full whack.

cool cheers

well baught my golf 1.3 back in august last year and think its about time i put up my info from mine.

i purchased a good condition weber dmtr of a member of here(euro-derby) but there was no adapter plate which i new.i then did some research and some hunting and found that webcon still had these in stock and i purchased on was about 40quid iirc. and fitted it and it all worked ok.

my golf has now decided to die and the engine is out and i remember how much of a pain it was to gather info so il add abit or my own for others to use.

so here is my weber dmtr in its standard glory.

after i recieved my adapter plate out came the wegde:)

i then had no gaskets so i produced one from 0.80mm gasket paper. for the adapter to manifold.

i then made one for the carb to adapter plate which was o.k but i would reckomend buying one new made buy weber.weber adapter gasket (new)

i went to my local bolt suplier and purchased some bolt for a quid to hold it all on.

my home made gaskets,bolt and the adapter plate also a had a choke cable which was supplied with the carb and still on the car.

now as my golf was of the road and i didnt need it. i sourced a gk inlet with bigger ports which was already de-hedgehoged and been ported an polished.after many hours of hunting i got one off polopete of here.

pics of the gk and de hedgehoged pre heat thinggy..

this is where I'm upto at the moment but il edit it and ad a more pictures once I've got it all back on and running.

hope this helps a little.

max

Edited 5 February, 200917 yr by polo.6n.max

I have bought a DMTR of ebay but i need to re-jet it for my Standard 1.3 mk2 jetta (91) it came with the manifold from the golf it was on so hoping this will go onto my car but i think the carb came off a 1.6 mk2 golf, read through this thread but couldn't find any definitive answer to what i need to replace modify to make it fit my jetta, can anyone help?

Thanks any help greatly appreciated

You'll need to look at the venturi sizes (stamped on the side of the carb behind the throttle linkage) And what jets it's running now. I used to run a 1.6 weber on my 1.3. Was fine on the first stage, but a bit flat on the 2nd. You need a better inlet and exhaust manifold and a deecent cam to take advantage of the bigger carb really.

Hi Chaps.

I'll be putting my DMTL on my Polo very soon (hopefully) but in the

meantime I've made this and will be producing them for the Weber

(or I can supply a blank), I'll let you know when They're available. :-D

One on my mates Carb setup.

I've read pretty much all of this as I'm pretty bored.

and i was just wondering if webbers can be fitted to a mk3 polo 93?

and would it make much differance to a 1043? how would the choke mechanisum work?

just want to know if it can be done and how much stuff i would need for it

baxster your cars an spi i have told you manny times

wouldnt be much point

need some help, lots of info about jets, but which side is primary and which side is secondaryi got a brand new weber on my 1300 bready and its got lots of flat spots help me

Does anyone have a Gk manifold they would like to sell me?

Hi all,

I've just bought a DMTL and a re-build kit for said carb. From everything I've read on this thread and others, to get the most out of this mod I ought to change my inlet manifold (engine is from '88, 1272cc, so I presume MH code) the popular choice seems to be the GK, but have heard mention that the '2G' is better. What cars were these fitted to, and how do I get my mitts on one? Also, is it wise to perform surgery on the 'hedgehog' heater to get things flowing better? One more question, the carb is apparently coming (hasn't arrived yet) with the correct adapter block, but I know I'm going to need to make arrangements for the throttle and choke linkages, and possibly the airbox too (?) what are the best (i.e. the easiest for an impatient oaf like me) solutions to these issues, in the experience of those that have done it? Car is an '88 coupé S btw.

2G is the engine that replaced the MH, they both have the same inlet manifold with the smaller ports compared to the GK.

For the adaptor, you should try and get the slimline replacement for the rubber gasket version. I have the older version on mine at the moment and it's so tall, I can't close the bonnet. I had to flatten the top of the standard filterbox to get it to close.

2G is the engine that replaced the MH, they both have the same inlet manifold with the smaller ports compared to the GK.

For the adaptor, you should try and get the slimline replacement for the rubber gasket version. I have the older version on mine at the moment and it's so tall, I can't close the bonnet. I had to flatten the top of the standard filterbox to get it to close.

Ok, so nothing to be gained by using a 2G manifold then. Is a GK inlet easy to find, I mean what age and models have GK engines (and what are they, 1.3, 1.6?) Alternatively, can I get the same effect my porting my standard inlet, or is there not enough meat on it? That's alarming about having to flatten the airbox, I had hoped to keep the OEM item, but maybe a K&N type pancake affair might have to do instead!

On mine I think I have a thicker than standard weber carb to adaptor plate gasket. It's a good 4-5mm thick but there are some that are just a slim cork gasket so that would help. I'd say the current setup on mine places the base of the carb around 40mm above the manifold. with the slimline adaptor plate you'll reduce this to around 10-15mm, so plenty of room for the airbox then.

The GK engine was available from early 1983, and continued to be produced until 1989. Approximately 44000 units were produced but fitted to left hand drive cars only. (It was deemed that the uk spec un-servo'd braking system was inadequate for such an engine.) Therefore you can't get them easily. I bought one from german ebay 3-4 years ago but they are becoming rarer now.

The MH/2G inlet is phyically smaller than the GK so increasing the size of the ports to that of the GK is difficult. You would probably break into the water jacket.

The 2G is better for the lower range torque, but i want revs, so if anyone has a GK inlet to sell PM me please.

Hmm, I really don't want to hang around waiting in desperate hope for one of these apparently rare as hens' teeth GKs to come up, whilst my DMTL sits in the boot, not on the engine! But at the same time, I want to get the most out of the carb. Are there any alternatives at all, spi manifolds for instance? if not, what's the big drawback to the standard item, is it that they are not port-matched to the head, cos surely a couple of hours with a dremel would sort that out?

Yeah they aren't port matched but as said before you'd struggle to port match it all the way down the manifold. It's worth having a go as a stopgap though. There is a comparison between the size of the GK/non GK manifolds on the previous page of this thread. Because they are only small bore they will restrict high RPM power.

The SPI manifolds are only designed for a single barrel carb/injector unit so you cant use one of them with a DMTL.

My DMTL is currently sitting in pieces in a bowl of thinners! I wondered what people's experiences have been with the DMTL on otherwise standard 1.3's. Polo pete, who I understand is a well respected contributor to this forum and isn't in the habit of talking tosh, said in another thread that he made 67bhp with a re-jetted DMTL on an otherwise completely standard MH lump (implying no GK manifold, porting, exhaust mods etc.). That would represent a 12bhp gain from just changing the carburetor! Also, i notice Nick0323 is pretty adamant that his DMTL (on an otherwise standard 2G) has gained him 10bhp at the very least. As I will soon have exactly the same setup as these guys, I would love to believe all this, but somehow every logical bone in my body tells me its too good to be true! Any thoughts?

I had my engine rolling roaded at 76bhp (standard is 60bhp for the HH engine) when it had the following done:

Increased compression ratio using thinner headgasked (not possible on HK/MH/2G) Compression ratio approx 9.5:1 (standard is 8.2:1)

G40 exhaust manifold and downpipe, (cat removed) freeflow stainless exhaust system (1.75" IIRC)

GK inlet

Weber 28/32 DMTR with standard jets for the 1.3

Saab distributor with polo electronic ignition & coil

I had my engine rolling roaded at 76bhp (standard is 60bhp for the HH engine) when it had the following done:

Increased compression ratio using thinner headgasked (not possible on HK/MH/2G) Compression ratio approx 9.5:1 (standard is 8.2:1)

G40 exhaust manifold and downpipe, (cat removed) freeflow stainless exhaust system (1.75" IIRC)

GK inlet

Weber 28/32 DMTR with standard jets for the 1.3

Saab distributor with polo electronic ignition & coil

So you did a lot more than simply replace your carb and gained 16bhp, that kind of backs up my thoughts that 12bhp extra from simply bolting a DMTL on is unrealistic. Though you used the smaller DMTR, perhaps that goes some way to accounting for the difference.

Right well it's on and running, a few teething problems along the way, like massive overfuelling to begin with, the carb was litterally erupting with fuel as the engine ran! This turned out to be part of the float assembly binding on the wall of the carb, it simply needed bending out of the way! Strangely the adaptor that came with this carb bolts up to the original rubber sandwich block, rather than replacing it. Still, no complaints as I can (just) shut the bonnet on the standard airbox still. Alas no GK manifold, so I did the next best thing and opened up the ports on the original manifold to the gasket marks.

I also gave the hedgehog the customary hair cut. Doing an AB test between my car and my mate's standard coupe S (same year) reveals that the DMTL does indeed make a big difference, it just keeps on pulling, and it's genuinely quick! :-) apart from the above mods, my engine is standard except for a mk3 mpi exhaust manifold (no cat obviously). There is some fine tuning to be done, it seems to be lean under 2000 rpm (judders on fast idle, and can stall out after a blip of the throttle.) Hopefully a larger primary idle jet will cure this (currently got a 45 in there.) It seems my attempts to insert photos into this post are failing miserably , so I will get some up as soon as I figure this bloody awfully designed forum out.

If you have the DMTL with 24mm primary venturi then yeah you need more like a 50 or 55 idle jet.