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The Magical Mystical Weber DCOE

The
Numbers
Tuning and
Jetting
Do I Run a
Single 45
or Dual 40's?
Tuning and 
Service PDF

(2 meg file size)
Weber
Resources
on the Internet
User Photos
and jettings
  Adjusting
Twin DCOE's
The Fuel
Flow Path
Physical
Dimensions
Excellent Article
by Mickey Luaria

Virtual
Tour

Rasors Fuel
Flow Pathes

The Jetting
Calculator

---------

An email from
a Racer
[FrontPage Include Component]

     (and some DGV stuff too)

DCOE 45 (152)

The DCOE numbers....

    .....a project in process. data is in complete and constantly being updated.......

       From the eyes, ears, minds, and typing fingers of the members of the Triumph Spitfire e-mail List, The Editors of the Triumph Tune Catalog, with a special thanks to those people submitting photos and jetting info that makes these pages possible, I bring you a compilation of all the info I've been able to find concerning the initial setup of Weber DCOE carburetors for the 1500 Triumph Spitfire (and now others...post 11/99).

       There are many factors that can effect the initial settings that work best for you. They vary due to driving habits, various engine modifications, state on wear, etc ,etc.

       Get your hands on a copy of 'Weber Carburetors' by Pat Braden, ISBN #0-89586-377-4. It covers dis-assembly and rebuild, tuning, and complete descriptions of all the sub-sections of the inner workings of the DCOE, among others. Also the Haynes Weber Manual (?? ISBN #???) is a very good source of info. A third source is the Weber Factory Overhaul Manual (Weber part number #95.0022.35). You can order this book from The Performance Parts Warehouse   Another excellent sources is Advanced Performance Products they carry a complete line of ram pipes, jets, air filters ands ancillaries for the DCOE. (no financial interest in any of these sources, these as named are simply recent sources still avail.)

       The following tables are beginning settings only and are not the only combination of settings that might work for you.

  DCOE 40 DCOE 45
Item Road Fast Road Max.  
Choke 28 30 33 33
Aux. Venturi 4.5 4.5 4.5 4.5
Main Jet 115 115 125 190
Emulsion Tube F16 F16 F16 F9
Air Jet 165 155 165 175
Pump 35 35 35 40
Idler Jet 45F8 45F8 45F9 45F9
Ex. Valve 0 0 0  -
This table was supplied to me By Glen Trunnell in his much appreciated attempts to help answer my questions. I believe this information is from the 'Triumph Tune' Catalog and avail through Moss International.

Again...it's here as a reference only to possible/probable starting settings.

Item Using 1
40 DCOE 18
Using a pair of
40 DCOE 18
Using  1
45 DCOE 13
Choke 28 30 34
Aux. Venturi 4.5 4.5 3.5
Main Jet 125 115 150
Emulsion Tube F16 F16 F2
Air Jet 160 170 175
Pump 50 50 50
Idler Jet 45F9 45F9 55F8
Accel. pump (jet) 50 50 50
Ex.Valve 50 50 50
This table I built from info found in books, internet sites, tech articles, and word of mouth.

Again...it's here as a reference only to possible/probable starting settings.

Well... this is what was run on my single
DCOE 45 152 attached to my 1978 Spitfire (Punkin- see photo spec page).
Choke 34
Aux. Venturi 4.5
Main Jet 145
Emulsion Tube F16
Air Jet 155
Pump 45
Idler Jet 55F8
Ex.Valve 40
Well at the moment these numbers are working, mostly because this is what was in the '78 when I bought it. I am running a Kent Mild Road Cam. A Dial micrometer (during a valve adjustment) says my valves are opening(being pressed in) 0.340". The cam lift would have to be divided by whatever the rocker ratio is to define the actual cam lobe lift. ( I guess this is something else I need to look up.)

     Supplied to the manufacturers to be used as OEM carburation for each of the cars listed, this 
table shows the factory jetting info as configured as 'stock'.

Model 40

40

40

45

45

45

45

45

style (or sub model #)

18

32

2

9

9

13

13

15/16

mfg. part number

19550.013
19550.014

19550.043
19550.044

18550.005

19600.017

19600.027

19600.003

19600.022

19600.004
19550.005

Choke

30

32

33

36

38

38

34

38

Aux. Venturi

4.5

4.5

4.5

4.5

3.5

5

3.5

5

Main Jet

115

130

115

145

175

160

130

125

Emulsion Tube

F11

F9

F16

F16

F2

F16

F2

F9

Air Jet

200

200

150

155

170

170

175

170

pump jet

40

35

35

45

40

50

50

40

Idler jet

45F9

50F8

50F9

55F8

70F6

45F9

50F9

45F8

pump bleed

50

60

55

40

closed

100

50

70

needle valve

175

150

200

200

200

225

225

225

float level

8.5/15

8.5/15

8.5/15

7/13.5

-3

-3

-3

7.5/14

(intended use) Lotus Elan
& Cortina
Alfa 1750 Maserati
3500 GT
Alfa Romeo
2600
? ? ? BMW
1800

     Conversion Kits

From Weber's own guides, the following table is a list of the standard jettings
      as supplied in their conversion kits. The kit #'s are also listed in the table.

Conversion
Kit
number
application Carburetor
and
qty.
Main
Venturi
Aux.
Venturi
Main
Jet
Emulsion
tube
Air
Corrector
Jet
Idle
Jet
Acc.
Pump
Jet
Pump
Ex.
Valve
K009 Sprite
Midget
950,1100cc
1 of
DCOE 40 2
32 4.5 140 F2 175 45F9 50 Closed
K011 Sprite
Midget
1275cc
1 of
DCOE 45 13
34 3.5 130 F2 175 50F9 50 50
K041 MGA 1 of
DCOE 45 13
34 3.5 145 F16 160 50F9 50 Closed
K043 MGB
1963-74
1 of
DCOE 45 9
36 4.5 150 F16 170 50F8 60 Closed
K044 MGB
1975-80
1 of
DCOE 45 13
34 3.4 145 F2 165 50F9 50 50
K124 Midget
Spitfire
1500cc
1 of
DCOE 40 18
28 4.5 125 F16 160 45F9 50 50
K125 Midget
Spitfire
1500cc
2 of
DCOE 40 18
30 4.5 115 F16 170 45F9 50 50
K126 Midget
Spitfire
1500cc
1 of
DCOE 45 13
34 3.5 150 F2 175 55F8 50 50
K131 Triumph
TR3,4
2 of
DCOE 40 18
32 3.5 140 F15 150 50F2 50 50
K143 Triumph
GT6
1969-73
3 of
DCOE 40 18
30 4.5 120 F2 160 50F11 45 Closed
K151
K153
Triumph TR6 3 of
DCOE 40 18
30 4.5 120 F11 160 50F11 40 50
K161 Triumph
TR7
2 of
DCOE 40 18
30 4.5 125 F9 155 55F8 45 45

I recently stumbled upon a resource on the Web that I feel should be included here. I can not (will not) promote it other than to present to you, my readers, any and all resources I find concerning Weber carbs.  It is an MS-DOS based program for selecting jets for the Weber and Dellorto carbs, by Dave Andrews.  You can download it here. If nothing else it's an interesting reference.

   Photos of installations

To see what this all looks like, I've assembled a page with photos showing owner's installations. Where data was provided, I've included their state-of-tune, and jetting information for their setup.

DGV 32/36 and cannon manifold

The DGV numbers....
            (The 36/32 specifically)

         Some interesting information came to light in the process of my playing with all these carbs. I have had Weber DGV's mounted and tuned on my modified '78 Spitfire 1500, my bone stock but rebuilt 1980 Spitfire 1500 and on my mildly above stock MG 18V engines. In documenting all the jet settings, I noticed something interesting in the combos of primary vs. secondary jetting on the DGV's between the modified 1978 Spitfire 1500  and the  18V  engine of my 1973 MG BGT.

  1978 Spitfire
now at 1534cc
(+0.040" overbore)
TR6 pistons
shaved head
C.R.=9.75:1
mild road cam
1973 MGB 18V 1800cc
+0.20" overbore

flat top pistons
C.R.= ??
mild road cam
Miget
Spitfire
1500
Weber
Specification
Haynes
Weber
Carb.
book
page 7-10.
photo id #'s
Primary Idle Jet 55 60 55 38
Primary Main Jet 140 155 140 24
Primary Emulsion Tube F50 F60 F50 78
Primary Air Corrector 160 170 165 79
Secondary Idle Jet 50 50 50 38a
Secondary Main Jet 135 135 135 24a
Secondary Emulsion Tube F6 F6 F6 78a
Secondary Air Corrector 165 160 160 79a

      I'm not going to enunciate any conclusions here, but it's interesting to note the similarities in settings for the secondaries. I'd be inclined to believe the air correctors on the the MG setup have more to do with cam and compression rates, as well as the breathing capabilities of the the two heads by comparison. By that I mean to say.... the Spitfire does pull farther into its rev range when accelerating.  

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last edited 07/14/10
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