SARGE'S WEBER PAGE

Since SARGE, the WeberGuru of MidWestPerformance posted somewhere on one of the SamuraiFora that his fingers started to get tired of typing the same advice about setting up Webers for the Samurai, I thought it was about time some-one set up a page with all the relevant information, so he could just post the link to this page.

Of course there are very much questions about this modification and everybody buying a Samurai and starting to modify it will end up on one of those Fora ( I'll post links to these Fora at the bottom of this page, just in case you missed one ;-)  ).

Not everybody uses the "Search" button or types in the wrong word to search for, the Weberquestion keeps popping up every now and then.

I've read just about every answer Sarge gave and finally got fed up looking for them every time so I started printing them so I could reverto it easily while working on the carb. I'll include some pieces of text or linls to the relevant topics.

Mostly though I'll post some pics to explain what's what on the Weber and how to take measurements. Don't think I knew anything about a Weber when I started working on it, all my knowledge comes from reading the answers from Sarge on the topics and from my numerous Emails from me to him with another question and his very kind and helpful answers.

All ITALIC text is a copy of Sarge's answers on the Fora or from my Emails

Starting with turning the Weber 180 degrees for off-roading, to prevent flooding the airmixjets with fuel dumped from the floatbowl at severe angles:

Turning the carb around "backwards" is almost a must for wheeling . At severe angles the carb can dump fuel out of the float bowl and flood out the air mix jets . Once flooded with fuel the main circuit is unable to mix air into the fuel stream creating a very rich main circuit . Not very fun to restart and can be quite harzardous on the trail on steep hill climbs . The only ill effect of turning the carb around is a possibility of starving the main jets under very hard acceleration . A proper fuel pump and regulator system to keep the fuel pressure below 3psi will also add to this as the system is restricted and sometimes cannot provide enough volume to feed the bowl when the float drops too quickly . If you run the fuel pressure right at 3psi and use a larger fuel filter inline before the carb it can act as a reservoir to help stop this . On the carbs that I modify for folks , the vent area in the bowl is filled in and a tube installed with a diverter to dump excess fuel into the primary throat . This way the engine can use the excess fuel instead of allowing it to foul out the air jets . This mod works very well and also allows very high angles of operation , mine runs well even when laying on it's side . On extreme downhill descents it does sometimes sputter a bit from fuel dumping out of the vent into the throats . At that point I just shut the electric pump off to stop the extra fuel delivery . This only happens when the truck is basically stood on it's nose, more than 45* .

To properly adjust the float, Sarge gave these measurements:

The brass floats are two pieces soldered together, this is referred to as the "joint" . Since there can be a bit of a difference in production runs as to that actual physical measurement , the basic setting is just level with the top cover +2mm "up" . Up refers to height in fuel , the closer to the top cover the float is set, the higher the fuel level . This is important because the available fuel height in Webers affects how the emulsion tubes work in the main circuits . On plastic floats , just measure 35mm from the gasket surface on the top cover to the bottom of the float which is nearly level anyway . "Bottom drop" is very important for offroad use .

 Ignore the books here since we're the only ones that really have to deal with it , I've done a lot of testing over the years to arrive at my settings . Once the top fuel height is set , the internal float valve itself only needs to travel 1mm to get full fuel flow . At 1mm, there is more than enough fuel flow from either an electric or mechanical pump to keep up with almost any engine/jet range in actual fuel consumption rates .