3.0 Litre Essex engine - Carb options??
Discussion
Current 3.0L Essex v6 has a leaking Weber 38DGAS and jamming throttle quadrants - soooo, maybe it's time for an 'upgrade' to match the K&N filter and long, branch manifolds.
Weber 40 DFI (??) is recommended by a TVR3000M site - this one is resident on a '73 Scimitar.
Any thoughts for carb choices and/or knowledge of carb fitters in the North West?
Weber 40 DFI (??) is recommended by a TVR3000M site - this one is resident on a '73 Scimitar.
Any thoughts for carb choices and/or knowledge of carb fitters in the North West?
I've been running a Holley 500cfm two-barrel on my 3000S for the last 12 years, but the cam and heads are stage 3 which can make good use of the extra juice.
Here is a good site on the Essex V6
http://www2.gol.com/users/tube/essex.html
Here is a good site on the Essex V6
http://www2.gol.com/users/tube/essex.html
jessica
40DFI is weber recommended performance upgrade for 38DGAS. It will fit on the same manifold but you will have to fabricate some linkage and change throttle return spring(s)
It will only give performance benefits if the rest of your engine is modified, ie trick cam, etc. It will however drink fuel at an alarming rate (compared with the 38DGAS) as it has no fuel saving measures and tends to through petrol at the engine!!!
I had one on a trick Essex engine, Hi-compression pistons, Kent Cam, big value and ported head, fully balanced bottom end, very trick exhaust/manifolds (a key to big increase of power on an essex engine), custom air filter and it was great but did drink the fuel. 18mpg on the road and about 6mpg on the track!! Never rolling roaded it in its final configuration but would think the flywheel bhp was between 185 and 200. The exhaust/manifolds made a lot of difference, but it was £900!!
If your engine has not been modded I would try and get a secondhand 38DGAS (try Steve Reid, Adrian Venn, etc). If it is modded or you intend to mod it further go for the 40DFI.
The triple weber option will give even more power (but only with a trick exhaust, not standard Essex manifolds) but it requires a very expensive and rare manifold and high pressure fuel pumps etc, and pnly really gives a beneifit at high rpm. I had a full set but never put it on the car as it ran so well with the 40DFI, that I flogged it rather than go through an engine setup hassle again!! (But the 3 x webers does look the business!, but realistically its a 2K upgrade, 700 carbs+manifold, 900 exhaust, 100 pump linkage, 400 fitment and setup)
I have also seem butchered manifolds with 2 x 45 weber carbs on them, and you can now get 40/42 Downdraft throttle bodies (but you will still need the manifold)
The Holley option that Terminator has is also a good option, its probably been the one thing thats worked reliably on his car in the last 12 years!!!
davidy
40DFI is weber recommended performance upgrade for 38DGAS. It will fit on the same manifold but you will have to fabricate some linkage and change throttle return spring(s)
It will only give performance benefits if the rest of your engine is modified, ie trick cam, etc. It will however drink fuel at an alarming rate (compared with the 38DGAS) as it has no fuel saving measures and tends to through petrol at the engine!!!
I had one on a trick Essex engine, Hi-compression pistons, Kent Cam, big value and ported head, fully balanced bottom end, very trick exhaust/manifolds (a key to big increase of power on an essex engine), custom air filter and it was great but did drink the fuel. 18mpg on the road and about 6mpg on the track!! Never rolling roaded it in its final configuration but would think the flywheel bhp was between 185 and 200. The exhaust/manifolds made a lot of difference, but it was £900!!
If your engine has not been modded I would try and get a secondhand 38DGAS (try Steve Reid, Adrian Venn, etc). If it is modded or you intend to mod it further go for the 40DFI.
The triple weber option will give even more power (but only with a trick exhaust, not standard Essex manifolds) but it requires a very expensive and rare manifold and high pressure fuel pumps etc, and pnly really gives a beneifit at high rpm. I had a full set but never put it on the car as it ran so well with the 40DFI, that I flogged it rather than go through an engine setup hassle again!! (But the 3 x webers does look the business!, but realistically its a 2K upgrade, 700 carbs+manifold, 900 exhaust, 100 pump linkage, 400 fitment and setup)
I have also seem butchered manifolds with 2 x 45 weber carbs on them, and you can now get 40/42 Downdraft throttle bodies (but you will still need the manifold)
The Holley option that Terminator has is also a good option, its probably been the one thing thats worked reliably on his car in the last 12 years!!!
davidy
Hi,
Regarding the 40DFI I found that it is not jetted in an optimal way as it is delivered, the reason is I think that the supplier doesn't want to risk that the engine is running to lean causing burnt valves or pistons. by rejetting the fuel consumption can be reduced substantially but some modifications to the manifold need to be made at the same time.
The original essex manifold is a very simple device that seems to permit more flow to the middle cylinders then the end ones, from factory the cure to this is a W shaped metal plate mounted below the carb. When I installed my 40DFI I removed this as I believe it hinder flow. As expected the fuel consumption was very high and all plugs where dark with the middle ones very black, I then started modification of the manifold according to principles described by A Graham Bell in his book "Four Stroke Performance Tuning" it takes too much space to describe these modifications in detail but I have described it here http://www2.gol.com/users/tube/essex.html under "carburattor tuning"
The best cruising MPG I achieved with the described modifications where 27MPG, (cruising at 70MPH) this with an engine that gave 163 BHP peak power at a rolling road session.
Please note the disclaimer on the top of the linked page!, I can't assume any responsibility for any faults to any engine that has been modified in the way I describe, depending on how the engine is tuned the modification I describe can differ for optimum conditions.
BR Hans
Regarding the 40DFI I found that it is not jetted in an optimal way as it is delivered, the reason is I think that the supplier doesn't want to risk that the engine is running to lean causing burnt valves or pistons. by rejetting the fuel consumption can be reduced substantially but some modifications to the manifold need to be made at the same time.
The original essex manifold is a very simple device that seems to permit more flow to the middle cylinders then the end ones, from factory the cure to this is a W shaped metal plate mounted below the carb. When I installed my 40DFI I removed this as I believe it hinder flow. As expected the fuel consumption was very high and all plugs where dark with the middle ones very black, I then started modification of the manifold according to principles described by A Graham Bell in his book "Four Stroke Performance Tuning" it takes too much space to describe these modifications in detail but I have described it here http://www2.gol.com/users/tube/essex.html under "carburattor tuning"
The best cruising MPG I achieved with the described modifications where 27MPG, (cruising at 70MPH) this with an engine that gave 163 BHP peak power at a rolling road session.
Please note the disclaimer on the top of the linked page!, I can't assume any responsibility for any faults to any engine that has been modified in the way I describe, depending on how the engine is tuned the modification I describe can differ for optimum conditions.
BR Hans
apache said:
what cars were these in, the Sierra 4x4 Cossie?
No, they used a turbocharged 16 valve development of the 2 litre SOHC 'Pinto' engine.
Carbed Essex V6 was fitted to Mk 1 & 2 3-litre Capris (as in The Professionals) Mk 1 Consul/Granada (as in The Sweeny) plus Transits.
Also found its way into Reliant Scimitars, TVR 3000 series, Marcos coupe and Gilbern Invader.
grahambell said:
what cars were these in, the Sierra 4x4 Cossie?
No, they used a turbocharged 16 valve development of the 2 litre SOHC 'Pinto' engine.
Carbed Essex V6 was fitted to Mk 1 & 2 3-litre Capris (as in The Professionals) Mk 1 Consul/Granada (as in The Sweeny) plus Transits.
Also found its way into Reliant Scimitars, TVR 3000 series, Marcos coupe and Gilbern Invader.
I meant the quad cam cossie lump
jessica said:
Current 3.0L Essex v6 has a leaking Weber 38DGAS and jamming throttle quadrants - soooo, maybe it's time for an 'upgrade' to match the K&N filter and long, branch manifolds.
Weber 40 DFI (??) is recommended by a TVR3000M site - this one is resident on a '73 Scimitar.
Any thoughts for carb choices and/or knowledge of carb fitters in the North West?
Damn... I do love a woman who talks technical...
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