Identify this carb
Discussion
Weber 40DFAV stock factory fit very early 128bhp 3.0 Ford Capri oval head inlet ports circa 1969 pre 1971/138bhp 38DGAS update and D shaped head inlet ports,fitted with a period manual choke conversion(was auto originally)its def not a DGAS/DGMS as can be seen by the cover over the throttle spindle drive sync gears 
38DGAS was fitted post 71on right to the end of 3.0 Essex production.
38DGAS was fitted post 71on right to the end of 3.0 Essex production.Edited by Pushrod-Power on Friday 10th December 12:14
Pushrod-Power said:
Weber 40DFAV stock factory fit very early 128bhp 3.0 Ford Capri oval head inlet ports circa 1969 pre 1971/138bhp 38DGAS update and D shaped head inlet ports,fitted with a period manual choke conversion(was auto originally)its def not a DGAS/DGMS as can be seen by the cover over the throttle spindle drive sync gears 38DGAS was fitted post 71on right to the end of 3.0 Essex production.
blimey! 38DGAS was fitted post 71on right to the end of 3.0 Essex production.Edited by Pushrod-Power on Friday 10th December 12:14
you know, this thread makes me miss the simpler days of having a 2.0s capri.
Pushrod-Power said:
Weber 40DFAV stock factory fit very early 128bhp 3.0 Ford Capri oval head inlet ports circa 1969 pre 1971/138bhp 38DGAS update and D shaped head inlet ports,fitted with a period manual choke conversion(was auto originally)its def not a DGAS/DGMS as can be seen by the cover over the throttle spindle drive sync gears 38DGAS was fitted post 71on right to the end of 3.0 Essex production.
38DGAS was fitted post 71on right to the end of 3.0 Essex production.Edited by Pushrod-Power on Friday 10th December 12:14
Excellent!I assume the 38DGAS is the better of the two then?
Tubb said:
Pushrod-Power said:
Weber 40DFAV stock factory fit very early 128bhp 3.0 Ford Capri oval head inlet ports circa 1969 pre 1971/138bhp 38DGAS update and D shaped head inlet ports,fitted with a period manual choke conversion(was auto originally)its def not a DGAS/DGMS as can be seen by the cover over the throttle spindle drive sync gears 38DGAS was fitted post 71on right to the end of 3.0 Essex production.
38DGAS was fitted post 71on right to the end of 3.0 Essex production.Edited by Pushrod-Power on Friday 10th December 12:14
Excellent!I assume the 38DGAS is the better of the two then?
better power valve etc 
never thought I would be using high tech and carbs in the same sentence 
but they do meter fuel very efficiently for the day unlike Holley carbs 
Puma this made me chuckle /Quote/> Why the hell is it that everyone and his dog has to put a redundant B into Weber? Even when you're looking at the bl***y name cast into the actual carb by the actual Weber company!
Edited by Pushrod-Power on Friday 10th December 16:19
SU DU6's.
My mate has just sold a set.
He acquired them in 1988 and ran them on his TR4 racecar for one event only IIRC.
They only made about 8 bhp than 2" SU's but they weren't set up properly.
What engine is that? FPF?
My mate has just sold a set.
He acquired them in 1988 and ran them on his TR4 racecar for one event only IIRC.
They only made about 8 bhp than 2" SU's but they weren't set up properly.
What engine is that? FPF?
Edited by spyder dryver on Friday 10th December 19:46
Edited by spyder dryver on Friday 10th December 19:52
"The "Sabrina" engine was specially built for Triumph's TRS Le Mans cars of 1961."
"The "Sabrina" engined Triumphs were not classified in 1960 but would have been 15,16 and 18th. In 1961 they were 9,11 and 15th. I've never understood why Standard Triumph went to the trouble of developing a twin cam engine (not just a bolt on modification to an existing engine) and then only used it for 2 half-hearted Le Mans attempts.
I understand it was actually longer than the familiar pushrod motor and wouldn't have fitted easily in a TR3/4 anyway. Anyone any further knowledge?"
Nicked from a forum . . . New information to me.
"The "Sabrina" engined Triumphs were not classified in 1960 but would have been 15,16 and 18th. In 1961 they were 9,11 and 15th. I've never understood why Standard Triumph went to the trouble of developing a twin cam engine (not just a bolt on modification to an existing engine) and then only used it for 2 half-hearted Le Mans attempts.
I understand it was actually longer than the familiar pushrod motor and wouldn't have fitted easily in a TR3/4 anyway. Anyone any further knowledge?"
Nicked from a forum . . . New information to me.
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