What does four DCOE carbs look like on a 6-71 blower?

https://www.facebook.com/marketplace/item/1337552199764304/

I have never seen DCOEs on a blower before and thats a pretty cheap setup for that many webers.

NMNA!

I want all that and the blower

In reply to RossD :

Hurt power.  You'd want IDA's l or IDF's  

This is my Roots type blower for the in line Six Jaguar off my old Black Jack special. I'm going to take the SU's off and mount it on top of the V12 I'll use a Holly Dominator  instead of the side drafts. 
it's 250 cu inches so a bit small for the V12  but I should still get 7-12 PSI boost.  

I wonder what size a DCOEs they are , as I recall they made 40-42-45 and 48mm  with all the same base pattern.....

That's cheap as long as you don't have to pay someone else to figure out how to make it work worth a crap. 

From the pics, 45's

If you have a need for 45 DCOE9 carbs that is a good deal, but Frenchy is right about them being the wrong carb for the application. Down draft IDA or DCN/DCNF would work much better there.

In reply to TurnerX19 :

Unless you have an issue fitting that under a hood, etc.

In reply to Stefan (Forum Supporter) :

Part of living with the old style supercharger  is showing off the eye candy.  Well that and listening to those gears whine.
Yes turbochargers make more power and mount lots of subtle ways  that  hide them.  So if you want  to close the hood and have a Q ship use turbo's 

Otherwise show whatcha got 

I want to run a pair of DCOEs on my acvw but I plan to turbo it and I can't figure out how to package it that way. Unless I used a single carb and ran it as a draw through setup but there's problems that way too. 

I also would love to strap a couple to the LIMA in my mudstain but $$$ and it's my daily. 

The DCOE may not be the best for every application but damn do they look the part. 

In reply to barefootskater :

You'd need a sealed bonnet for the DCOE and some other changes.  Not impossible, just tricky to pull off well.

When they are used in draw through on a turbo/blower it's best to split the shaft and setup one side as a vacuum operated secondary essentially.  Or just bolt a 2-bbl on it and get on with it.

Anyway, this is one of the many reasons I prefer EFI over carbs.  I can play with the induction setup and just leave the injectors near the valves/head and only adjust for the induction changes (if necessary).  Just me though.

In reply to Stefan (Forum Supporter) :

Yeah there are ways to make it work but they either cost lots of dollars or are messy to package. IDA/IDFs work better and can be purchased specifically for boosty applications AND they are easier to package in the back of a VW. That sort of thing is just not my bag, baby, yeah!

Even without the snail I can't figure a good way to package two of them in that little engine bay. 

In reply to barefootskater :

I lusted after Weber's so much, I put a set of IDF's on my V12 XKE roadster.  Then I spent an extra $1800 to buy jets, chokes, air correction meters etc etc etc etc. etc etc times 2  times 4. 
you see each throat has  a whole bunch of parts that vary. And a proper tune up gets everything just right. You do it painstakingly just like the eye doctor,  "is this better or worse than that"?  After you change 12 of them then you try two up and two down.  
All the time keeping careful track of temp, humidity, Air air density. And every reading of the engine. 

When  you're done with the marathon  Dyno session you send off for another $1000 worth of jets air correction meters. Etc etc etc  As soon as they arrive you go back to the dyno keeping track of every single detail. 
This time if you're lucky. You only send for a few more hundreds of dollars. 
 

And another dyno session. 
Now you start waiting for days not like the others to have a dyno session).  ( weather wise). Higher Air density, lower temperature.  Etc  

  Over time you develop this notebook.  Your air density meter is calibrated and every instrument is tested and confirmed that  every thing is repeatable  

So you become a weather forecaster  you know which pieces to put in for rain on a hot day  or a cool one .  How humidity affects air density and what jets to select if the temp during the race will change by 12 degrees. You know that the two corners you drop to the lowest RPM you need the 50 cc accelerator pumps  to cover being off cam   And which air correction meters work on steaming hot days.   Weber's are easy you don't pull the carb off the manifold. 
I used to have dyno sheets of all the combinations 

Over $3500 worth of stuff plus  a note book full of notes  A binder of dyno runs. and if I got careless and fudged up a screw slot a close second.  
 

when I raced with Hilborn Fuel injection I had a dial on the dash. If the air density dropped  The crew pointed Which way and I'd turn the knob accordingly  I remember correctly  I started on #1 switch to 2 during the pace and cool off lap  and the other 7-8? Spots for different jets based on the weather.   One dyno session got me all of that  

Look you just don't want all that!  Modern laptop controlled ECU's  do that all for you in a nanosecond. 

Here's the thing- the cost of that entire set up is what many pay for two rebuldable DCOE's of any of the variety size.

Buy it, get rid of the manifold, and use all 4.  Maybe for 2 I4's, maybe with a closed hood V8 with cross over runners.

If you want DCOE's, this is an amazing deal.

In reply to alfadriver (Forum Supporter) :

but Alfadriver. That's not the end of your costs as you know.  First you'd need manifold(s) Oh and don't forget the linkage, and fuel lines.  Air horns and filters for the new application. 

Then  You'll have to switch everything over.   Jets maybe chokes air correction meters etc etc etc. to suit the application. 

Then if you want the actual power gains that Weber's are known for ( unless there is someone with exactly your set up ) there is dyno development time.  meaning a whole lot more jets,  chokes, air correction meters etc etc etc 

I used Red Line last time. But maybe there is someone who actually knows what a Jaguar really should have or Ford or whatever. Because Red Line was massively off  and a lot of what I bought the first two go-arounds just sat in the trailer never again used. 
 

Maybe I'm wrong?  Is there a Weber dealer that  will take back used once parts?  

Itd love for some to use the intake, but attatch ITBs to it.  Then sell of the carbs and make most of your money back

In reply to frenchyd :

I fail to see any of that as a problem.  If you want or need 2 or 4 DCOE's, this is a great deal- as I see getting 4 for the price of two, with a chunk of metal attached to them.

You are welcome to see four carbs as a "free boat" problem.  I see 4 cheap DCOE's.  If you need or want them, get them. 

frenchyd said:

In reply to barefootskater :

I lusted after Weber's so much, I put a set of IDF's on my V12 XKE roadster...

"Webers"

What you say when they ask you "why go EFI?"

but they suuurre are "purty".

Looks neat, but couldn't have been very efficient.  Instead of crossing over from right to left it looks like the air/fuel mixture makes a J turn into the supercharger.

Scott

aircooled said:

frenchyd said:

In reply to barefootskater :

I lusted after Weber's so much, I put a set of IDF's on my V12 XKE roadster...

"Webers"

What you say when they ask you "why go EFI?"

but they suuurre are "purty".

Which is why I went with DCOE-style ITB replacements.  Which were then scrapped for the original intake and single TB because the ITBs were too large for the engine and they were a PITA to tune (though I was able to get it to pass relatively strict emissions and daily it for a bit)

Had a friend with a Ferrari 400 that came with 6 DCOEs from the factory for its V12.  When he bought it, he told them he'd only take it if they could get it to pass emissions.  Even then he had to replace all the vacuum lines and mounting O-rings, etc. after they managed to sneak it through even high end car dealers aren't above cheating).  Still, it seemed to work pretty well without a lot of fiddling.  They are just a bit finicky when cold, but just let it warm up and it seemed to work.  Made lovely noises at full chat.

But yeah, they look neat but unless they are paired with EFI I would never mess with them.

alfadriver (Forum Supporter) said:

In reply to frenchyd :

I fail to see any of that as a problem.  If you want or need 2 or 4 DCOE's, this is a great deal- as I see getting 4 for the price of two, with a chunk of metal attached to them.

You are welcome to see four carbs as a "free boat" problem.  I see 4 cheap DCOE's.  If you need or want them, get them. 

Great approach. I wish I could use that approach. In 1961 Don Skogmo had the  D type engine removed and a chevyV8  installed. Jack Baker was looking for something for his Black Jack Special. To replace the XK150S engine.  A deal was struck and Jack Baker put it in his car. 
Later  that season  we got a nice old  German guy in to sort out the carbs. 20 minutes later all sorts of jets air correction meters etc were replaced and the next race the car qualified 2nd. Beating Don Skogmo's Chevy powered D type. 
That depth of knowledge  so impressed me I've wanted to emulate it. Too late the world has passed Weber's by. 

Frenchy - we had a guy show up with  a very nice early XKE at a Father's day car show and shine.   I was parked beside him in my old Lambo that no one recognizes. After he went on and on awhile about his carbs, I finally popped my hood and said that his were OK if you had to make do with only a half a set......(he quieted down after that).

(and I agree that tuning with that many throats - referring to your Jag 12 - is tough as each change you do makes so little difference to the running of the engine)

I've been looking for a pair of 45 DCOEs for my TR4 project. This is a buy 2 get 2 free type of situation for genuine Italian Webers. Just emailed the owner. Waiting fora shipping quote. 

I have a pair of 45 DCOE on an SAH manifold for a TR3/4 I should get around to selling as I no longer own a Triumph. Thanks for the reminder!

wspohn said:

I have a pair of 45 DCOE on an SAH manifold for a TR3/4 I should get around to selling as I no longer own a Triumph. Thanks for the reminder!

I'm interested!