After finding some time to scruu with the dawghauler ride, I attempted to finish off the intake manifold mod described in this thread:
http://www.forums.IHPartsAmerica.com/fabrication/846-IH-152-196-intake-manifold-rework-2.html
While not a complete failure, I did determine that the weber dgv I'd "cleaned" (but not completely refreshed) was a pos!
So over the last few days I've built up some more 1904 mixers and needed to test 'em today. Three of 'em are now ready to ship, plus one more I'm saving back for my own future needs.
I then decided to figure out the real deal on these weber dgv units. Not much too 'em, basically except for the progressive throttle/dual venturi design, they are dam near identical in configuration and operation to a Holley 22xx. Not any more "exotic" actually than a Holley 1904...it's pretty obvious that the Holley "aa" series pots used on the ihc six cylinder motors in the 50's greatly influenced the design of the weber, the japanese back in those days weren't the only copy cats in the motor vehicle industry!
The key factor regarding these carbs is the extreme "tunability" of all circuits with removable calibration components. That's great if the tuner has a full set of all the various tuning parts in multiples (not just "jets"), and a dyno to run the rig on! But that's not hardly practical in the real world.
So...the off-the-shelf new offerings of these carbs are set up inna ballpark fashion so at least the motor will start and idle. That is in regards to a new carb! And keep in mind, these so-called "weber" carbs are sourced under manufacturing license from plants all over the world, so the actual "quality" of the carb and it's setup will vary tremendously. I've now seen 'em out of china, u.s., italy, france, mexico, and the one I have is outta spain. No doubt korea is in the mix also. That is also why the retail price for these items is all over the place.
The unit I have was reclaimed from a pinto race motor inna sandrail. Supposedly "built" carb but according to the guy who bought it, it never worked worth shit. And like most "race-prep" carbs, the entire mechanical choke system on this one had been butchered and removed.
After giving it a super-douche but no fresh parts, I stuck it on the test motor with the infamous "adapter" (whatta joke!) like most folks use. That's like trying to cram a 2" plug into a 1" hole!
Results...the accel pump is a no pumper and the diaphragm housing leaks like hell. Raw fuel poured down the gullet, the idle mixture screw had no effect on idle quality, etc.
So back to the bench...this time I did the "kit" (it was already clean). All calibration parts that are changeable check out as the correct spec for the model, so at least none of the tuning parts were botched when compared to the out-of-the-box version.
Stuck it back on...it's somewhat better but still no accel pump (I had checked it in the solvent tank before re-assembly and it did squirt, but obviously not enough volume). But at least now it has something approaching an idle quality....but the accel pump still leaks to the outside!
Back to the bench, pulled the new pump element out and re-installed the original. Tested again in solvent and finally...no leak. The new pump element was bad! This kit was a new "empi" brand (made in china), the last one of those I'll ever use!
Then I looked again at the accel shooter check valve that retains the shooter...someone had gutted it out in the hopes of increasing flow and it had no check valve, only a lead plug! That ain't a part ya can just conjure outta of nowhere...so I modded the screw and added a Holley pump check ball. That made the difference, now it squirts ok.
After the third attempt at testing I managed to get the idle quality decent. But certainly not any better than any average Holley 1904 onna 152 or 196.
Performance is absolutely no difference as compared to a nice 1904! In fact, tip-in is worse! There is a distinct "lag" when the secondary begins to open that tells me the jetting throughout the entire carb range is way out of kilter. And...it's obvious the pump shot is not healthy enough for the 196 even with the restrictive intake manifold setup. But...it's not adjustable in any fashion! And tuning parts are not hardly out there for making much difference, so it looks like I'll be playing with orifice drills.
Big disappointment here! It's possible that a new dgv might perform better but it would come out of the box with the same calibrations as this one, so "new" doesn't really gayrontee anything.
I'm not gonna waste any more time trying to tune this dawg now as it's gonna end up on the stroker motor and I'd have to do it all again. It is drivable at this point and that is all I care about so it can go back into tractor service.
Surely once an intake manifold is properly prepped to take advantage of the potential this carb might offer for a fourpopper, I'll see this exercise in a different light.
This is a shot of the passenger side of this jury-rigged mount.
