Hi All

Well i have just about had it with those Webers sidedrafts,They are a total bitch to tune,and driveability is terrible with them,so i was thinking of getting something like a 2 barrel downdraft carburator to replace those.

So i need opinions on whether i should go with a Weber DGeV or a Holley 2300 350 cfm version.

My questions are:

1) will a Holley 2300 two barrel with 350 cfm rating be too much of a carb for a Datsun L20b Engine?Truck?

2)How many cfm is a Weber DGEV?

3)Do i need an adapter to fit either one of those onto a stock manifold?

 

 

King cab 620.

Isnt there a Holly 5200 which is a Weber clone? I Dont know the rating myself. Maybe Datsunaholic knows
Yes you need a adapter.
Carbs.net or webercarbsdirect has these and other sites ck for best prices.
As for the sidedrafts get a Unisyc (webercarbsdirect) has nice German made needle version to sync them.
Once Synced they should run OK. Yes they are hard drivability wise if you have a high geared car/truck and you need to rev the motor up otherwise you have really no low end and before you know it that little kid(w happy meal) in back of the Mini Van is giving you the finger as they are pulling away.

For a work/daily driver a Weber DGV, and its other versions out there are the best upgrade after the stock carb is wore out
For all out Power I like the sidedrafts. But sidedrafts work best with a Bigger cam ,lower gear ratio if possible, to get the rpms up faster.

Punch the pedal on a sidedraft carbed car at low rpm you just Lost all your Vacuum!!No Air getting sucked in.

yeah, go with a weber 32 36, and adaptor, or offenhauser manifold, like me!

Kingcab-I will get you pictures of both carbs this weekend.

It doesn't matter that Holley quit making the 5200; it's internally identical to the 32/36 DFAV, which is still made. Real Webers are made in Italy and Spain; the Holley was an "Americanized" clone.

In any case I still think the 2300 is too much carb for a street vehicle. It's a race carb in many circles; you won't have jack for low end. They come in 500CFM versions! They're made for V-8 engines, some well over 300 CID. An L20B is 119 CID. If you thought drivability was bad with the sidedrafts, a 2300 isn't the answer.

As far as I can find the smallest 2300 is 350cfm (it's a 38mm throttle bore, the 500 cfm omes are 43mm). That's 2 38mm bores. Similar to the 38DGS 74wagon710 was talking about. Those are a bit much for an L18! At least, one with a stock cam. Hard to believe it doesn't have a lag; maybe the tiny intake restricts it enough to keep the low end alive.

Probably make a great race carb if downdrafts are your thing. They're better in top end when you're really flowing air. Not my thing since I need the economy. $50 in gas a week.

PS

Ryan do you wanna sell the Offy Manifold?

King Cab 620,
i cant believe your goin to get rid of the Weber DCOEs.

Well I would just but he 32/36 on and see waht happens. Then it it dont work take it apart. So you know it wa bad before you start it.

The old tall adapters are better. Theres more air in the system.
Plus the 510 intake you could hog the ports up to match the L20 head and smooth out. Also on top where the carb sits on the manifold.The Offenhauser manifold isnt all that ! Smooth out the edges so there is a nice flow trasition.
As for sand blast the manifold. BEAD BLAST will give a nice shinny finnish. I will do BEAD BLASTIN on aluminun from now on.
The ble dist is a Standard Motor Products cap. http://www.smpcorp.com/

PS get the water line also to the intake incase your L20 doesnt use one if you live in cold climate(drill the head for the intake 1/4 good enough.

So a ported L20b needs only 170 cfm