"Mark" <
[email protected]> wrote in message
news:
[email protected]...
> Hi guys, need a bit of help with the V8 again :0) I'm (with assistance)
> trying to service the carbs, and have hit config and hardware problems,
> could do with info on the following:-
>
> Manual suggests that the carbs fitted are 2 off Solex/Stromberg CDSE 175.
>
> However, we have engine no. G065938 which is fitted with 2 x SU HIF 175.
> Is
> this a known set-up, and if so what is the correct jet/needle pairing for
> use on this vehicle?
>
> `Mark
>
Don't worry about it, there were a lot of pre-defenders fitted with SU's at
the factory, couldn't tell you the changeover date, although having said
that I've yet to see a military 110V8 on strombergs.... (Dons flak-jacket
and prepares for torrents of corrections!). Jet should be an 0.1", the only
size readily available for a 1.75" SU, and needles will probably be BAK or
maybe BFW.
Quick set-up as follows.
1. Make sure needle locating holder shoulder is set flush with lower face of
piston correctly, adjust jet lifter screws (Assuming the carbs are HIF6's
and not the older HS6's) until the top edge of both jets are flush with the
top edge of the jet carrier tube, counting the number of turns. Average out
the turns and adjust each one down the equal ammount - this is your starting
point, all adjustments should be equal from here on in. HS6's are adjusted
by a big nut on the bottom of the jet tube carrier.
2. Refit pistons and upper chambers, top up to within 1/2" from top of
damper tube with a relatively thin oil. (3 in 1, ATF, 0W30 etc - 20W50 is a
bit too thick and only worsens fuel consumption) and fit dampers.
3. With engine idling (hot) and the carb inlet elbows removed, and the
cross-link between the carbs disconnected, adjust each idle screw so that
the speed is correct and each carb piston is open by the same ammount when
viewed through the inlet. Now, get a long thin screwdriver and very gently
raise the piston (at the edge, not in the centre as this will disrupt the
airflow over the jet) by about 1mm. If the rpm drops, the mixture is lean.
If it rises, the mixture is rich. If it remains unchanged or rises a
fraction and re-settles, then it is ok. When you have done the left carb, do
the right, then repeat the whole process from the start of this paragraph,
as adjusting the mix can vary the rpm. Do it properly and you'll find that
the CO is pretty much ok as well. In theory, you can adjust both carbs the
same ammount, but you may end up with them as much as 3/4 a turn different
to each other due to manufacturing and initial set-up tolerances.
4. Reconnect the cross-link, adjusting as necessary so that both carbs hit
the idle stops unrestricted and the left carb (viewed from drivers seat)
starts to open partially before the right.
5. Choke cams have an alignment mark, pull out choke until left carb is
lined up with the fast idle speed screw, adjust cross link to achieve same
pos'n on right. Now slacken off choke fast idle screws until off cams, and
adjust until just touching cam at scribed line, plus 2 flats. Apply a spot
of grease to the cam running surfaces.
6. Reassemble inlet pipework / elbows etc.
Sounds a lot more complicated than it is, takes about 15min all told.
Badger.
B.H.Engineering,
Rover V8 engine specialists.
www.bhengineering.co.uk
www.roverv8engines.com
