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Thread: Solex PI 40 rebuild

  1. #11
    I've been through a set of Duel carbs and know what they're doing, but it's not really very fair to give the game away as they've obviously spent some time thinking about what problems happen and when. The benefit to their modification is that it leans the carb out at an important transfer time. It drives smoother, makes more power and uses less fuel. All gain, no pain. I can understand why they charge a lot of money for the rebuild, there's a lot of work in making a core set good to start with, most are pretty tired. I guess at some point someone will spill the beans, but they'll have to spend the money first and then maybe decide to keep it to themselves

    It's an interesting idea about using fuel cell material in the float bowl. I've never had any trouble with the floats though!?

  2. #12
    There is another common problem with these carbs that is tricky to resolve and this concerns the jet carrier.

    It is quite common to find jet carriers with bent 'ears' due to them having been overtightened - You can just make this out on the photograph.



    I believe that the jet carrier is a Mazak (Zamak in the USA) and most likely a DB3 alloy. This family of alloys casts very well but have very limited ductility ~ 3% and I would worry about trying to bend them back to shape.

    These alloys tend to bend slightly in one direction but will not reverse bend and these parts are too rare to risk breaking.

    When the ears have bent there is a tendency for the captive screw to bind on the edge of the hole in the jet carrier and stop this unit from pulling down onto the O Ring seal before the paper gasket on the base of the jet carrier has sealed.

    The carrier appears to be screwed down correctly but if the force to tighten is caused by the screws binding rather than correctly compressing the O ring it can be very difficult to find.

    It may be possible to spot face the ears to square up the face but to square the bore for the screw would mean that the thread would have to be removed from the jet carrier and I am not convinced that this is a good idea as it would be easy to drop the screw into the carb and to have it end up sitting on a piston.

    In many cases the throttle valve should catch the screw but ......

    We have tried to find a slightly more practical solution.

    We started by using a captive screw with a smaller thread length and a smaller diameter shank. This means that the screw will run at a greater angle without binding onto the hole in the jet carrier - the head is not quite square but the screw will flex slightly to take up a relatively good position.

    We have also had a new Viton O ring manufactured in a slightly softer material. We have used 60 Shore A instead of the 75-80 of a typical O ring.

    This means that the jet carrier can be screwed into place more easily and that the lower gasket can be made to seal at the same time as the O ring without bending the ear any further.

    The new captive screws are a stainless steel cap head and have a 3mm dia shank - again hard to see on the photo, The original screws have a 3.6mm dia shank.
    Last edited by chris_seven; 01-31-2012 at 09:50 AM.

  3. #13

    Solex 40s

    Lars, others
    Great thread, and beautiful work. I'll need to do a set of these soon.
    Brent
    Indiana,
    1965 911: 300594, 300839
    1965 912: 350407,
    1968 911L SWT Sportomatic,
    1970 911T Irish Green, Restored,
    1974 911 Carrera, 1975 911 Carrera,
    1970 914 1.7 Signal Orange, 1973 914 2.0 Zambezi Green, 1974 914 2.0 Ravena Green--this one is for sale
    Used to haul the kids to the pool in 356/1500RS Carrera Speedster 80820. Wife would leave it in the shopping center parking lot -- now in the Porsche Factory Museum.

  4. #14


    More parts arrived.

    Inlet manifold gaskets, carb cover gaskets, diaphragms with 2 layers and float valves (2.00)




    34mm diameter Venturis

    More to follow including thermal isolators and throttle shafts.

  5. #15
    Vintageracer John Straub's Avatar
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    3,181
    Good news...

    John
    1965 911 #301111, Red Book Vol 1 "Cover Car," owned 53 years.
    1967 911 #307347, bare-bones, some road wear, a little surface rust, and a few dents..., owned 13 years.
    1970 914/6GT, (Sold - ran the last three Rennsports)owned 30 years.


    Photography Site: JohnStraubImageWorks.com

    Registry #983
    R Gruppe #741

  6. #16
    Hello Lars

    Could you please tell me know who rebuilt and made parts for your solexÂ’s. You mention Chris?
    I need some boosters and other parts for my solexs.

    Regards,
    Carl

  7. #17
    Senior Member
    Join Date
    Sep 2009
    Location
    COPENHAGEN, DENMARK
    Posts
    776
    Hi Carl

    hmm not sure Lars is here its a old tread 9 years old, , he drives a 356B now :-). I know him as he lives close , I drop him a line regarding your question
    But as I remember ( as I did restore the 65 for him ) it was Chris who helped him out, the sad thing is, that Chris is not here anymore ,as he passed away some years ago

    Carpoint.de got many parts for Solex, try them



    Marek

  8. #18
    Senior Member
    Join Date
    Aug 2013
    Location
    Westlake Village, Ca.
    Posts
    361
    For Solex stuff contact Aaron at BURN-BROS. He’s on here.
    Scott
    303581

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