Just bought a complete set of carburettors for my 208 GT4. Brand new, never used. They look like a piece of art! What would you do before installing them? Nothing? Do I need new o-rings etc.? I guess that float levels is probably set by the factory since it is "inside" the carbs? Peter Image Unavailable, Please Login Image Unavailable, Please Login
Sealed bearings on the throttle shaft. The existing greased bearing surely leak by now. Maybe also new lead at the ports where gas leaks out of the rest of ours.
I was hoping to avoid changing to sealed bearing, at this moment. The carbs have not been subjected to any heat so maybe the original seal- grease is still air tight. But you are probably right. The lead plugs are still covered by a layer of laquer and looks, well, like new. I think they are ok. Thanks, Peter
Go completely through the carburetors just as if you were totally rebuilding and adjusting them. There is no such thing as a "new" carburetor that is correctly adjusted/clean/ready to install…whether it's old, NOS, or brand new.
Ok, I am a bit scared by this job. Have done everything on the car myself, but have read stories about bending carb shafts... You have to grind the screw before attempting to unscrew it if I remember it correct. Well, I will go through them completely. At least I start with clean carbs! Peter
Yes, the base is marked 34 dcnf 53-54-55-56. This is correct according to the owners manual. 34 seems to be an odd size. I haven't found any other car using them. Rare. 40 is more common. Peter
Verify that all internal parts are correct (numbers are stamped on them) and floats are set right. It will never be easier to do than right now and if there are problems getting everything running right you will already know what isn't the problem.
Thanks - that's good information that you've posted. Just for comparison, here's how they "tweaked" some of the internal things per the later 1980 208 188/80 OM (and changed the identification sequence to 82-83-84-85): Image Unavailable, Please Login
It would be interesting to try this setting. They must have figured out something useful over the years. I can't really interpret the effect of the differences. Are these environmental changes or performance changes? I would try if the later. Peter
Yes, such a complicated interaction of so many things that it's not easy to know what they were trying to achieve. I'd guess more "environmental" since the size of the main jet is reduced, but maybe they did that just to be able to run a slightly larger slow running jet? The difference are small so, unless you had a specific problem, I'd just use your stock 53-54-55-56 configuration. What is the print number for your OM (XXX/YY)? If you ever get it scanned into an electronic format, please send it to [email protected] (so he can add it to All Ferraris).
Thank you for your advice. I will stick to the original setting. I have it as a pdf somewhere. I will send it as soon as I can find it. The numbers on the OM are 102/75. Found it at Ferraridatabase! Peter
No need if it's already there -- I didn't realize that he had put "Dino" in the title (so it got moved in the alphabetical list).
Recall that by 1980 you really had two carb set ups... The 1978-79s here in the US were running catalysts at that point, while the last of the carbed Euros, were not... Any thoughts as to jetting changes, while they are on the bench, to allow for the modern 10% ethanol blends???
Interesting, there might be an idea re-jetting even though the changes in size are small. So there will be a typical alco re-jetting for all carbs still using the original pure petrol setting? Peter
