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Slavs

Solex
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Slavs last won the day on April 8

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  1. Larry, I'm referring to the little ball on the carb lever to which the linkage is fitted. In my case, back during the mid 80s I ordered a lever from Mikuni of North America in Northridge , CA. But. as you can see I altered the lever and bent it to fit. In the process I ground down the original lever behind it to make room on the shaft. It was a hack job, but it works. I also ordered some of the jets from Mikuni, but the idle jets are not interchangeable, just the air correctors and mains. Mikuni is no longer in Northridge. I don't even know if they exist any longer. I went to great lengths in obtaining the two pictured 30mm venturis through the BMW dealership. I ordered four, but was told they had only two left at BMW in Germany. It took six months for the parts to come in. My late uncle machined the other two venturis for me. I remember him asking me if he needed to cut the the indent in the venturis, like on the original. I said No, but I was wrong. Those cut outs seem to play an important role in the functioning of the carburetor as explained by another member, "Fishead", on the FAQ. This FAQ member points out the correlation between those cut outs and the air hole on top of the carbs, located directly above this venturi section. I've provided pics. The left and right venturi in each carb differ from each other in the location for the hole drilled through the venturi wall which corresponds to the threaded mounting pins which hold the venturi in place. The venturis are now available from Italy, but I don't know if they are all identical or if you have to drill a new hole to affix some of them. I noticed this detail when taking the carbs apart the other day. I'm willing to bet there are two different part #s for the venturis in each carburetor. I was doing the best I can given my limited resources and knowledge at the time. There was no internet and virtually nobody with any knowledge relating to these carbs. I took the carbs in to a local Porsche mechanic in Burbank who always had all types of Porsche 356s there, including a few 550 spyders. I thought the guy will able to help me, but he was both, full of himself and full of manure. The guy grabbed the carbs and removed the throttle plates. There was nothing wrong with them. He then installed throttle plates marked 78 degrees from some other carbs and went on jabbering about carbs in general. Now, I need to order the original throttle plates. The ones he installed work, but I don't think the fit is perfect. At the time he charged me $60 for the plates, more than the carbs cost me. That's the last time I set foot in that place. That guy was a lunatic. At one point, he wanted to start drilling the idle passages and jets. That's when I stopped him. Given my mistakes, I'm surprised these carbs ran decently. I didn't have any sputtering problems, but I could never get them to idle smooth below 1,100 rpm. I was close, though. It may be the throttle shafts or the lack of that cut out in the machined venturis. I wasn't running high compression pistons, but my motor accommodated them pretty well. It was a fresh rebuild with new pistons and reworked head; a strong 1600cc with 8.6:1 compression pistons and stock cam. I still have the original 1600ti cylindrical canister and air filters. The rubber bellows are now stiff and no longer playable, though. Slavs
  2. Well, all this Solex PHH talk got me going. So, today, I pulled out my old Solex PHH carbs from an 1800ti. During the late eighties I tried resetting them to 1600ti specs, but with limited success. Back then I even ordered the 1600ti specific 30mm venturis and all the jets. But,after all that work, including a complete rebuild, the carbs were still a hybrid as the 1600ti carbs differ in other respects. And I gave up the project even though they ran decently. I will order some slightly oversize throttle shafts, available from a vendor in Itally. The Solex PHH carbs are very cool looking. They are more complicated than the Weber DCOE carbs, and there are more adjustments and variables. The choke plates are one example of over engineering. There are so many intricate parts etc. I understand why these carbs are so mesmerizing. They suck you in to their world. Today I reverted the carbs to 1800ti specs, minus an idle jet I lost over the years. But, I left in place the linkage pick-up for the 02 as I plan on running them on one of my 1600s which will be fitted with a 1965 1800ti motor. While I worked on the carbs I realized just how labor intensive and time consuming it is to work on these things. You really got to be careful and focused. In changing out the venturis I accessed them through the front of the carb by removing the choke plates, shaft, associated springs and hardware. The last time around I went through the back, but it's easier through the front. I haven't given up on the 1600ti, though. And I will find another set for that project. I'm also missing the spacers between the the manifolds and carbs. If anybody out there has a a set I'll be glad to purchase them. And of course the 57.5 Solex idle jet. I prefer the original Solex to the aftermarket varieties advertised all over the internet. Thanks, Slavs
  3. This two page FAQ thread has a lot of info on setting 1800ti carbs to 2002ti specs. There are some very important differences between the carbs as this FAQ member illustrates.
  4. Larry, Your new linkage is almost identical to the factory linkage for the 1600ti and 2002ti. The FAQ member who makes it copied it with some minor modifications. Your carbs are from an NK 1800ti while your manifolds appear to be from an 02ti car, probably a 2002ti. Someone got creative with the linkage because the linkage for the NK ti cars, including the 2000CS, is different from the linkage on the 02 ti variants. The pick up point at the carbs for the linkage on NK cars is at a different location vs. the 02 ti cars. That's why someone came up with that Frankenstein job to fit the 02. I had the same problem, but I did it correctly by obtaining the linkage pick up piece on the carb from a 1600ti or 2002ti. And, I purchased the original 1600ti - 2002ti linkage from the BMW dealership for a mere $36 back during the mid 80s. I believe the pick up for the linkage is mounted low on the forward carb. I don't have my carbs in front of me, but I can verify this when I dig them out of my storage containers in the garage. It's not the 60s era Solex carbs which created the linkage issue, but rather the fact that they are from an NK car vs. an 02. If those carbs had come off a 1967 1600ti or a 68 2002ti, they would fit just right with no modifications to the carbs or linkage. As I mentioned earlier the melon vendors on e-bay lump all these carbs together. But, there are key and important differences as you are finding out. You did a lot of work on those carbs. Even the gaskets appear new. I did the same with mine. But, they are 1800ti carbs with the smaller 32mm Venturis. You may be able to get them to work better if you change the jets, but you are heading into uncharted territory. Another indicator they are 1800ti carbs are the small needle size openings at the top of each throat just forward of the mid section of each throat. I don't think the 1600ti and 2002ti carbs have those openings. They came out with the 1800ti in 1964. And, the 2000ti made it debut in 66-67 while the 1600ti came out in 67. So, by the time they used the carbs on the 66 2000ti they made a few changes. I'm not sure what purpose those holes serve, but you can try taping them over temporarily. As I mentioned earlier there is somebody who invested a lot of time in resetting those 1800ti carbs for the 2002. And, they documented it here on the FAQ. It's a thread related to the Solex PHH carbs. The 1800ti uses a small port head identical to the 1600. It also uses the same valves as the 1600. It even has the same diameter (84mm) pistons of the 1600, but with a different pin to deck distance to accommodate the longer stroke crank, identical to the 2002 in stroke except that it wasn't fully counterweighed. The motor breathes different from the 2002 motor. So they set-up the cars with different jets and venturis. At this point you can try: 1. Playing with different jets and hoping you hit a sweet spot. or 2. Removing the carbs and resetting them as close as possible to the 2000ti carbs. This will entail complete disassembly and installation of larger 34mm Venturis.
  5. The linkage pictured in your post above is from a 1600ti or 2002ti. It is not from a 2000CS, which is a NK car and uses the same linkage as other NK "ti"variants cars such as the 1800ti and 2000ti. The NK "Ti" style linkage has a pivot pin or brass dowel pressed into one of the manifolds. It sticks up vertically and the linkage pivots along the vertical axis. When I used NK 1800ti style manifolds on my 1600 I cut off the vertical dowel and ditched the NK style linkage for the 1600ti-2002ti linkage like the one on your car. So, what you seem to have on your car are carbs from an 1800ti and linkage from a 1600ti or2002ti. My next question is whether your manifolds are from an 1800ti or 2000ti ? In other words are they for the small port head as used on the 1600 and 1800 series of cars or are they from a large port head as used on the 2 liter motors ? On the carb side both styles have the same 40mm circular opening, but it is on the head side where they differ.
  6. The Venturi and idle jet size you cited reveal these carbs to have come from an 1800Ti and not a 2 liter. The Solexes fitted to the 2000Ti, 2000CS and 2002ti have 34mm venturis and 52.5 idle jets. The main fuel jets on the 1800ti are 145 while the air correction jets are 240. On the 2000ti the main fuel jets are 130 while the air correction jets are significantly smaller at 155. This may be your biggest problem. There are other differences between the 1800ti and 2000ti carbs. This includes the emulsion tubes pressed into the top cover. The 1800ti emuslion tubes are very short. I have no idea how they work. But, on the 1600ti and 2000ti they are long. You can convert your carbs to 2000ti specs, but you got to start with the correct Venturi size. The Venturis are available along with jets and other parts from a supplier in Italy. He has an online store on e-bay. Changing out the Venturis is not a simple operation like on the Webers because on these Solex carbs they are removed through the throttle shaft side. That means you got to remove the carbs and disassemble them, removing the throttle shafts and all associated springs etc. to get to them. It's an operation. As far as the emulsion tubes, I would just purchase the carb covers from a 2000ti. The source in Italy may have them. If your carbs are still fitted with those huge 240 air correction jets, you may be running way too lean. You mentioned your carbs run better with the more restrictive sock style air filters. This only adds weight to my argument you are running too lean. The stock cylindrical air canister is a good design as it is designed to optimize torque and air velocity. I wouldn't deviate from the design. There is a a lot of info on these carbs here on the FAQ. And, there is a member who converted 1800ti carbs to 2000ti specs. I encourage you to search out those threads as they have a lot of information. There maybe other small differences on the 1800ti carbs. I've struggled with a set of 1800ti carbs as I attempted to adopt them to a 1600ti spec for my 1600 30 years ago. I finally got them to work OK, but only after I changed all the jets and Venturis. Still, there were some unresolved issues left. I finally removed them, opting to use them on an 1800ti motor which I have yet to install, if ever. Slavs Slavs
  7. The Venturi and idle jet size you cited reveal these carbs to have come from an 1800Ti and not a 2 liter. The Solexes fitted to the 2000Ti, 2000CS and 2002ti have 34mm venturis and 52.5 idle jets. The main fuel jets on the 1800ti are 145 while the air correction jets are 240. On the 2000ti the main fuel jets are 130 while the air correction jets are significantly smaller at 155. This may be your biggest problem. There are other differences between the 1800ti and 2000ti carbs. This includes the emulsion tubes pressed into the top cover. The 1800ti emuslion tubes are very short. I have no idea how they work. But, on the 1600ti and 200ti they are long. You can convert your carbs to 2000ti specs, but you got to start with the correct Venturi size. The Venturis are available along with jets and other parts from a supplier in Italy. He has an online store on e-bay. Changing out the Venturis is not a simple operation like on the Webers because on these Solex carbs they are removed through the throttle shaft side. That means you got to remove the carbs and disassemble them, removing the throttle shafts and all associated springs etc. to get to them. It's an operation. As far as the emulsion tubes, I would just purchase the carb covers from a 2000ti. The source in Italy may have them. If your carbs are still fitted with those huge 240 air correction jets, you may be running way too lean. You mentioned your carbs run better with the more restrictive sock style air filters. This only adds weight to my argument you are running too lean. The stock cylindrical air canister is a good design as it is designed to optimize torque and air velocity. I wouldn't deviate from the design. There is a a lot of info on these carbs here on the FAQ. And, there is a member who converted 1800ti carbs to 2000ti specs. I encourage you to search out those threads as they have a lot of information. There maybe other small differences on the 1800ti carbs. I've struggled with a set of 1800ti carbs as I attempted to adopt them to a 1600ti spec for my 1600 30 years ago. I finally got them to work OK, but only after I changed all the jets and Venturis. Still, there were some unresolved issues left. I finally removed them, opting to use them on a 1800ti motor which have yet to install, if ever. Slavs Slavs
  8. Sidedrafts are very fickle like most carbs except in this case you have 4x the number of variables compared to a single downdraft. Another thing I noticed is that the venturi size plays a large role in tuning and jet selection. The factory set these carbs differently for the 1600ti, 1800ti and 2002ti. Many people grab carbs from one model and attempt to adopt them to another model. The 1800ti comes to mind as many of these cars were imported into the US. And, people sell the carbs while falsely advertising they will fit all M10 engines. Well, they will fit, physically, but they are jetted differently and have specific venturi sizes for the three different engines mentioned above. The 1600ti specific PHH carbs are the rarest of the bunch while the 1800ti and 2002ti are more common. Venturi sizes vary; 30mm for 1600ti, 32mm for 1800ti and 34mm for 2002ti. This is your starting point.
  9. Many years ago I installed the PHH Solex carbs on my 1600, but it took me some time to sort out some of the issues. One issue was that I wasn’t using the original gaskets and spacers between the carbs and the manifolds. I was using some aftermarket o-ring spacers- gaskets designed for Weber’s. And, these things were leaking air as they don’t work with the PHH carbs.
  10. Yes, it can accept the 2 liter crankshaft. BMW had done this before producing the 2 liter motor. The result is the early 1773cc 1.8L motor as used in the NK 1800, 1800ti and 1800TISA. During the early years of production the crankshaft wasn't fully counterbalanced, but at some point they decided to fully counterbalance it. This is the crankshaft they adopted for the 2 liter. None of BMW's short stroke motors have fully counterbalanced cranks because they don't need them due to the short stroke. But, longer stroke motors need them as BMW learned through experience with their first long stroke motor., the 1773cc 1800.
  11. 1600s in race form from the period with Cosmic wheels. Note the blacked out grille slats on the 1600ti in the first pic. The 1600ti was the first 02 to be fitted with the blacked out slats which continued on the 2002. The 1600ti was only produced for about a year between 67-68. The bottom picture is of an early 66-67 1600, judging by the 10 slat kidney Grille which was also slightly more egg shaped. The car has the 66-67 style swan neck exterior mirror along with the 66-67 polished aluminum interior mirror. From the pic it's impossible to discern whether it's a 66 or 67. A complete lack of rocker panel trim, including any provision to install it with the rocker painted black would indicate it's a 66, but the pic is not clear. I'm leaning towards a 67.
  12. We need Grilles and dash pads at a reasonable price. The Grilles really complete the exterior while the dash pads make the interior. dash
  13. Wow ! 28 years ago I sold a complete new set, all three pieces still factory wrapped, for a mere $75. That's $25/ piece. I was taking a loss because I paid less than $200 for the entire set. And, now its $2,000 ? And, people are willing to fork out that and more for a set ? This is an indicator to the extent to which this hobby, or whatever you want to coin it, has changed. It's also indicative of the folks who are part of the hobby. I always draw an analogy with the Porsche 356 and 912 which were affordable to high school and college students on a budget during the early 80s. Classic BMW's are heading in that direction as well.
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