Weber 32 ADFA Float/Jetting Specs

[opus10583]

[...] As far as emulsion tubes, the ADFAs installed on the 1800's are the same carbs with different tubes and jets, so you can mix them around if you like. I'd use the 49 State (non-CA) jetting as a baseline. We're talking about gains of 1-2% here at best, the 32ADFA being a rather small carburetor for the motor (though larger than the one they put on the 2 liter). If you're thinking about spending more than $50 on the 32ADFA then think about a new carb.

If you want to get it back to 1974 street-a-bility (the first year of the 1800) then use a 34ADF or a 32/36 DFEV. Both are more potent, hell the DFEV is $199 from webercarbsdirect.com, that's worth not even fooling with the old 32ADF. Of course the 34ADF and the 36ADL are still "the balls" in the single carbs. The 36ADL still makes those IDF twin-carb weenies shiver. But it is the A-Team of FIAT carbs...if you can find it...

Thanks Brad,

Looks like 32/36 is the choice, any advise on baseline jetting for an '78 1800 as described below?

What should I anticipate regarding jetting the 1978's 32ADFA to accommodate a stock 4-2-1 FIAT/Abarth exhaust system and + 5 to 10deg static timing on the stock distributor?

I intend to use this car both on twisty, hilly two lanes and occasional divided-highway cruises up to 60mi and combined.

Altitude will be near sea-level to ~2,500ft, possible brief excursions to 4,000. Maybe a run at Mt Washington (6,288), just for giggles.

Thanks again,
Mark

[bradartigue]

You mention buying a DFEV then talk about jetting your 32ADF, so I'm assuming we're still talking about the 32ADF.

The exhaust won't make that much of a difference in how you jet it. Like anything, start dead stock then tune it. Going up one size on the secondary main jet, down a size on the main air corrector, blocking the emissions stuff, all of this may help (or may not).

If you are seeking performance you'll have to re-carb, the 32ADF just isn't it. It isn't a bad carb, but it was an answer to smogging a motor when the DMSA wasn't up to the task. The only modern equivalent to the DMSA is the DFEV, which is the same casting as its predecessor.

[opus10583]

You mention buying a DFEV then talk about jetting your 32ADF, so I'm assuming we're still talking about the 32ADF.

The exhaust won't make that much of a difference in how you jet it. Like anything, start dead stock then tune it. Going up one size on the secondary main jet, down a size on the main air corrector, blocking the emissions stuff, all of this may help (or may not).

Thanks again.

Re DFEV v ADFA: I'm thinking ahead to the DFEV - next couple of weeks, but as soon as I get my hands back on my car, hoping next week at this point, I'm going to take a day or two off from work, tinker with it for about an hour or so, then drive it like it was stolen through several tanks of fuel.

[saavejo]

Hello Brad,
I have a 1977 124 spider with a 32adfa It takes a while to start in the morning when is cold. It starts easier after the car is warm. It had an electric fuel pump and the previous owner installed a mechanical pump. I am thinking either to rebuild it or go ahead and buy the 32/36 DFEV. Can I use the stock air cleaner with the 32/36 dfev?

Thanks,
Jose

[Topless]

Would one use the '78 specs for a retrofit into a 1979 2000? (replacing 28/32 ADHA)

[18Fiatsandcounting]

Would one use the '78 specs for a retrofit into a 1979 2000? (replacing 28/32 ADHA)

In terms of jetting? It's probably a good place as any to start, but if you search around on this forum (or on Mirafiori), there's probably some discussion of carb jetting for the various engine sizes.

The idle jet is the only one that has a pronounced and immediate impact. Main jets have an impact, but it takes some time to get these dialed in correctly. I'm sure there are folks that know how to tune air corrector jets and emulsion tubes, but I am not one of those noble individuals...

-Bryan