Dual Weber 34 ICT carbs for 2.0 L bus

[69BahamaYellow]

That fuel pump controller does sound like a nice solution, Hobobus. Also, thanks for the tip on the fuel cutoff valve, Crownline. That AFC111 fuel shutoff valve from Advanced Fuel Components is exactly what I was looking for. I could use a 1/4" pipe fitting to plumb that thing either before or after the fuel pump.


I guess some final thoughts on the Bus Depot Weber 34 ICT carburetor kit:

1) I could not make as supplied jetting work right at all for a 2.0 L motor, but once you change the jets, these carbs are wonderful. Correct jetting adds $100-$150 to the cost of the carbs

2) Phenolic heat isolator gasket between the carb and manifold. That adds about $35-$40. All kits should include these.

[RedBaronofRedBud]

Thanks for the great information! (I know its been a while since the last post, but I wanted to say thanks just the same)

Tim

[69BahamaYellow]

I hope the info was helpful! I've benefited a ton from other's posting on this site, so it's always appreciated to share what you've learned;)

Since that installation, my friend has been quite happy with the performance of these carbs.

[soloyosh]

Very timely as I am looking to replace the single progressive that came on our bus.

Thank you.
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[aeromech]

) Phenolic heat isolator gasket between the carb and manifold. That adds about $35-$40. All kits should include these.

Seems like that gasket would interfere with heat transfer from the head to the intake manifold?
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[69BahamaYellow]

The phenolic gasket is between the carb and manifold. It does lower carb temp significantly to stop fuel boiling in the float bowls in the summer. The gasket between the head and the manifold is the thin one that comes in the kits. This insures the manifold gets hot.

[rs-vic]

How’s the fuel mileage?

[SGKent]

buses properly tuned get 18 to 20 mpg. Less and things are too lean and hot. Richer and fuel goes out the tailpipe. FI seems to do a little better than carbs but stock FI limits out at lower RPM's than carbs can deliver. Meaning that FI will limit out about 5400 RPM where as carbs can push past that to 6500 - 8500 RPM if you can build a motor that will withstand the stresses. Bus engines are happiest about 3500 - 3800 rpm.
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“Most people don’t know what they’re doing, and a lot of them are really good at it.” - George Carlin

[martyrg]

Thanks to the OP for a great thread! I just took position of a 1978 Westfalia with a 2.0 L FI engine. Primary use for the bus will be travel and long trips.

The FI system has some problems, so I'm thinking of switching over to dual carbs. I like the idea of carbs due to them being easier to work on and troubleshoot - something I can do.

Parts for the VW FI system are getting hard to find, as are folks who are knowledgable about the FI system.

Looking for recommendations on keeping and fixing the VW FI or going with dual carbs. What would be the downsides of switching to dual carbs?

TIA

[69BahamaYellow]

The best carbs in the world can’t beat FI; end of story. Only use carbs if the FI is missing; in that case, the dual Weber ICT, is hard to beat, for the money. Follow the setup recipe I gave in this post and they run damn sweet, even with no chokes in colder weather.

Since you still have your FI, I’d recommend you learn a little about it and fix it yourself. Bosch L- jet is super simple. Even if you have virtually no mechanical skills, just replace all the hoses, with new ones that don’t leak, and I bet that fix alone will solve your problems