Weber DGV/DGAV Idle Setting Procedure

Note: Before adjusting carburetor, be sure engine is at operating temperature, (choke fully off) air cleaner is removed and vacuum lines are plugged off.

1. The Weber DGV/DGAV idle speed screw should be adjusted to its preliminary set point before adjusting the idle mixture. To set the idle speed screw, follow these steps.
2. Back "out" the idle speed screw until the tip of the screw no longer touches the throttle lever. Then slowly turn the screw in until it just comes in contact with the throttle lever.
3. From the "contact" position, turn the idle screw "in" one (1) full turn.
4. If a tachometer is available, install it prior to starting the engine. If a tachometer is not available set idle mixture "by ear."
5. Start engine, be sure choke is not engaged, and proceed to adjust the idle mixture.
6. Turn the idle mixture screw "in" (clockwise) until the engine RPM begins to fluctuate on the tachometer. (If adjusting by ear, until a noticeable drop in speed is heard.)
7. Back "out" (counterclockwise) the idle mixture screw slowly, until the engine idle becomes steady. Try to obtain the leanest setting without affecting the idle speed. If necessary, repeat steps 6 and 7 until the best setting is achieved.
8. Once the mixture is set, fine-tune the engine's idle speed, if necessary, by readjusting the idle speed screw. (Note: Turning "in" (clockwise) the idle speed screw will increase engine speed. Turning "out" (counterclockwise) the idle speed screw will decrease the engine speed.)
9. If idle speed is reset go back and repeat steps 6 and 7.

General DGV settings for a unmodified MGB

• Idle jets of .55 or .60 and secondary of .50 (approx)
• Main jet is 140 and secondary is 135
• Air correction is 170 and 160

NOTE regarding the use of DGV on the MGB by Doug Jackson of British Automotive (www.mgbmga.com):

"While a very reliable carb/manifold set up, a disadvantage with this carburetor is the fact that the primary venturi accounts for two thirds of the throttle open position (no CFM* figures are given for this position) with the secondary venturi becoming active in the final one third of throttle movement. This carburetor requires excessive initial ignition timing advance to avoid stumble on take off (if the ignition timing was retarded, we would have to open the primary throttle plate to obtain the necessary idle; this would expose the progression bleed holes which in turn would require that the idle mixture be leaned to compensate for this richer mixture condition. The end result being very little progressive richening upon further throttle opening, especially at snap throttle and so the stumble)."