Dfth 2 Dgas

[Guest nick coram]

I am planning to change my existing DFTH carb on 2L pinto to a DGAS 38. Looking back over previous topics, I have collected the following facts.

 

The DGAS will not fit on the same manifold as the DFTH and so I need to get one from an early Sierra, Late Cortinas & Capri that had a DGV fitted.

 

All the vacuum and water Hoses have an equivalent place to go on the new manifold but I will need to abandon the electrical connections between the carb and the ECU.

 

There are two types of DGAS 38. One where the choke flaps open separately for economy and the other where they open together. The second of these is preferable for greater initial power.

 

The DGAS with the chokes working together was fitted to V6 Granada and will need re jetting with smaller jets to work with the Pinto.

 

Is this a good Plan?

 

Also could I ask what is the difference between a DGAS a DGAV and a Pierberg ?

[Guest Robin Allison]

Nick,

The 38DGAS choke flaps open together, the 32/36 DGAV opens one choke then the other. There is not much differance in overall power between the two.

The DGAS does have the edge over the DGAV at a cost of fuel consuption. The 32/36DGAV is the easy option as it was fitted to the pinto.

I have both types, so i will post some pics later (at work at the mo).

 

Rob...

[Guest Takumi]

on the DGAS the butterflies are simultaneous in operation (DGA . .Simultaneous) opening, the DGAV are sequential ( V for Vacuum secondary), only opening the 2nd at full open throttle.

 

The 38mm/38mmDGAS is a upgrade on the OEM 32mm/36mmDGAV, and will exeed power outputs of over 140hp, 140hp is where the DGAV cant flow any more air. Unless youve got a High spec Cylinder head and Race cam and a free flowing exhaust manifold, I dont think you will see any difference. betwen the 38mm/38mmDGAS and 32mm/36mmDGAV

But the fuel economy is about the same for normal driving, so if you can find one

cheapo and an old RS manifold, go for it..

 

tak

[Guest Robin Allison]

Nick,

A couple of pics for you of the DGAS and the DGAV.

 

38 DGAS

[Guest Robin Allison]

32/36 DGAV

[Guest nick coram]

Thanks Robin Takumi

I am starting to discover that a DGAS is not easy to come by. were they fitted to anything other than a Granada ?

 

Also what is the performance difrence likly to be between a DGAS and DGAV,

I have standard injection head (bigger ports) FR cam, standard RH manafold with the excess weld ground out.

 

Dosent the DGAS have a faster pick up?

 

My local scrappy is offering a DGAV & manafold for £45 and my current DFTH is playing up. Not sure wether I am about to stall, or run up the back of the car in front!

[Guest Peejay]

45 quid, i guess is not too bad, but what condition is it in? they are knocking on in years now! To all intents and purposes, with your set-up a rolling road would be in order after you have fitted it, and then you will notice an improvement I'm sure

 

Pete

[Guest nick coram]

I have just seen a DGAS jetted for 2l ford including K&N + spare jets for £125 is this a good deal?

[Guest Robin Allison]

Nick

You could chuck a few more pennies at it and get some 40's or 45's, and you will see a big gain for your dosh. about £250 to £300 should get you a pair.

 

Rob...

[Longboarder]

Nick, according to my crib sheet 38DGAS was O.E. on Crapi 3.0L GT 72 on, Grandad 2.3, 77-85, Grandad 2.5, 72-73 and Grandad 3.0, 72-77.

 

32/36 DGAV was O.E. on various escorts,cortinas,crapis,sierras and granada with 1.6 to 2.0L engines. It doesn't have much extra to give on a tuned 2.0L pinto.

 

IMO £125 for a carb and manifold in good condition is not too bad. You would be spending £215 ish new. Still have to factor in the cost of a rolling road session which is probably the best money you can spend. If you will always run a standard engine then the DGAV is OK. If you plan new cam, ported head etc in the future then you can rejet a DGAS as you go.

 

Nigel

[Guest Andy Sparrow]

I swaped from a 32/36 dgav to a 38 DGAS (new) and the difference in pick up was noticable - in fact it seemed like a different car - but no gain without pain - economy suffers also make sure you get the thing rejetted for the 2.0 as most seem to come jetted for the 3.0 and then you wont look back...

 

I suspect the 32/36 was fords attempt at a balance between performance/economy - most folks hardly ever used the second choke on their cortina etc..

 

Also I believe you can stay with the 38 quite far along the tuning route, without resorting to the expense (& pain) of twin 40s..

 

HTH

 

A

[Peter Bell]

Hi Folks, a bit more info on these carbs, the 38 DGAS has usually 27mm venturis and the 32/36 DGAS has 26 and 27mm ones, so on full opening there is very little difference in the amount of air they will flow. The Dgas does give a much better responsive feel, as for the same throttle movement both barrels open to-gether, but it can give kangaroo results driving slowly over bumpy ground. I expect the Dgav may be more difficult to sort out when any mods are made to the engine, at least with the Dgas both sets of jets will be the same. Just a thought, are you running a std. jetted Dfth on a modified engine? if so your carb may be fine just wrongly set up.

Peter.

DGAS, Piper 285, flowed injected head.

[Guest nick coram]

Peter, funny you should say that but since reassembling with the new head It is running like a bag of S**t, hence my bringing forward my plans to switch to a Dgas.

 

The new cam is set up on the marks as per the standard. Idle is now very poor and I find I have to keep it under throttle. It seams to go OK under acceleration but under a constant throttle the spray of fuel in the carb decays in to drips and dribbles and the engine falters and dies.

 

I would like to get it running quickly to make the most of what is left of the summer but don’t want to spend to much time and money on a carb I plan to change.

 

Any ideas on what can be done to help the DFTH situation whilst I look for a Dgas would be appreciated.

[Peter Bell]

Hi Nick, that was my problem as well, I had a DGAV which ran perfectly on the std set up but with the modifed bits it was virtually undriveable, as I had a DGAS I just swapped it over then started playing with that. I don't know the DFTH but I would say you will need bigger idle jets (poss 50?) and mains (poss 140?) for starters, If you don't want to take it to a specialist.

Peter.

[Big Jim]

When I originally put the DGAS on my Pinto, it ran like a bag of S..t, so I took it along to our carb specialist, Bert Houldings, and they sorted it out for me.

I've put the details onto our "build tips" page. It runs sweet at this, if a little rich at idle to compensate the advanced ignition.

I could get around 30 - 35mph if cruised steady.

 

NW build tips page