The refurbished carburettor arrived last week from Carb Exchange in the UK. The transformation is quite outstanding.

There are a number of companies in the UK specialising the refurbishment of the Solex carb, some of which I corresponded with and provided reassuringly expensive quotes. Through research on the Series 2 Club Forum, I came across Carb Exchanges and they were hailed as the “go to” people for such work. They were also by far the cheapest with the shortest turn around.

It took a little longer than planned but there was no rush. The carb gets  engine tested before shipping, so, aside from setting the tick-over, there won’t be too much faffing to get the engine to run smoothly.


Not a very good picture but as taken off the engine


I’ve checked the serial number…. It’s the same one 🙂


Original banjo bolt, new felt washers and base gasket
Fine gauze filter added
Base gasket fitted on top of the original Bakelite spacer block
Orignal carb and manifold fixed together… I liken it to reuniting old friends 🙂
Fuel pipe fixed in position using the banjo bolt mentioned above

Vacuum Pipe…

The distributor has a vacuum advance unit on it. The distributor sends the current that causes the spark in the cyclinder. This spark occurs at a specific point as the piston is on the compression stroke (air, fuel mixer being compressed, ready for detonation) The point at which this happens is measured in degrees Below Top Dead Centre (BTDC).

As engine speeds increase, the detonation needs to happen marginally earlier. A certain amount of time is required to burn the fuel / air mixture but the faster the piston is travelling up the cylinder, the shorter this time gap becomes…. Hence, we “advance” how many degrees BTDC the spark is created, thus detonating the fuel / air mixture earlier in the compression stroke.

The vacuum effect is taken from the carb via a capillary tube to the distributor. The original copper capillary pipe would not fit the new distributor as the advance unit had a push on fitting, where as the original had a threaded interface.

A “modern” replacement for an MG BGT has been used and with a minor modification, should work perfectly fine.

Both ends of the new capilary tube have a “female” interface so I trimmed 15mm off the original threaded capillary tube to create the “male” counterpart
Push on “male” end of the new distributor
New capillary tube fitted to the carb
Likewise at the distributor end
Next job is to install the air intake hose, elbow and joint sleeve
This piece of reinforced rubber allows the elbow to be fitted to the carb. The interference fit of this small piece of rubber was a royal pain in the proverbial to overcome.
New Jubilee clips installed. I need to check if these should be wire type clips, but to stop the whole thing popping off the carb, they will do.
Whole filter, pipework and carb in place. There are two clips missing on the intake pipe, I’ll add these once they are delivered.
Now I know the angle the spigot for the intake pipe, I can put the black and silver service routine sticker in the correct place so it faces forwards