We utilize both technologies to ensure all of our products are offered at the most cost effective prices. Laser Cutting is generally better suited to mild/stainless steel and thin aluminium, whilst Water-Jet is more efficient for the cutting of thicker Aluminium components. Both processes offer exceptional accuracy and repeatability.
Low volume laser/water cutting does cost more than the batches we normally make for stock, however if a gasket or template can be provided we are able to offer a draw and cut service for a non-stock plate profile. We do also hold some less popular profiles on file electronically that are not physically stocked so we may already have your plate drawn up. Please contact us with your requirements.
As above if a sketch or template or ideally a CAD file can be provided we can provide a quote based on a variety of materials. Please contact us with your requirements.
Bike carbs are much like any other carburettor in that they are a mechanical means of metering fuel that relies on a venturi to draw fuel into the inlet tract and therefore require very little in the way of electronics (the engines ignition system may require electronic control). Bike throttle bodies use a fuel injector to supply the fuel into the inlet tract and this injector is controlled via an ECU and as such is an EFI (electronic fuel injection) system.
Individual throttle bodies are universally recognized as the best induction set-up for a normally aspirated engine in both motorsport and fast road vehicles. High tech ECU’s loaded with bespoke fuel maps coupled with large diameter high flowing throttle bodies offer unparalleled levels of performance, driveability and power. Sourcing throttle bodies from a modern superbike offers a cost effective way of converting to ITB’s without sacrificing performance when compared to other aftermarket throttle body kits.
If the throttle bodies in question are separate castings (for each cylinder) they can be split and re-spaced to match the engine – thus simplifying the inlet manifold design as its runners can now be straight. Alternatively, if the bodies cannot be split and re-spaced danST can manufacture a manifold to accommodate the standard spacings.
For many years the tried and tested route to increasing a car engines power output involved the fitment of multiple carburettors and when coupled with other engine modifications such an upgrade could provide substantial gains. However the tried and tested favorites (eg Weber DCOE and Dellorto DHLA units) are now many decades old in design and are often difficult to source in good condition without spending a considerable amount of money. Bike carburettors offer a more modern and further developed multiple carb solution. Indeed carburettors were still being developed for and fitted to sports bikes less than 10 years ago, making their level of engineering and reliability very high indeed. A plentiful supply of low mileage second hand carbs means that the conversion can offer similar power gains often for a lower cost than the more traditional routes and can give added benefits such as reliability and superior fuel economy.
As with all aftermarket induction upgrades to obtain the best results bike carbs need to be installed alongside other engine and management upgrades. Simply bolting on multiple carburettors will see limited gains over the engines standard power output. However coupled with a free flowing exhaust system and ignition system upgrades multiple carbs will really start to transform your engine. By far the most popular engine we deal with is the Ford Zetec E unit, which in 2.0 form, running a set of 37mm ZX6R carburettors and the aforementioned exhaust and ignition upgrades has repeatedly been seen to put out 160-170bhp (stock figure 135bhp). Head and camshaft work will push this figure even higher. Peak power figures can be likened to those achieved with DCOE/DHLA carbs, but peak power is only part of the equation. Bike carbs also offer excellent low down torque, driveability (something that is often compromised with other carb conversions) and fuel economy.
The main component that determines if bike carbs can be fitted to a particular engine is the inlet manifold flange plate. We hold a large stock of plates for a variety of engines and if we stock the plate we can make a manifold to suit that engine (with a couple of exceptions). Please browse our shop to see the full range of inlet manifold plates.
This misconception usually stems from cross referencing the terminology ‘Twin 40’ or ‘Twin 45’ (when referencing DCOE type carbs) with the bike carburettor’s choke diameter. The fact is a typical DCOE install will be choked down to around 36mm for a fast road 2.0 engine to retain driveability (any larger chokes and the engine becomes hard work at low RPM/airflow). Therefore even a set of 37mm carbs from a 600cc sports bike can be considered ample for most engine specifications – with very high output catered for by the 38-40mm carbs sourced from 750-1000cc bikes.
We can supply any individual part, or the full kit required to convert your engine. The components required to convert to bike carburettors is covered in the below list:
We use the latest in 3D CAD software and parametric modeling techniques to design and produce patterns for the tube sections of our manifolds. This process reduces production time and ensures consistency and quality of all our manifolds. All of our inlet manifolds are fabricated in aluminium, TIG welded and internally ground to maximize flow.
Whilst steel is a cheaper material than aluminium to purchase it is also harder to work with in this application. As a result the cost savings can be condsidered negligible and the product inferior. For these reasons we do not fabricate manifolds in mild steel. We are happy to provide our manifolds in mild steel as a self-weld kit for the DIY welder.
Bike Carburettors are sensitive to fuel pressure and require a 2-3psi supply. EFI (fuel injection) pumps are not suitable due to their very high running pressures and whilst older carbureted engines run low pressure mechanical pumps that may work, we would always recommend running an electric fuel pump with our kits. The most economical solution is to run a fuel pump from a carburetted motorbike as these do not require a fuel pressure regulator and are a very simple inline installation. Alternatively an aftermarket electric fuel pump and adjustable fuel pressure regulator can be used.
Bike carburettors do not require a return line to the tank. If the vehicle currently has a return line this should simply be blanked off in the engine bay.
Some adaptation of a vehicles existing throttle cable will be required. Due to the huge variation in cable designs on different vehicles we are unable to offer a universal solution, however we do advise purchasing a bike throttle cable assembly as the parts from this can prove very useful when adapting the cars existing cable to suit the carburetors.
All of our carburettors are ultrasonically cleaned to remove excess dirt, grease and scaling.
During this process the float bowls are removed and all moving parts such as needle valves, slides, pilot screws and floats are inspected and checked for free movement.
We can jet the carburettors to a starting size based on previous experience and this will allow the engine to start and drive. However as with any carburettor or throttle body conversion there are far too many variables that prevent a conversion like this being ‘bolt on and go’. It is therefore essential that following installation the fueling thoroughly checked through the use of a wide band AFR (air to fuel ratio) meter – this work is best carried out by an experienced engine tuner using a rolling road facility. A tuning session such as this ensures that your engine achieves its maximum potential and minimizes potential risk to the engines components through running lean/rich.
Much like other individual carburettor conversion such as weber DCOE’s the carburettors themselves do not require any electronics. However the engines ignition system still needs to be controlled and the requirements in this area are very much dependent on the engine that is being converted. Old distributor equipped engines can almost certainly retain the distributor making the conversion very simple. Newer engines that do not use a distributor will require an ECU to control the coilpack firing and thus ignition curve. There are many ways to achieve this either by retaining the engines original ECU (possible in some cases) or by installing a standalone ignition ECU. All of these options have their pro’s and con’s but in terms of outright performance there is no substitute for a mappable 3D ignition system.
To utilize a 3D ignition map an ECU must have a load signal from either a throttle position sensor or a manifold absolute pressure (MAP) sensor. Either solution will give very similar results but only certain carburettors come equipped with a TPS as standard –without this sensor a MAP based system must be employed (or retro fit a TPS). Additionally in turbocharged applications a MAP sensor MUST be used.
Yes we can add any number of vacuum connections to an inlet manifold to provide a MAP signal. However in our experience taking a MAP signal from a single runner on this type of manifold can result in an uneven ‘pulsed’ signal due to the opening and closing of the inlet valve (this is not an issue on a standard ‘common chamber’ type manifold). To overcome this issue we offer a balance bar product – this provides a common chamber to connect into each manifold runner with a single outlet connection to the MAP sensor or distributor.
Again this is dependent on the ignition system you will be running. A throttle position sensor is only required when a 3D mappable ignition ECU is used that requires load sensing from a TPS.
Unfortunately we are currently unable to offer either of these services. Please visit our links page for a list of rolling road tuning centers that can offer these services.