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This image was published 1908 and 1909 A pair of SU carburettors from an MGB. The SU carburettor was a constant-depression carburettor made by a British manufacturer of that name or its licensees in various designs spanning most of the twentieth century. The S.U. Carburetter Company Limited also manufactured dual-choke updraft carburettors for ...
All MGBs from 1963 to 1974 used twin 1.5-inch (38 mm) SU carburettors. US spec cars from 1975 used a single Stromberg 1.75-inch (44 mm) carburettor mounted on a combination intake–exhaust manifold. This greatly reduced power as well as created longevity problems as the (adjacent) catalytic converter tended to crack the intake–exhaust manifold.
A Bendix Stromberg two-barrel carburettor was used in place of SU carburettors. [11] This rare engine produced 200 hp (149 kW; 203 PS) and 280 lb⋅ft (380 N⋅m) and, although export (to the UK) versions were planned, the closure by British Leyland of their Australian operations in 1975 precluded the widespread application of this engine.
The term "choke" is applied to the carburetor's enrichment device even when it works by a totally different method. Commonly, SU carburettors have "chokes" that work by lowering the fuel jet to a narrower part of the needle. Some others work by introducing an additional fuel route to the constant depression chamber.
In SU and other (e.g. Zenith-Stromberg) variable jet carburetors, it was mainly controlled by varying the jet size. The orientation of the carburetor is a key design consideration. Older engines used updraft carburetors, where the air enters from below the carburetor and exits through the top.
SU Carburettors, widely used on British Commonwealth and European-designed vehicles. Villiers, used on UK motorcycles and small engines. Walbro and Tillotson carburetors for small engines. Weber carburetor, Italian, now made in Spain, owned by Magneti Marelli. Wheeler–Schebler Carburetor Company. Zama Group, primarily an OEM provider.
The engine was also used in two variants of the Vanguard. The Sportsman was a high-performance version made in 1956 and 1957 with two SU carburettors and a compression ratio of 8:1, yielding 90 hp (67 kW) at 4500 rpm. The Ensign was an economy version introduced in 1957.
Bendix-Stromberg engineers overcame the problems found with float-type carburetors by moving the fuel discharge nozzle to the carburetor adapter or in some cases at the "eye" of the supercharger, both below the throttle plates and by eliminating the float from the fuel metering system.