356 Carburetor Rescue offers remanufacture of all the following:
Early Porsche 356 engines used Solex carburetors.
32 PBJ, and more commonly, 32PBIC / PICB on Normal engines, and the
40PBIC/PICB on Super engines. (the difference between a PBIC and PICB is the
presence of a starter jet set up on those earlier PBIC carbs , deleted in 1955) These are all
single barrel carburetors.
Solex 40PII, sandcast aluminum dual barrel carburetors, both short and tall,
were used on Carrera, and Spyder 550 cars. Pot Metal 40PII-4 could also be
set up as the "tall" Carrera carbs.
Think you can do your own carburetors? Each Zenith carburetor has 122
individual parts; 244 for the pair, while each Solex has 145 individual parts; 290
for the pair.
VW specs for Zenith 32 NDIX here
Zenith dual barrel carburetors were introduced on the Porsche 356 engines in
the late 1950's. The earliest we've seen is a Zenith body dated 9/57, which
would have equated to the 1958 model year.
Zenith's were supplied as a grey pot-metal with white cad (silver) colored
hardware. The use of gold colored hardware did not begin until after the end of
the Porsche 356 production. They are popular for appearance, though, and are
seen on 356's. This is a matter of personal preference. We supply our
restorations with the white cad, but can supply the gold tone on request.
Zenith carburetors were dated by production year, and also bore the stamp of
the particular model: Normal = PO3 L & R, Supers = PO2 L & R, C's =PO19 &
PO19.1. PO10 carbs were intended for VW. There are later made carbs with
different model numbers and serial numbers instead of dates. They are all 32
NDIX, and work with the 356, but are not original to the pre 1965 cars. Any body
will work with any car, or even either side as long as hardware and jetting are
Stock set up's as follows: N S C
Main jets 115 130 130
main air correction jets 230 220 210
idle jet 50 50 55
idle air correction jet 120 140 140
pump jets 50 40 40
venturis 24mm 28mm 28mm
venturs are also expressed as 32-24, 32-28
Look down the mouth of the carburetor to see air
jet numbers as well as venturi numbers. Over the
years changes have been made to jet set ups and
venturi sizes, depending on availability of parts,
some custom useage such as altitude, addition of
a big bore kit, engine rebuild with change of Cam.
If you are considering switching from a Zenith to a Solex
carburetor, remember the choice of carburetor is dependent
on the Cam in your engine, not the installation of a "big bore
kit'. Lower reving engines (4500 / 5500 rpm) - stock 1500 and
1600 engines as used by the A, B, and C cars - need to use
Zeniths with their smaller 32mm bore. SC's and later cars,
comfortably running to 6,000 rpm, can accomodate the 40mm
bore of the Solex carburetors. Without the right cam,
switching carburetors will not gain you any advantage.
This dual barreled, single shaft, carburetor is used on Porsche 356 Super 90,
SC's, and early 912 cars. Early Super 90 carbs had a tall, narrow breather tube.
There are variations in the breather tubes until the wider, shorter ones used for
the SC. There is a tubeless late S90 / early SC top correct for those models.
The early SC carb also has S90 injectors. The short fat brass breather tube we
see on the later SC's is also the same configuration used on the 912.
The Solex was offered as a grey pot metal carb with white cad (silver) colored
hardware. Later, the 912's (1967 model year) appeared with gold cad colored
Beginning with 912 production in late 1967 (the 1968 model year), Porsche
began using the 40PII-4 Split Shaft carburetor. This was offered with a gold
irridite plating and gold colored hardware. These also were designed for the
stock Vacuum Advance distributors used in these models. Many owners
replaced the vacuum advance with a stock .022. When this was done, the
vacuum tubes on the carbs had to be sealed off. Both styles are in use.
Very early Solex had a pot metal top, and that was changed to a cast aluminum
top. See photo below of gold toned carbs with aluminum tops and velocity
Stock jet set ups are as follows: Solid Shaft Split Shaft
main jets 115 122.5 / 125
main air correction jets 180 180
idle jets 57.5 55
idle air correction jets 180 (1.8) 110 (1.1)
injectors no # or 35 40
pump jets 50 40
Venturis on both are 32, often denoted as 40-32.
As with the Zenith, adaptations and changes have
been made over the years.
We offer a solid shaft conversion for the
split shaft carburetor, more information
As a note, we don't recommend velocity
stacks, but they sure look good! Especially
on this set of 44mm Solexes!
note shaft bushings that
are not on standard solid
shaft carburetors as well
as throttle link set up. All
other hardware is
standard to the split shaft.