I wasn't going to upload a general engine bay shot until I got some bits cleaned up, but here it is for now with most of the dirty stuff edited out:
As you can see, my heater hose goes to where you propose to drill and tap, and the sender is on a casting to the front of that. My guess is that the heater take-off is there to allow the standard heater hose to be used - these are DSG-supplied hoses but of the proper moulded shape. On some manifolds there is a pipe from the top of the water pump to the fitting between cylinders three and four on the manifold - this doesn't have one, so, like David's, mine is blocked off at the water pump end.
This manifold came with a coil mounting, but on another car I fitted carbs that didn't have one - I suspect this was because this manifold
did have the water pipe outlet to connect to the water pump, and due to casting shape it used a vertical outlet rather than the banjo-style one that the Stromberg manifold uses, which would have brought the pipe up through the coil position. On that car, I seem to recall I moved the coil to the top of the bulkhead, though I was annoyed when a garage I took it into for some unrelated work saw fit to drill holes in there to mount it. I would probably try to fashion some kind of mount where you have shown it - perhaps you could make a plate and use a couple of the inlet manifold studs as mountings for it.
My Lumenition is placed where you propose to put yours and (so far) it hasn't had any trouble. When I got the car it was mounted near the nearside bonnet hinge. But you do have to be careful opening the bonnet if there's water standing on it - open it slowly so that the bulk of it runs onto the top cover rather than opening it quickly. I've always thought it's a daft place to put the fusebox on that basis, though the cover protects it. Also note I don't take mine out much in the rain. Or at all, as I come to think of it.
You can see the breather I have on this, just a suitably-sized K&N filter. Prior to that, I had a "vent to atmosphere" system (i.e. nothing connected) which had the side-effect of allowing me to see whether much was getting out of there, as it would land on the inside of the bonnet and be immediately visible. When I got the car, it just had a long piece of pipe that ended down near the starter motor.
Also note that on the servo outlet you have a second, smaller outlet which would connect to the distributor and enable the vacuum advance - with Dellortos on a standard manifold you'll have to not connect that, so either get another fitting that doesn't have that take-off, or run a small length of pipe and block it off, so there isn't a big vacuum leak. Someone else can explain this better than me, but basically the vacuum on that manifold (or pretty much any Dellorto one that I've seen) will only be "sucking" when cylinder one is on the intake, so for that time it will provide some ignition advance, then for the other three strokes it will not. This will give you erratic timing and a nasty knocking noise from the distributor as the vacuum unit is activated and then dropped each time the engine rotates. The only way you could use vacuum advance with these carbs is to somehow find a way to balance out the vacuum across all four intake tracts.
by phil dawson » Tue Oct 14, 2014 10:14 pm 
