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Because the general confusion between the first S&S carbs (based on DC design concepts) and the later L series carbs comes up so often . . .here is an illustration of the first model (G) and the later L series side by side.
S&S L Carb.JPG
Note the multitude of small, but significant changes -- and if you are familiar with DCs you'll see where the carbs cross over in concept, but differ considerably in parts and assembly (ie no separate throttle body, etc). But, notice that the CHOKE is separate on the first model. That's awfully similar to how Linkert designed things . . . There's also significant changes between float bowls across the several series of S&S carbs -- with three different needles and three different floats, plus two feed positions. In other words, there's a lot more to this story than S&S copying a DC. They didn't so much as copy as they did use the design concepts linkert had refined over a 50 year period. The smith's then refined it further and focused on what an L Series is known for -- crazy ass acceleration. Where most carbs NEED a pump; the L series just goes until the rider runs out of cojones. Conversely, when you hit the brakes they go hella lean and will spit fuel right at your chest/face through the vent stack -- something that never happens on a DC.
As to time frames and copying; let's set a few things even more straight:
The early G or F carbs (gas or fuel) came out in late 1967 and saw slight mods through 1971.
The L Series were sold 1972-1975 You will see these the most at swap meets and most often as GAL (1-7/8). GBL is much more rare and works tremendously well from 55 to 75 cubic inches. But, then as now, most HD guys buy the biggest carb they can. I'm presently running a GBL on a 78" motor without fuss.
The Modified series (MGAL, MGL) was sold 1976 to 1980/81. Some say they were sold into the mid 1980s,but I don't have documentation on that.
The Super D first appeared circa late '74 and the Super B went on sale in 1975. It is still sold today for an impressive $800. Here's the direct link to S&S for the current price: https://www.sscycle.com/products/sup...rburetor-only/
The Super E didn't appear until . . .1990
Harley went through DC Linkert, Tillitson, Bendix, and two models of Keihin (butterfly and CV) during this same time period -- ending with the Keihin CV. Also on market from the late 1960s forward were a variety of CV carbs and pumper carbs from SU, Weber, Dell Orto and others. Yet, S&S held out until 1990 on pumpers.
Super B outsold the L series by a huge margin and the Super E outsold the B by a huge margin.
But, go back to that 1990 date. Somehow -- for roughly 25 years, S&S sold butterfly carbs based on "old" concepts . . .no accelerator pump -- and yet they remain one of the best known "performance" carbs for harley. And that "archaic" design that mimics the DC was sold clean into the 1980s -- from a 1950s design. Hmmm. Why would anyone plunk down good money for an "old" new carb?
BMW used to advertise that the pinnacle of engineering wasn't how complicated you can make something, but how simple.
Notice there are five fewer parts on the L series vs. the earlier G . . and the super b has even fewer parts. There's almost nothing to go wrong . . . except ham fisted repairs.
In other words -- embrace and enjoy the DC. It's a terrific little carb that has some flaws, but not too many for normal street riding with normal conditions.
S&S L Carb.JPG
Note the multitude of small, but significant changes -- and if you are familiar with DCs you'll see where the carbs cross over in concept, but differ considerably in parts and assembly (ie no separate throttle body, etc). But, notice that the CHOKE is separate on the first model. That's awfully similar to how Linkert designed things . . . There's also significant changes between float bowls across the several series of S&S carbs -- with three different needles and three different floats, plus two feed positions. In other words, there's a lot more to this story than S&S copying a DC. They didn't so much as copy as they did use the design concepts linkert had refined over a 50 year period. The smith's then refined it further and focused on what an L Series is known for -- crazy ass acceleration. Where most carbs NEED a pump; the L series just goes until the rider runs out of cojones. Conversely, when you hit the brakes they go hella lean and will spit fuel right at your chest/face through the vent stack -- something that never happens on a DC.
As to time frames and copying; let's set a few things even more straight:
The early G or F carbs (gas or fuel) came out in late 1967 and saw slight mods through 1971.
The L Series were sold 1972-1975 You will see these the most at swap meets and most often as GAL (1-7/8). GBL is much more rare and works tremendously well from 55 to 75 cubic inches. But, then as now, most HD guys buy the biggest carb they can. I'm presently running a GBL on a 78" motor without fuss.
The Modified series (MGAL, MGL) was sold 1976 to 1980/81. Some say they were sold into the mid 1980s,but I don't have documentation on that.
The Super D first appeared circa late '74 and the Super B went on sale in 1975. It is still sold today for an impressive $800. Here's the direct link to S&S for the current price: https://www.sscycle.com/products/sup...rburetor-only/
The Super E didn't appear until . . .1990
Harley went through DC Linkert, Tillitson, Bendix, and two models of Keihin (butterfly and CV) during this same time period -- ending with the Keihin CV. Also on market from the late 1960s forward were a variety of CV carbs and pumper carbs from SU, Weber, Dell Orto and others. Yet, S&S held out until 1990 on pumpers.
Super B outsold the L series by a huge margin and the Super E outsold the B by a huge margin.
But, go back to that 1990 date. Somehow -- for roughly 25 years, S&S sold butterfly carbs based on "old" concepts . . .no accelerator pump -- and yet they remain one of the best known "performance" carbs for harley. And that "archaic" design that mimics the DC was sold clean into the 1980s -- from a 1950s design. Hmmm. Why would anyone plunk down good money for an "old" new carb?
BMW used to advertise that the pinnacle of engineering wasn't how complicated you can make something, but how simple.
Notice there are five fewer parts on the L series vs. the earlier G . . and the super b has even fewer parts. There's almost nothing to go wrong . . . except ham fisted repairs.
In other words -- embrace and enjoy the DC. It's a terrific little carb that has some flaws, but not too many for normal street riding with normal conditions.
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