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1932 Chrysler Carburetor Help


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My 1932 Chrysler CP has the original Stromberg DXR-3 carburetor. It needs to be rebuilt, but no one has a kit or the tools. Is there a Stromberg or Carter substitution that would give top-notch performance? I understand that in the day the DXR-3 models were often replaced.

Thank you!

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The Stromberg "D" series carbs were Stromberg's first attempt at a downdraft carburetor.

 

As such, the "D" series carbs basically used updraft technology on a carb that sat on top of the intake, rather than below.

 

The single barrel DX-3, was superceded by the DXR-3 (the "R" meant revised), which in turn was superceded by the DXC-3. The "X" meant cross-flange, and the 3 meant S.A.E. size 3.

 

The DD-3 (the double letter meant two-barrel) was superceded by the DDR-3.

 

Stromberg freely acknowledged all of these carbs had problems, and when the "E" series came out, Stromberg offered "E" series replacements for all of the "D" series original applications.

 

The DXR-3 would have been replaced by an EXV-3, which in turn would have been replaced by a BXV-3.

 

The thing to remember is that there were many different EXV-3's and BXV-3's. The trick is to do one's homework as to internal venturi size and/or engine displacement; and choose a replacement unit that has the proper airflow for the engine in question. Simply looking for an EXV-3 or a BXV-3 is basically hit-or-miss.

 

By the way, repair kits do exist for the DXR-3, but the special tools would have to be fabricated; unless one finds a rebuilder that has done one of these in the past, and already solved the special tools issue.

 

Jon.

Edited by carbking (see edit history)
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post-108496-0-26249100-1448201438_thumb.CarbKing, I have a '31 Chrysler CD8 Roadster I'm currently gathering pieces for. I recently found a Deluxe CD8 Engine with pistons 60 thou oversized (about 290CI). Do you have a carb in useable decent condition for this engine displacement? What model would be best to hunt for assuming I am not fussy about slavish originality.

 

For example my '31 Chevy Coach now has a NOS Tillotson updraft replacing the original Carter RJH 08 updraft equipment, works perfectly, and no one much notices, even air filter fits nicely (see photo during restoration in 2012). Did Tillotson, or other aftermarket companies make carbs for the Chrysler 8's? (Purists please forgive me, these items can always be returned to original).

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Easy question, very long answer.

 

If you are looking for the least expensive very good carb, then a Carter YF from a late 1960's Ford truck with 300 CID 6 would be the way to go.

 

If you are looking for the best replacement regardless of cost, then an aftermarket Zenith 228BV12 or a Stromberg BXV-3, BXOV-3 or BXUV-3 would be the way to go.

 

The above are carburetor types, and you need to determine exact models for your displacement.

 

There are others.

 

If you have additional questions about this, 573-392-7378 (9-4 Mon-Tues central time).

 

Jon.

Edited by carbking (see edit history)
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I see a couple of Ford YF's from 68-70 300CID NOS available on eBay, about $250, do these mate to Chrysler8/Dodge8 intake bolt holes and require only moderate adjustment to Chrysler accelerator linkage setup? Will likely buy one today, anxious to sort this issue out. Rebuildable original equipment in good condition as you know go for circa $500, and might push $800-$1000+ rebuilt including shipping+++. Thanks you have been of great help

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  • 2 months later...

Following on CarbKing's suggestion above, I recently purchased a NOS Carter YF carb (circa '69 Ford 6 cyl 300CI truck engine) for my '31 Chrysler CD8 rebuild project. As can be seen, the carb is a perfect fit on the intake manifold (from a '31 DodgeDG8), Only tweaking needed was slight elongating of the mounting holes in carb base (from 2&5/8" centers to 2&7/8"). The Acellerator rod (A/rod) shown is from Dodge DC8 and would have clamped directly to throttle pivot rod (DC8's had a short riser on intake manifold). Since DG8 manifold does not have a riser, A/rod is about 5/8" higher than pivot of throttle as currently shown. I plan installing a 5/8" riser (phenolic or aluminum) to raise carb so throttle pivot is on axis with A/rod. Then I will make a suitable lever to fit on end of A/rod to bolt to the throttle lever shown on carb (I will remove the ball currently shown on throttle lever). I see "Dashman" lists 1/4" phenolic risers for this purpose, a couple of them stacked with suitable gaskets should work. Admittedly not original spec, but I am trying to get car to a mobile state to enjoy while I gather the various hard-to-find-expensive missing bits. Any suggestions welcome. post-108496-0-40003000-1455468405_thumb.post-108496-0-53640800-1455468419_thumb.post-108496-0-48323500-1455468436_thumb.post-108496-0-09009000-1455469601_thumb.

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Just a question for my own edification.  Is that the original manifold on the engine or one from a later model?  I thought that engine had an updraft carb originally and was trying to figure out the current configuration..  Just curious.  Glad to see your project is progressing.

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The intake manifold came to me with a '31 Dodge DG8 Block (3" bore, 240CI)), is in perfect order and bolts up fine to my '31 Chrysler Deluxe CD8 engine (3.25" bore, 284CI). Early CD8's had 3" bore (1st series 240CI) and 3.125" bore (2nd series 260CI). The Carb which was recommended was on a '1969 Ford with about same CI displacement as my engine.

 

The exhaust manifold is from a 1930 Dodge DC8 (2.875"bore, 220CI), also bolts up fine to engine and intake mani. As far as I know, all the Chrysler and Dodge straight 8 engines from 1930 forward had downdraft carburetors, typically Stromberg, and they had the butterfly valve heat riser setup shown (cable operated). Every year had slight differences of course, and some years had 2 or more changes to carb/linkage. This makes finding a full set of compatible and working pieces more of a challenge. As I search for a good Stromberg, I am expecting the carb I have will give much better and more reliable service. TMI? You said you wanted edification! 

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I realize many (including me) on these forums wish to keep things as original as possible; however:

 

The "D" series Strombergs were Stromberg's first attempt at a downdraft carburetor. Basically, the "D" series was updraft technology sitting on top of the engine. No, it didn't work very well. Stromberg admitted this fact, and when the new "E" series came along, Stromberg issued replacement "E" series carbs for all original equipment "D" series.

 

Also, the "D" series has some of the older high-lead content zinc alloy that cracks to pieces, so generally very expensive to rebuild, AND special tools are required.

 

Once restored, the "D" series will work well enough to get a showcar on and off the show field, but for those that wish to drive their vehicles, a tip from Stromberg from the 1930's - replace with a newer carb.

 

Jon.

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Thanks again for your insight CarbKing, this type of help/advice is often hard to find in the hobby Everything original from the springs down was missing when I found the car (CD8Roadster), including all the straight 8 drivetrain, brakes/wheels etc. While that is unfortunate, I feel it gives me some license to proceed using where possible straight 8 Mopar drivetrain (from '30 to '32) bits and bobs when I can find them at a fair price, augmented by newer stuff if necessary, such as for now, a better Carb. So now I have all the missing drivetrain gathered, as well as many other previously missing parts, some from DC8's, DG8's, CD8's, CD*'s CP's, etc. I think the entire front end is from a '33 Chrysler. The parts all fit together perfectly, and only a very knowledgeable observer would know otherwise. Hope no one takes offence.

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My Dodge Brothers DC-8 does 13.5 mpg ("imperial") on the aftermarket Tillotson YR2 carb (itself not much of a carb) and 11 mpg on the original Stromberg DX-3. It has more power with the Stromberg - it'll pull tree stumps.  That's 11.2 mpg(US) and 9.2 mpg(US).

 

There is no doubt about it. It LOVES petrol.

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  • 1 month later...
  • 6 years later...
On 11/19/2015 at 11:16 PM, carbking said:

The Stromberg "D" series carbs were Stromberg's first attempt at a downdraft carburetor.

 

As such, the "D" series carbs basically used updraft technology on a carb that sat on top of the intake, rather than below.

 

The single barrel DX-3, was superceded by the DXR-3 (the "R" meant revised), which in turn was superceded by the DXC-3. The "X" meant cross-flange, and the 3 meant S.A.E. size 3.

 

The DD-3 (the double letter meant two-barrel) was superceded by the DDR-3.

 

Stromberg freely acknowledged all of these carbs had problems, and when the "E" series came out, Stromberg offered "E" series replacements for all of the "D" series original applications.

 

The DXR-3 would have been replaced by an EXV-3, which in turn would have been replaced by a BXV-3.

 

The thing to remember is that there were many different EXV-3's and BXV-3's. The trick is to do one's homework as to internal venturi size and/or engine displacement; and choose a replacement unit that has the proper airflow for the engine in question. Simply looking for an EXV-3 or a BXV-3 is basically hit-or-miss.

 

By the way, repair kits do exist for the DXR-3, but the special tools would have to be fabricated; unless one finds a rebuilder that has done one of these in the past, and already solved the special tools issue.

 

Jon.

Jon/Carb King-

 

Would a Stromberg BXVD-3 work as a DXR-3 replacement?

 

I sent my DXR-3 out for rebuild and I have a meet coming up I'm concerned the DXR won't be back for so I looked on my shelf and I have a BXVD-3 on the shelf for my 41 Dodge with Fluid Drive. It appears to bolt on nicely but will need to make some modifications to the linkage and the fuel intake line from the pump. I've seen talk about a dashpot for the kickdown for the Fluid Drive, will that be an issue using a BXVD-3 on a non-fluid drive car? 

 

Kyle

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