timecapsule

Members
  • Content Count

    64
  • Joined

  • Last visited

Community Reputation

3 Neutral

About timecapsule

  • Rank
    Member

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. I would assume that they can be switched since they are both Carters and since the bodies look the same I would assume the pivot points are in the same place. However I don't have my fuel pump now. Only the one off the '47
  2. Necessity is the mother of invention
  3. Yes I noticed their listings, but when you click on each fuel pump it says it fits C-34, C-36, C-37 but not the C-38
  4. I didn't mean to take this discussion of topic by bringing in my richness on start up. It does clear up in about 3 minutes after start up depending on the day and then it's fine the rest of the day for start up. Only on a cold engine. I've recently adjusted my automatic electric choke ( manifold mounted) and it was off quite a bit. However I did this after my fuel pump disappeared so I'm curious to see if it will make a difference once I get a fuel pump back on the car.
  5. That's interesting what you said at the end. Because even though I have rebuilt my carb, it still is rich on start up. (Big soot stain on the ground) So what you say could mean I have the wrong pump on and I might be better off with a pump similar to the '47 in the picture above.
  6. I'm no expert with the inner working of the valves in a fuel pump but what you say makes sense.
  7. I've been curious about that as well. I think my service manual says what the flow should be, but I can't remember what it is right now. If the pump that was on the car did have more volume than what it is supposed to be, what effect would that have on the running of the car?
  8. Yes, I believe the ethanol was probably the reason the diaphragm deteriorated originally. I've replaced the rubber fuel line section just before the fuel pump as well. Although I haven't had the car up in the air to have a close look, I think the rest of the fuel line is all metal. Since I've had the car I've only used 94 octane gas.
  9. Here in Canada genuine parts are more scarce. Not only that, but I've found that on several occasions local parts stores show a listing for exactly what I want, but when it arrives it's not correct. I think it's probably that the people classifying the parts don't really know what that particular part is. Perhaps they have a "close enough " attitude. Perhaps there is a "search engine" influence as well. I'm sure we've all searched for a car part and by the time we get to the second page of google we're looking at clothing stores selling socks or whatever. When you tell the parts counter guy that the part is identified incorrectly, it doesn't get corrected. The guy at the counter getting minimum wages just doesn't care and just can't be bothered to let anybody know. I miss the days when parts counters had parts books on the counter all covered in grease and dog eared. Not only is the p/n correct but it's sitting on the shelf in isle 3.
  10. I don't have my fuel pump anymore at the moment.
  11. My engine on my 48 Chrysler is a 251 and I want to try and see if I can use a fuel pump off a '47 with the same engine. However as the pictures show the contact arm that rides on the camshaft is different. Firstly the arm on my '48 fuel pump has a bend in it. The '47 is straight. But I've studied the two and taken lots of measurements and I'm pretty sure the only difference is the angle of the wear area, as it touches the cam. However the '47 is slightly shorter, about a 1/16". The picture of the wear mark is from my '48 fuel pump. So since they ride on the cam about the same place once you subtract a 1/16" you can see that if I install the '47 in my engine there won't be much steel past the wearing area. Should I assume that the wearing point is bottom dead centre of the cam so to say? I'm curious about what direction the cam is turning? If it's turning counterclockwise then that might be a bit comforting because the rotation will be going away on the arm. If it's turning clockwise it will be turning towards the arm. To make my point if I was to put a really thick gasket on the fuel pump and the cam was turning clockwise, I would be worried that the arm might slide up a bit and get destroyed. Thinking that scenario through the weak point would probably be the aluminium body of the fuel pump. I don't really want to take that risk of breaking anything to be honest. As for the angle of the wearing point on the two different arms in relationship to the cam, I can't really see what difference it might make as long as it is making contact at the dead bottom of the camshaft. You might be wondering why I want to try this and that is a nightmare of a story. Long and short of it is I don't have my '48 fuel pump and I have no idea when I will see it again. So I'm hoping this will be an alternative solution, short of going online and buying a new one which will probably be made in China and who knows what shape or length of arm it will have.
  12. Thanks, I was just reading up on that. I'm assuming you're saying the #42 will work instead of the C-723 special tool they mention.
  13. Thanks, I'll read up on it in the manual
  14. Oh btw. Like I said I'm going to try rebuilding the spare carb I hope, if it's available. When I rebuilt the carb we're talking about I soaked all the parts in pine-sol over night. It did a pretty nice job, but perhaps there is something even better?
  15. I'm going to be looking into the electric choke situation soon. The carb is on a 48 Windsor 251c.i. It's a EV1 manufactured Nov. 1947 so I'm assuming it's probably the OEM carb. I'm not sure what the jets are. Thanks for everybody's input