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carbking last won the day on December 15 2016

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  1. Carter made hundreds of different type YF carburetors. Because the technology of the YF was light years ahead of the BBR series, the YF that fits the 218 intake manifold is too large internally, and the YF that is correct internally for the 218 won't fit the intake. Yes, it is a MUCH better carburetor. Yes, it CAN be made to fit. Yes, IF you use the correct size and modify it to fit, you WILL like it. I would suggest the aftermarket YF units that were produced for Chevrolet. 787s or 964s should work very well once you adapt the mounting. WARNING: There are some current repops (universal - one size fits all, works well on nothing) being made somewhere (but not by Carter) today (new). Good luck if you get one. Jon.
  2. If Zenith ever printed a "parts interchange list", I have yet to see it. Jon
  3. Got your PM, but as application was not mentioned, could not help. Now I know the application, what literature I have suggests the original carb was made by Elmore. This may or may not be true, as many early manufacturers advertised the carb as their own, when it fact it was made for the them. The only listings I have for Elmore listing a different carb are 1912, which used a Schebler. The Schebler Model D was first produced about 1902, and is one of the better early carbs. The carb was so constructed such that it could easily be configured as either an updraft or sidedraft, depending on where one installed the interchangeable throttle casting and air valve casting. Most early Schebler Model D carbs were configured either with no throttle valve (the throttle valve being contained in the intake manifold) or with a "gate" throttle valve. While not exceptionally common, these are available, and not overly expensive. A Schebler D using a true rotating throttle with a butterfly valve (think Buick model F) is exceptionally rare. I have only owned one, when I loaned some 40 years ago to a gentleman who was going to reproduce the throttle housing, shaft, and butterfly; returning my original plus one for the "rent" on my original. Never heard from him again, and learned a valuable lesson. 😞 Jon.
  4. Tom - I have no answers for the fuel disappearance other than evaporation. As far as the hard start when hot, same problem: Hard starting when hot Jon.
  5. The Marvel was just plain horrible! Much worse than the earlier updraft Marvels. The 75 year old mechanics "joke" - "You have a Marvel??? It will be a Marvel if it works!" The Stromberg, other than the Delco choke, was not a bad carb, just not as good as the 1939 and newer. Jon.
  6. Let me assure you the following is not an argument, you are there, and I am not; however: If one studies the pump circuit, it is difficult to understand how sealing the pump discharge valve, as you are doing would have any bearing on the fuel disappearing from the bowl. The fuel enters the pump circuit through a passage from the bowl controlled by the inlet check ball. The fuel should then sit in the pump cylinder until the pump piston creates sufficient pressure to lift the pump discharge valve (the one you mention), and the fuel is then discharged through the pump squirters into the venturi area. Siphoning thru this valve WITH THE ENGINE OFF cannot occur UNLESS THE BOWL VENT IS BLOCKED, as the bowl vent would release any pressure from heat and no siphon action would occur. An issue that can occur with either a defective (non-sealing) or incorrect mass (Holley used a number of different valves of different mass) would be while the engine is running. The negative pressure created inside the pump discharge passages could cause siphoning action which would cause an excessively rich A/F ratio. But the negative pressure is not present once the engine is turned off. Jon.
  7. Are you certain the fuel is leaking, and not evaporating? Hard starting - cold Jon
  8. Matt - there is an EXCELLENT book on the Rochester Q-Jet written by Cliff Ruggles. It is paperback, not expensive, and a must-read for anyone having Q-Jet issues. In the meanwhile, I cannot read the number on your Q-Jet, but it appears the date code is 0914, which would be 1 APRIL 1974! If I read the date correctly, and this is not an April fool post , then the carb certainly is not original for 1968. Easy to test the accelerator pump as suggested above. I would also check the tension of the secondary air-valve spring (1/2 turn past lightly touching); and the distributor advance unit. If there is an electronic gizmo in the distributor, I would install points and condenser at least for testing purposes. Stalling from idle certainly could be a defective accelerator pump, but stalling at engine speeds above 1500 RPM probably is something else. Jon.
  9. For Sale - Original Dupont touch-up paint in original bottles in original Dupont cardboard box! There are 47 bottles of paint, I think all with the original label posting application. I did not look at them all, but the applications ranged from 1937 thru 1941. Found these in some of my "collection" that I hadn't looked at since 1981. Guess I don't need it Price - $100 for the lot. I don't know how to ship these so the box and paint will need to be picked up at the world corporate headquarters of The Carburetor Shop, in Eldon, Missouri. Once, when I was much younger, and had time, I had planned to build a replica of an antique garage. This is just one of many items that I had planned to display. Like many plans, it did not materialize, so the display items are now for sale. 573-392-7378 (9-12, 1-4 Mon-Tues central time). Jon.
  10. Carburetion 101 - fuel atomization There are three major enhancements for improving fuel atomization: (1) Increase air velocity (2) Add heat (3) Increase the amount of fuel Jon.
  11. Looks like a Stromberg type EE-1. There are many different models of the EE-1. The linkage on this one is the type used by Ford Motor Company, from 1936-1938. Stromberg states used on 12 cylinder model 86-H and Zephyr in 1938. Jon.
  12. That looks like a picture from my website. I would have installed it on my GTO years ago with a pair of Carter thermoquads, but not good enough with sheet metal to convert the dual quad to the shaker. I am not high on the spread-bore design for road-course racing. Drag racing and circle track racing yes, but not road course racing. Difficult to get the secondaries to kick in smoothly enough for the vast number of shifts required on a road-course. For street, the Offy is MUCH better than the other common A/M manifold for use on Pontiac engines. Currently, my Pontiac 350 in the GTO has an 850 CFM Carter thermoquad. We probably should start another thread if we are going to continue talking Pontiac performance carbs and manifolds. Jon.
  13. More information: Carter 3 barrel documentation letter Jon.
  14. How sorry are you? I know where there are two looking for a new home. Jon.