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carbking last won the day on October 2 2023

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About carbking

  • Birthday 04/12/1946

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  1. WOW! 2 new in 2 days, I am on a roll! Updated 7 May - acquired the 641s off of ebay. Updated want list: Numbered 257s, 262s, 586s, 638s, 640s, 2035s, 2212s, 3377s, 4403s Coded 4A1, 6A1, 6B1, 6B2, 6C1, 6C2, 6D1, 6F1, 6J2, 6J3, 6K3, 6N1 Surely someone has some of these squirreled away. Will buy, trade for, whatever; and I have some pretty good trade bait! Jon
  2. Updated 6 May - acquired the 6K2 off of ebay. Acquisition of different models REALLY slowing..... Updated want list: Numbered 257s, 262s, 586s, 638s, 640s, 641s, 2035s, 2212s, 3377s, 4403s Coded 4A1, 6A1, 6B1, 6B2, 6C1, 6C2, 6D1, 6F1, 6J2, 6J3, 6K3, 6N1 Surely someone has some of these squirreled away. Will buy, trade for, whatever; and I have some pretty good trade bait! Jon
  3. Mick - there are 4 distinct "generations" of the Carter YH: (1) Corvette and Nash (2) Mid to late 1950's marine (3) 1960 to mid-1964 Corvair and marine (4) Mid-1964 to 1966 Corvair There are some other "oddballs" (Clark Cortez motor home, Latham Supercharger, etc.) which I don't remember the generation, but 2, 3, or 4. IN GENERAL: Most parts from 1 are interchangeable with each other, but NOT with 2, 3 or 4 (a few parts like jets, diaphragms, and fuel valves are interchangeable with 2, 3, and 4). Floats and metering rods are NOT. Most parts other than actual castings and throttle arms, from 2, 3, and 4 are interchangeable. So if you use the Nash carbs, and need a float, you either have to find an additional donor Nash carb, or compete in price with the deep-pocketed Corvette folks. Also, be aware that the USA FLAPS kits have an incorrect bowl cover gasket for gen 1 carbs. I do not know what you have available in Australia. Better kits with the correct gaskets are available (mail order) here in the USA. The marine versions of the YH got a horrible reputation on the Great Lakes 60 years ago, as "mechanics" would rebuild using the cheap FLAPS kits with the solid needle and seat, and the carbs WOULD leak. Not the carb's fault because the "mechanics" used the wrong parts, but guess who got the blame! The gen 3 and 4 carbs have been in demand for decades due to the popularity of the turbo-Corvairs. And "leak tubes" on all carbs are a great idea. Jon
  4. Mick - I have not personally done a Buick (that I remember) in this fashion, but have helped several others with selection and calibration. The easiest (at least here in the USA) YH carbs to find in quantity (you will NEED to use 4 matching carburetors) are Dearborn Marine from the mid to late 1950's. The tag numbers are 2617s and 2618s. The 2618s superseded the 2617s. These TWO NUMBERS may be mixed or matched. The needle and seat SHOULD be the original Carter style spring-loaded version. The jets and metering rods SHOULD START with the original calibration for the carburetors, then as necessary, one may "tune" from there. Most of the folks were have helped do this have done individual manifolds for each of the carburetors. EDIT: got called away from the computer. First, apologies to the moderators, as this is a restoration forum; you might find additional results at the "jalopy journal" website. As to linkage, most folks try to fabricate a "rotating bar" with individual adjustable linkages to the individual carbs. This allows synchronization of the carburetors. Once this has been accomplished, linkage to rotate the bar will then allow all carbs to act together. Remember: the key to making this work is to start with 4 identical carburetors (or the 2617s/2618s mentioned above). Trying to use mis-matched carburetors is a certain increase in Bayer sales ) Jon
  5. Marvel lists the carburetor for this application as a 10-517. Jon
  6. A paper element air cleaner is NOT necessarily more efficient than a properly maintained oil bath (in fact, it may be less efficient); but it is CERTAINLY far less maintenance, and a wee bit less messy. Jon
  7. If you should go ahead with a Carter YF, the one for the 240/250/300 is too large for the DG. A better choice would be a YF from a Ford 200 CID 6. The one for the larger Ford would work fairly well on a Dodge DK or a Chrysler CD. Like the Strombergs I mentioned in my earlier post, specification sheets AND parts are readily available for the YF series. Jon
  8. Stromberg produced a number of BXV-3 carbs and at least 1 BXUV-3 carb in the late 1930's calibrated for the Dodge engine. For all of these, specifications AND parts are readily available. I have not personally used one of the Daytona carbs (nor do I plan to). One guy on Stovebolt loves his that he put on a 235. We have sold a couple of replacement Strombergs to folks that DIDN'T love theirs. You might ask the vendor selling these for a complete specifications page so you could compare the specs to original, and also ask who sells rebuilding kits? Floats? Etc.? Bad gas happens. Jon
  9. Jack - do you have any personal dealings with a Pinto? In a different lifetime, I worked as an engineering technician for an electrical power company. One year, we had to replace some of the vehicles used by the various departments. Accounting was to get two cars, and engineering was to get two cars. Since the company for appearance sake had to buy from both local dealers of American cars, we had a choice between Pintos and Vegas. One of the responsibilites of my boss was the engineering budget. Knowing I was a "car guy", he asked for input. Accounting had already put in their request for two Vegas, as the Vegas were more luxurious. I suggested to gracefully "lose" the selection to accounting and they would then owe engineering a favor. I suggested to buy the Pintos with 4-speed manual transmissions, the 2.0 engine, and have them undercoated. Accounting bought the Vegas, both with auto transmissions. We got the Pintos. We used the Pintos like we should have had Jeeps, quite a bit of the mileage being off-road. Both Vegas lost their engines before 25,000 miles were logged, and were traded. By the time I left the company for other pastures, we had logged more than 200,000 miles on each of the Pintos. Maybe the "model T Ford" of the 1970's??? I would guess the lack of undercoating sent many of them to the scrapper; but the 2.0 engine/4-speed was darn near indestructible. Jon
  10. Stromberg 386089 Free length 1.5 inch O.D. 0.5 inch Wire diameter 0.043 inch 13 full turns, closed on both ends. Not a part of any current repair kit of which I am aware including ours, as Stromberg used different tensions springs on the same base pump for different applications (as did Rochester). The normal procedure is to reuse the old spring and retainer. I do not have access to the spring data for Rochester. Jon
  11. Maxwell tried many of the early carburetor manufacturers. In 1912 and 1913, they used Strombergs on the larger fours. On the 186 CID, Maxwell used: Kingston, Zephyr, K & D, Johnson, Eagle, Stewart, and Zenith. The Zenith used was the T4X, so one has to compete with the antique motorcycle folks for these. If I owned a Maxwell with the 186 CID, it WOULD have a Stewart carburetor. ABear's comments on repairing a float are very good. I would add the following: Once the hole has been located, any fuel in the float may be forced out by holding the float under a hot water faucet with the hole down. The hot water will pressurize the float, and drive out the fuel. Once you have the expansion hole open, use the old type soldering "iron" (actually copper) that you heat with a blow torch. HOLD THE FLOAT IN YOUR FINGERS WHEN SOLDERING. IF YOU CAN'T HOLD IT IN YOUR FINGERS, YOU DIDN'T USE ENOUGH HEAT! Jon
  12. The Standard Six and Victory Six came factory equipped with either a Stromberg zinc alloy (TX-2 superseded by UX-2) and a Stewart (Division of Detroit Lubricator) brass carburetor, with a cast iron throttle body. Because of the fragility of the zinc alloy units and the desire to replace them, the Stewart units virtually disappeared 30 years ago. I knew I had one, but hadn't seen it in probably 30 years. Found it the other day when we sold a bunch of Detroit Lubricator stuff. Like the other Dodge Stewart carburetors, identification is on the bowl cover. Jon
  13. Interesting comments about the price of that Q-Jet. I have been out of carburetor restoration now for 12 years, so I have no dog in this hunt. We did cosmetic and mechanical restoration to each carburetor. Early on, I tried doing rebuilding, and the carbs looked so bad that I ended up restoring about half a dozen that I had quoted rebuilding, and shipped at the quoted price. But I wasn't ashamed at the way the carbs looked. The blurb as posted does not state all of the work that was done, and the linkage does not look like it has been electroplated (perhaps it has). 12 years ago, once we had totally disassembled the carb, and cleaned the castings, and useable linkage pieces; these would be sent to a metal laundry company to do the zinc chromate conversion on the castings, and the yellow zinc electroplate on those steel items requiring yellow zinc, black oxide on those items requiring black oxide, and Teflon coating on the few linkages that required this coating. Average cost to us, 12 years ago, was $250./carburetor. Add to this the cost of a kit (12 years ago, about $80. for a good Q-Jet kit with jets, springs, secondary cam, etc.), a set of primary bushings (about $10 then), the machine time to install the bushings (not going to add the price of the milling machine or the cost of fabricating the fixture) roughly 1 hour machine shop time ($125./hour), roughly 2 hours shop time disassembly ($75./hour), roughly 2 hours shop time assembly and adjustment ($75./hour). Figure 95 percent of Q-Jets with 60k miles are going to require primary bushing. Now, we have to consider incorrect metering rods (many are NLA and must be fabricated), and hangers ($15.), a brass float, a new choke pull-off (some of these can exceed $100. if you can find one). Anyone ever tried fabrication a metering rod on a lathe? Put all that together and adjust for 12 years of inflation, and that $950. doesn't look too bad IF the carburetor is being restored. AFB's are considerably cheaper, as Carter didn't use a foam float that failed as often as a politician tells a falsehood ; the Carter brass floats are generally reuseable, and most do not have a choke pull-off. The major problem with the floats in the AFB was a previous "rebuilder" "one size fits all" attitude. Carter used at least 5 different floats in various AFB's, and they are different for a reason. Also, the AFB's only required body recoloring on the choke housing and pump jet housing. I believe Tom does about the same. Quality work costs premium money. Jon
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