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carbking

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carbking last won the day on December 15 2016

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About carbking

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    Carburetor specialist
  • Birthday 04/12/1946

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  1. Matt - as far as rebuilding one of the ENGINES, you are correct. I only rebuilt engines for myself, not for others. As far as rebuilding, installing and tuning carburetors (in person), helping customers tune via telephone, changing to different carburetors for these engines; You are wrong, I have lots of experience with them. So I guess your 100 bucks is a wash; you win the first half, and I win the second half. Jon.
  2. Willis - a number of facts which intrigue me: (1) If one compares throttle bore/venturi size on Carter AFB's and the new "AFB"/"AVS" units, one finds: 1-A Carter rating 625 CFM, Edelbrock rating 650 CFM 1-B Carter rating 750 CFM, Edelbrock rating 800 CFM This may be an example of the "new math" Taking these figures back to 1963: Carter offered a 750 CFM (new math 800 CFM) which Buick engineers chose to NOT use on their production vehicles in 1963. If the 750/800 is so much superior to the 500/610/625 versions used by Buick on va
  3. FOR SALE - A carburetor textbook from 1925. This text has information and adjustment on quite a few seldom documented carburetors. In addition to the common makes, this book has information on Eagle, Scoe, Hudson, Essex, Johnson, Miller, Franklin, and Pierce carburetors. I am including the "table of contents" to show all makes covered. The book is in two parts: part 1 is 55 pages, part 2 is 60 pages. Price, to include priority mail postage in the United States - $110.00 MasterCard or VISA accepted. 573-392-7378
  4. There are at least four different fuel orifice sizes for fuel valves for the various Carter type BB-1 carburetors: 0.085 0.093 0.101 0.118 Be careful in boring these larger than the existing orifice. Some of the pointed area of the plungers will not seal an orifice larger than 0.101. CHECK BEFORE BORING! Using the wrong size orifice can result in issues; both running out of fuel, or flooding. Another issue that some find is the misapplication of which BB-1. CARTER PRODUCED 70 DIFFERENT TYPE BB-1 CARBURETORS! Obviously t
  5. Matt - with no offense meant, Carter AFB 3636s, released in 1963 for the Pontiac 421 flowed 939 CFM when tested on the 4-barrel scale, and 1128 CFM when tested on the 2-barrel scale. Somewhere, I have the actual Carter flow test. In addition to the 939, Carter made several 750 CFM AFB carbs. Even Chevrolet had one, Carter part number 3593s. Buick chose NOT to use the larger carbs on their production street engines. Pontiac and Chrysler both had 700 and 750 CFM AFB carbs. The companies jumped on the Q-Jet, not because it was larger, but because of the higher venturii vel
  6. Nope - dyno results have their place, but not overly useful for street use. As far as ET is concerned, we had a lot of Buick 455 owners 40 years ago that were extremely surprised when they found their 455's were actually quicker with the 850 CFM carbs than with the 1000 CFM carbs on the drag strip. We also had quite a few that found no discernible difference ON THE STREET from the 800 CFM to the 850 CFM; and the 1000 CFM were actually slower on the street. Bigger is not always better. The old saw about multiple carburetors coming in the mid-1950's because th
  7. By 1963, Carter produced, and sold AFB carbs in CFM figures from 400 to 939! Buick had access to them all. Biggest carb available??? Holley had a PRODUCTION two-barrel that flowed 600 CFM on the 4-barrel scale in 1929! Large carburetors were readily available! Jon.
  8. To add to Ed's comments: Most updraft carburetors were originally designed for gravity feed; either gravity from the fuel tank, or gravity from the vacuum tank. The fuel inlet in the carburetor was sized for the vertical distance the fuel traveled. As an example, on a fairly small Stromberg carburetor for a small 6 cylinder engine, Stromberg specified a fuel inlet of 0.125 if the vertical distance was 13 inches, and 0.140 if the vertical drop was 9 inches. Contrast this to a 1971 Pontiac 455 H.O. (with pressure pump) with an orifice of 0.135 inches.
  9. An example of looking up factory data: Let us assume a prospective customer calls looking for a carburetor for a 1919 Stoughton truck with a Waukesha type BUX 4 cylinder engine. A quick check of the database shows original carb was a Stromberg type M-1. A somewhat slower check of the prints shows that Stromberg placed a venturi of 13/16 inch in the carburetor. The M-1 is an excellent carb for the day, but expensive to rebuild, and the customer wishes to replace. So I am looking for a more modern (less expensive) S.A.E. size 1 (from th
  10. Mark - the oft-posted engine airflow requirement equation: CFM = (CID x RPM) / 3456 More correctly, the equation should be written: CFM = (VE x CID x RPM) / 3456 where VE is the volumetric efficiency of the engine (a decimal number less than 1) But what is virtually NEVER mentioned is that this equation in either form assumes a four-stroke multiple cylinder engine of at least 4 cylinders (cylinder pulsing is important in the airflow calculation). For four-stroke engines of less than four cylinders, convention is to multiply the result
  11. In person, very few (not too many movers & shakers in the Baja boondocks of Missouri, and I have been too busy with carburetors to attend a show/meet for 30 years!). However, through the shop, have had the opportunity to converse with many via telephone. One of the telephone contacts (and my mentor in the carburetor business) was Jim Rowe of the J. R. R. Company. We spent many pleasurable hours on the telephone some 50 years ago. He is missed. Jon.
  12. Dennis - would I rebuild the Marvel? NO!, but a number of folks do rebuild them, many of whom frequent these forums, and seem happy with them. (Of course some wag, and I cannot find the citation, stated "bologna tastes good if you have never had steak") The only way I would personally leave a Marvel on any vehicle I owned would be if the vehicle were a numbers-matching (or all original) show/museum vehicle that was never started. Again, my personal opinion, for which you asked. Others have differing opinions. If it were mine, and I wished to drive it, I would do some research, and
  13. "Missing the original carb" is an EXPENSIVE issue! The 440 could have come with either a single Carter type AVS four-barrel, or three Holley 2-barrel carbs. The AVS was a "smog emission first, any performance is secondary" carburetor. Because of this fact, depending on the finances of the original buyer; these were either trash-canned at purchase, or trash-canned one micro-second after the warranty expired. Very scarce, very expensive for this reason. Don't really know the value or availability of the six-pack. Jon.
  14. Dennis - if you are happy with the way it runs,..........................then you are happy with the way it runs, don't "fix it"! I sometimes tend to be too much of a perfectionist with carburetor selection; but the proper internal venturi will allow best performance, regardless of the type of fuel delivery system. Stakeside - fuel valve orifices sometimes may be enlarged on a lathe, provided the "needle" will still function properly. Check the diameter at the maximum of the pointed area of the needle. One does not wish the needle to "stick" in the seat from a diameter
  15. Four different orifice fuel valve seats were available for the Carter type BB-1 carburetors. Interesting that the valves specified in the universal replacement Carters (245s,sd, BB1A,D, 289s,sd) were all sized for fuel pumps. We ask our customers the application when kits are ordered for these carbs. Most parts for these carbs are available, just not ala carte. These are probably the most popular aftermarket carburetor for older cars, and the one most often misapplied. Using a BB-1 with too small an internal venturi will cause venturi air velocit
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