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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. I forgot to mention (senior moment? ) that floats may also be machined from Balsa wood. Again, the float must be sealed after the arm is affixed to the float. Jon.
  2. Model airplane dope, or POR-15 may be used to seal a NEW (never been placed in fuel) float. We were unsuccessful when we experimented trying to re-coat a used float. I am unaware of a brass float for this application, although we have a few left for earlier Marvels (replacing Marvel 30-504). We started machining Marvel floats from the closed-cellular polynitraphyll foam maybe 30 years ago. The reason: we could find no source for natural cork in quantities that were economically reasonable. The cork we could buy was "recombined" cork. Recombined cork was the scraps of natural cork from those who used the natural cork, ground, and a filler added to glue the crumbs together. IT DOESN'T FLOAT! We suggest to our customers that the foam float SHOULD be sealed, after the float arm is installed on the float. Jon.
  3. The U5 is a later carburetor. The serial number (yes, in that era carburetors were serial numbered) 223631 follows the U-5. The record of first usage of the Zenith type U in my database is 1921. Kelly-Springfield started using the type U in 1923, again, according to the information in my database. The U-5 would not bolt to the 1916 intake manifold. Is it possible your truck has been repowered? We do offer a rebuilding kit for the U-5, but it is one that is made to order, and we are currently swamped with orders. Seems we stay that way most of the time. Phone number is in my signature. Jon.
  4. From the pictures, it appears that the governor is a "sandwich" governor. That is, the governor is "sandwiched" between the carburetor and intake manifold. We have no information on governors this early, and very little period. The Zenith documentation indicates that Kelly-Springfield used a Zenith type L-4 carburetor. Difficult to tell from the pictures, but the carb doesn't look to me like a type L; more like a type O. In any event, the type and size will be cast on the side of the carburetor. Often, this identification is on the side closest to the block, and the carburetor must be removed to see the identification. "Clean out kits" (gaskets, fuel valve, fiber washers, body screws) are probably available if you are not in a hurry, but will not know until the exact type of carburetor is known. Once you can see the identification (in letters and numbers about 5/16 inches tall), it will appear as a letter (or maybe two) representing the type of carburetor, followed by a number representing the size. Example "L4" supposedly original, or "O4" which the picture resembles. The numbers on Zenith carburetors do not correspond directly to an S.A.E. size, but do IF you make the correction. To get the S.A.E. carb size from the Zenith number, subtract 3 from the number. Thus an L4 would be an S.A.E. size 1. An O5 would be an S.A.E. size 2, an L8 would be an S.A.E. size 5. The following information is copied from an article on my website: Carburetor sizes – 1 barrel The Society of Automotive Engineers developed standards for carburetor physical sizes. The more common sizes found on automobiles are listed below. Bore size is listed as approximate, as some carburetors were much more efficient than others. Nominal ½ inch or 5/8 carburetor, center to center 1 13/16 on mounting bolts, bore size approximately 13/16 inch. Nominal ¾ inch or 7/8 inch carburetor, center to center 2 ¼ on mounting bolts, bore size approximately 1 1/16 inch. Nominal 1 inch carburetor, center to center on mounting bolts 2 3/8, bore size approximately 1 3/16 inch. (Often referred to as size 1). Nominal 1 1/8 inch carburetor, center to center on mounting bolts 2 3/8, bore size approximately 1 5/16 inch. Nominal 1 ¼ inch carburetor,center to center on mounting bolts 2 11/16, bore size approximately 1 7/16 inch. (Often referred to as size 2). Nominal 1 3/8 inch carburetor, center to center on mounting bolts 2 11/16, bore size approximately 1 9/16 inch. Nominal 1 ½ inch carburetor, center to center on mounting bolts 2 15/16, bore size approximately 1 11/16 inch. (Often referred to as size 3). Nominal 1 ¾ inch carburetor, center to center on mounting bolts 3 5/16, bore size 1 15/16 inch. (Often referred to as size 4). Nominal 2 inch carburetor, center to center on mounting bolts 3 9/16 inch, bore size approximately 2 3/16 inch. (Often referred to as size 5). Get the identification from the carburetor, and I can probably give more specific information. Jon.
  5. Carburetor icing is more often the result of the carburetor being adjusted too rich. If the venturi is too small, the carburetor will run rich. Jon.
  6. You can always try tapping further into the hole, and using a longer screw; but if that fails (opinion) the heli-coil is the best option. Jon.
  7. Everyone has their own method. I use an empty mustard squeeze bottle that I fill with fresh fuel, and fill the carburetor bowl through the bowl vent. Or, in the case of various lawn & garden tractors, tillers, weed eaters, etc., that have sat all winter; a small psssst of starting fluid. Jon.
  8. This actually makes the issue worse! You are pumping fuel from the bowl as the fuel pump is trying to fill the bowl, but not enough to cause the engine to start. Jon.
  9. Garry - the issue now becomes "which UUR-2 is the repop"????? Stromberg made at least 102 different type UUR-2 carburetors. Without referring to the prints, I can think of at least three DIFFERENT bowls, and four DIFFERENT bowl covers. They are NOT interchangeable. There at least two different styles of large venturii. Not trying to throw cold water on your parade, but without knowing EXACTLY what you have, impossible to answer your question. Try to get the exact part number for the repop you purchased from the repopper, and then maybe. Otherwise, your local carburetor restorer that has knowledge of these carbs, and a machine shop is your best answer. Jon.
  10. Have never tested the Offie against an original Buick 2x4. As a general rule (opinion), the Offies of this period were the best of the aftermarket intakes, at least for performance street use. General rule number 2: the aluminum aftermarket intakes lost weight, and power, when compared to original. However, dual quads, when properly set-up WILL out-perform a single quad, and are WAAAAAY better than the eye-candy tripowers. As to the ebay link (not mine, I wouldn't sell them that cheap) being stupid prices; try putting a set together using current production "stuff" that will perform as well for less. Jon.
  11. I have quite a few Carter carburetors for Chevrolet, some original equipment, others the popular YF replacements. These are cores that I planned to rebuild, but way too busy to rebuild, even my own carburetors. So offering these for sale as is, with one of our major rebuilding kits.Some of these are actually rebuilt by someone else, some are used cores. All will be sold as cores, with the major rebuilding kit. Some of these I have more than one. Once I sell out of a number, I will not be acquiring more. All will have throttle and choke shafts which turn freely, nothing is seized.Prices listed below include postage to all addresses in the 48 contiguous United States. When comparing prices, remember that our 100 percent USA major overhaul kits are approximately $80~85, and postage is going to be in the $20~25 range, so take these into account.W-1 carbs:420s - $300.574s - $325.Also have many earlier W-1's which are totally restored, and priced accordingly. CALL on these.YF carbs:756s - $250.787s - $250.788s - $350.789s - $300964s - $250.965s - $225.966s - $350.2100s - $400.965s - new old stock in original Carter box - $400.MasterCard/VISA accepted without penalty.Trades: NO carburetors, cars, or car parts wanted (with 150,000 carbs, I just don't need more ) Will consider trades for U.S. gold and silver coins. No other coins or anything else considered.Here is a link to my website showing applications of the YF carbs: (9-12, 1-4 Mon-Tues central time).Jon.
  12. Please consider this ad as ended, the book is now on Ebay. Jon.
  13. Bernie - not much on conspiracy theory myself. However, if one does the math: According to Google, the U.S. consumed 140.43 billion gallons of gasoline in 2015 (latest year). If you average my figures on fuel mileage conservatively at 93 percent (since there are many more fuel injected vehicles, I feel this figure is low, but will serve to illustrate my point); then an extra 11.5 billion gallons of gasoline was consumed in 2015. Federal gas tax is 18.4 cents per gallon. This represents more than a 2 billion dollar tax increase! Whether it was planned than way or not is certainly open for debate; but betcha some of the politicians have thought of it Jon.
  14. Joe - some of the carburetors I had recalibrated for the E-10, others no. On fuel economy, didn't seem to matter a lot (maybe 1~2 percent). Power difference could be noticed. What I did not do, which would probably have gotten a bit of the mileage back, was to install an electronic knock sensor for the distributor, so the distributor could advance to compensate for the higher AKI of the ethanol. Since the AKI of the ethanol is so much different from the AKI of the gasoline, I didn't want to advance the timing looking for the optimal spot, and risk the engine to detonation. The higher compression engines burned more of the ethanol, basically losing only the difference in energy. Higher compression engines I tested were Ford 390GT, and Pontiac RAIV. I am convinced that the lower compression engines spit part of the ethanol out the exhaust unburned. Jon.
  15. I understand the arguments for and against this being a subsidy for farmers, and as Joe mentioned, buying votes. However I believe there is another reason the government is pushing ethanol - a veiled MAJOR tax increase! I have done LOTS of testing on E-10, although with no vehicles newer than about 2006. My findings on fuel economy E-10 versus E-0: Low compression carbureted engines - average 91~92 percent Medium compression carburetor engines - 92~94 High compression carbureted engines (10:1 or higher) - 94~95 percent Fuel injected engines (with O2 sensor technology) - 84~86 percent (NOT a misprint! my testing shows fuel injection with O2 much worse than carburetors in handling the E-10) Again, have done NO testing with current production efi engines. But if one looks at the above percentages, how many additional gallons of fuel will be used nation-wide, and how much federal tax will be collected on the additional usage? And how much more with E-15? Jon.