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Everything posted by carbking

  1. The Dodge DR used a Stromberg type EX-22, Stromberg part number A-17702, code 3-1. The Dodge part number is 620699. We have cores for sale. 573-392-7378 (9-4 Mon-Tues central time). Jon.
  2. James - welcome, see you have revived an old thread. Your Fish probably dates to the mid-1950's. None of the stack of Fish literature that I have has any dating information. Jon.
  3. Several thoughts, assuming you have genuine Carter original equipment dual quad carburetors: (1) Use the information in the Buick shop manual rather than an aftermarket kit! (2) Check in information in the manual for the orifice size of the fuel valve, and compare that to what came in your kit. (3) Test the floats. Hold each float by the arm with a pair of needle-nosed pliers, and submerge in very hot water. Any issues will get you a stream of bubbles. (4) If you use the clips to clip the valve to the float, they hang from the back, NOT in the hole that looks like where they would hang. (5) As Old-tank suggested, check whether you are to use the gasket or not in the adjustment. The floats on the AFB carbs are interchangeable side to side. (6) And if you have a "conversion" in your distributor, check it. Actually, do this first! Fuel pump pressure is not generally a problem with genuine Carter carbs (unless you have a larger than stock fuel seat orifice). I run 7 1/2 psi on the genuine Carter 2x4 on my 390 Ford. I am told the clones are very touchy to pressure, but that is "hearsay", as they are banned permanently from our shop. EDIT: had a bit of spare time. From the Carter prints: fuel valve orifice should be 0.098 inch (number 40 drill bit). To adjust the floats, invert the air horn, and with the gasket installed, measure 15/64 inch (plus/minus 1/64) from the toe of the float to the gasket. This assumes you have correct genuine Carter carbs; otherwise you are the engineer. Jon.
  4. And now you know the origin of the cliche "fits to a T" Jon.
  5. Terry - I honestly don't know, as I have never tried to use one. The venture was not successful, however that says nothing about the quality of the product. However, it does make an interesting display. They are very rare, I have never owned one. But how many 1917~1919 Briscoe owners do you know ? Jon.
  6. David Dunbar Buick didn't have a whole lot of good luck. The only O.E. application I show for the carburetor he built with his son Tom is late 'teens Briscoe. I thought my original answer might stimulate some Google searches, but I couldn't find much using Google; so posted the rest of the story. GUESSING that maybe he sold the carburetor business to Scoe. I have no proof of this, but the design of the Scoe, which replaced the Buick on Briscoe, is very similar in design to the Buick carb. Jon.
  7. Dave - the Stromberg engineers calibrated a Stromberg SFM-3 as a replacement for the Big Six. Without pulling some prints, do no know what internal venturi size was used. Often, the SFM could be replaced with an SF; would need more research. This carb was transferred from experimental status to production status, so evidently it was a fairly popular swap back in the day. Generally, this required a minimum sales number of 200 units. Earlier, Stromberg calibrated a UX-3 (cross-flange) for the Big Six; however the UX-3 is pot metal, and I would not suggest this. The UX-3 superseded the OX-3 (cross-flange - brass), which might be an option. Zenith also offered a number of engineered replacements, but they were size 3 series U (good carbs, but parts other than gaskets/fuel valves are made from unobtainium). The Zenith U series was superseded by the Zenith 63 series, a 63AW12 might be a consideration. Again, would have to do the research on the Stromberg to get the internal venturi size to use in the Zenith, or pull the prints on the Zenith U series. As you have discovered, the physical size is important for the carb to bolt to the engine; but the flow characteristics are equally important to make the engine perform. Jon.
  8. Tom - received his email, and answered this afternoon. Always TRY to answer emails on Sunday afternoon, time permitting. If not, the next weekend. Jon.
  9. Not completely accurate, but I wish ! The 2 days a week are days I answer the telephone. Those of you who are capable of multi-tasking (i.e. doing precision machine work on a lathe or a mill while answering the telephone) have my admiration. I am not so talented. As to "work" hours; there is a old saying about those of us that are self-employed: "you can work whenever you want.............AS LONG AS IT IS 80 HOURS PER WEEK"! I generally am at the shop at least 6 days a week, and sometimes more. Jon.
  10. The largest O.E. application was a 265 CID. Carter did suggest the 289s as a replacement for the 319 CID Standard 8 Packard. This was the largest engine of which I am aware that Carter suggested the BB-1 updraft. Most were used on engines around 225 CID. Dave - the bowl should NOT run out of fuel, the engine should run out of air. There were four different orifice fuel valves used in the various BB Updrafts, depending on the engine size, and the type of fuel delivery. Some "rebuilders" either do not know this, or do not care. Jon.
  11. Tom - suggest he has his build date when he calls. Will TRY to match it for him. May not be able to, but will try. Jon.
  12. Also, rebuilding kits with neopreme tipped fuel valves are available. Jon
  13. I have several 3665s used carbs in stock; all would require rebuilding/restoration. Jon.
  14. Stakeside - the first question: the "check balls" in the BB-1 updraft carburetor are both encapsulated in the two brass fittings. There is a replaceable ball inside the tallest of the three brass fittings in the bottom (the one furthest from the pump). ALWAYS replace the spring and ball inside this jet assembly when rebuilding. These pieces should be in the rebuilding kit. The pump spring and the vacuum piston spring should also be in the kit, and should be replaced. The fuel valve you see is the "Parker Brothers" design. Before Paul Parker retired, I used thousands of them. Evidently, Daytona purchased the rights to produce the valve. Try it. Jon.
  15. Here is another link, published with authority from Carter: Early Carter BB-1 service document Jon.
  16. As previously stated in this thread, the original carbs would be Carter AFB, and also as mentioned, different carbs for different years. Most are available with some looking, but depending on one's experience, one may (or may not) feel they are pricey! You can find original application part numbers for 1964 here: 1939-1964 Buick carb applications and for 1965 here: 1965-1974 Buick carb applications The carbs on your engine were produced by Rochester. At different times, and in different literature, Rochester called them: (A) 4-jet (B) 4GC (C) Quadrajet Most enthusiasts refer to the 4M (1965 and newer spread-bore style) carburetor as quadrajets, and the older carbs such as these as 4GC's or 4-Jet's; but the term quadrajet is technically correct. Looks like both of these were originally used by Oldsmobile. Cadillac, Pontiac, and Packard all used this style (not these specific carbs) of Rochester for dual quad applications; Cadillac in 1955, Pontiac in 1956, and Packard in both 1955 and 1956. Excellent carbs. Jon.
  17. I have just loaded a tremendous amount of factory Marvel literature on my website from about 1915 through 1931. This is my personal collection (I now have all of the data necessary for me on my computer). Trying to make some room. I have only one each of most of this material. First come, first serve. I do not expect the glove box booklet collection to last long. Eventually, I will load the large 8 1/2 by 11 hard cover loose-leaf master books. I have several of these, but being loose-leaf, some pages have grown legs. I wish to go through these, and make certain when I offer one, it is complete. The easiest way I have found to identify the early Marvels (before the 10- casting numbers) is by using pictures of the throttle arms, which are nearly unique. Some of the early parts booklets picture these arms, and cross-reference them to the application. As always: 573-392-7378 (9-4 Mon-Tues central time). MasterCard/VISA accepted with no fees. Jon.
  18. Sorry - all kits for Marvels are made to order. Jon.
  19. Typically, a kit for the early Marvel carb will contain: Fuel valve (a.k.a. needle and seat) Float (new pontoon only, reuse the float arm) Air valve spring Fillister head assembly screws Complete set of gaskets, including the mounting gasket. Seals, when used. Other items not in the kits are often available. I apologize for the time frame. As I passed retirement age more than a decade ago, I am no longer willing to work 90~100 hours a week; although I still average about 40. There are some things in life (example: family) that are more important than the manufacture of rebuilding kits. As we offer more than 10,000 different rebuilding kits to motor enthusiasts (we do car, truck, tractor, marine, and industrial); we are generally behind, sometimes very behind. And with Marvel, about the only components for which there is a large interchange from carburetor to carburetor are the round fiber washers, and the Fillister-headed screws. Mass reproduction of parts of which you sell three a year (or fewer) is not economically smart! Thus, the kits are custom-made. I keep hoping I will find some youngster in his/her 40's/50's that would enjoy the business, and would like to acquire it. There are hungry fish in the Lake of the Ozarks that keep calling my name! It might be nice to answer them! Jon.
  20. Quote Mark Weatherbee "Jon, that’s a really interesting vehicle that I never knew existed and it looks great! One question, without a carburetor won’t it lead to your businesses demise? (Sorry, but I couldn’t resist...)" End quote I have been interested in electric vehicles my entire life; and would have purchased an electric car in the 1970's except for what I considered a silly Missouri law which has now been repealed. The lack of a carburetor is a problem, as I have roughly 150,000 of the silly things to either use or move. Quote Lebowski "I have a late model Deere riding mower/garden tractor and have always been a JD fan and I was wondering how wide is the mowing deck? How long does it take to recharge the batteries? What's the top speed-about 4 mph like mine? You're not really going to mow your lawn every week with it, are you? Thanks for bringing it back to life. It looks great...." End quote The deck is still in the shop, but remember it being 38 inches. This is the first one I have owned that the onboard charger worked, and I have absolutely no plans to abuse it. We always pulled the jumpers and charged each battery with a car battery charger. And this one will never mow another blade of grass as long as I own it. Top speed is faster than I can run at age ......... Quote Edinmass (or Florida) "Jon.......make sure it doesn’t run lean! " End quote It is supposed to run lean, it is a lean green machine The same shop is doing one of the production models, a later 96, for me as well. Jon
  21. 1909 paperback book of 47 pages titled "The A B C of Carburetor Construction". Some of the pages are advertisements. Covers the theory of carburetion, intake manifold design, comparisons of various carburetor components such as float operation, air-valve operation, mixing valves, other. Individual makes of carburetors covered include: Amplex, Bennett, Bowers, Breeze, Carter, Chadwick, Franklin, G & A, Gaeth, Holley, Kingston, Locomobile, Matheson, Maxwell, Mayer, Peerless, Pierce-Arrow, S.G.V., Stearns, Stromberg, and Willett. Illustrations, as well as descriptive text. Covers (paper) are not perfect. Original staples were pulled through, and pages have been restapled. A thin strip of bookbinder's tape has been placed on the spine. Inside pages, other than being discolored and 110 years old, are in very good condition. This is a really good early carburetor reference. Price $250. includes shipping within the 48 contiguous United States. MasterCard and/or VISA accepted without fees. 573-392-7378 (9-4 Mon-Tues central time). Jon.
  22. Appears to be a Carter type BB-1 identification BB1D. While lots of BB-1's show up on Ebay, you can use either a BB1A or BB1D. Best to ignore any other BB-1's (and no, I do not have either to sell to you, sorry). Jon.
  23. Mud at Hershey????? Really????? The biggest myth about the prototypes is that the companies wish to buy them back at huge sums. While a few may have slipped out the back door; most of the prototypes, whether vehicles or components, were sold with the companies blessing. Why would the companies wish to buy them back? A lot of years ago, I got a call from a customer and friend who dad recently attended an auction of "surplus" from the Henry Ford museum. Some youngster fresh out of college made the decision to part with the Ford display of prototype Stewart-Warner (not a typo), Kingston, and Holley carburetors for Ford T, A, 4 cylinder Chevrolet, early 6 cylinder Chevrolet, etc. He bought them, thinking I would want them, which I did. I paid him his asking price (not a lot). Virtually all of these were experimental units that were produced ONLY as prototypes. They were so in demand, and so valuable that I ended up beating off the prospective customers with a baseball bat (here, think of the Tooth Fairy, or the Easter Bunny, or.....) Actually, I sent most of the Holley units to a friend at Holley (free) when Holley was setting up their museum. I figured that is where these units belonged. Also sent them a bunch of very rare, but seemingly worthless Holley literature. I was quite shocked to receive several large boxes of obsolete Holley parts a few weeks later (so I guess the prototypes did have some value, but had to give them away first. What a trade! (American Pickers, are you reading?) Gave some stuff I couldn't sell to Holley, who in turn gave me some stuff they couldn't sell)! I do miss the "swap meet friends" that were made at Hershey, Iola, Lawrence, etc. One of the big benefits of attending those meets. Jon.
  24. And a comment concerning comments by both Matt and Lump about prototypes and one-off units: There are lots of prototypes that exist! I personally have custody of the first Stromberg 4-barrel (from the office of the Chief Engineer of Stromberg Carburetor Company), the first Carter 4-barrel carburetor (from the Customer Service Division of Carter Carburetor Company), and the ONLY Stromberg 3-barrel (also from the office of the Chief Engineer) just to name a few. Also, this John Deere Electric prototype just last week came home from the restoration shop. The identification plate indicates a prototype. This was acquired from an engineer from Deere who worked on the Electric project, and then purchased the prototype along with a production model new from Deere. Here is the link to the thread on these forums: I have numerous carburetor prototypes in my collection, probably well over 100. The stuff DOES exist. But the stories of the company wanting to buy them back at ridiculous monetary figures is.......just ridiculous, and is truly a myth Jon.