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Everything posted by carbking

  1. Ed - I did say virtually all, not all (weaseling out ) ! The Johnson's differ from what most would consider "conventional" updrafts in that they have a functioning accelerator pump with positive throttle activation, an extremely small primary air intake, and an auxiliary air valve (closed for starting). There are a few other carburetors that often fit this criteria, such as the Schebler model S. Jon.
  2. Poor compression might be the actual culprit. However, if the choke is functioning normally, I do not understand why placing one's hand over the air intake would make a difference. Jon.
  3. Virtually all updraft carburetors, when properly adjusted, require choke to start when cold. Show me an engine with an updraft that starts well cold without choke, and I will show you a vehicle that gets less than efficient fuel economy. Jon.
  4. 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.
  5. If Zenith ever printed a "parts interchange list", I have yet to see it. Jon
  6. 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.
  7. 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.
  8. 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.
  9. 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.
  10. Are you certain the fuel is leaking, and not evaporating? Hard starting - cold Jon
  11. 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.
  12. 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.
  13. 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.
  14. 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.
  15. 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.
  16. More information: Carter 3 barrel documentation letter Jon.
  17. How sorry are you? I know where there are two looking for a new home. Jon.
  18. Robert - since you mentioned "Bonnie" in your last post, see if you can find a video of the "Bonnie & Clyde" GTO commercial. You will be glad you did. Other monikers other than GOAT for the GTO were "gas, tires, oil; give ticket officer; and girls take over (that was the name of another interesting Pontiac commercial). My solution to the gear issue was to use a lower numeric rear gear with an ultra wide ratio 4-speed. The problem with this is trying to use first gear for WOT. The rear tires object. Padgett - the Carter AFB 3-barrel flowed 939 CFM when flowed on the 4-barrel scale; and 1128 CFM when flowed on the 2-barrel scale. Jon.
  19. Wasn't questioning your mention of the test; I knew of its existence. Questioning the test itself. Pontiac Super Duty Division also tested the tripower, and didn't care for the results. For racing, Pontiac opted for single quad (AFB) and dual quads (AFB). Pontiac sales continued to advertise and sell the tripower, after the street AFB was modified to allow the tripower to outrun the AFB. Pretty conclusive results. Jon.
  20. Tests often show what the tester wishes to show; and that is certainly true with the tripower. Pontiac paid Carter to sabotage the AFB on the mid-60's Pontiacs in order that the standard 4-barrel engine would not out run the more expensive tripower! Of course, the tripower wins the "open hood racing" contests until such time as one looks at a dual quad As far as the original gear question; not my ballpark, no comment. Jon.
  21. The leather pump can be used in E-85, methanol, any concentration of alcohol, which is why we use leather. Jon.
  22. We can furnish a rebuilding kit with the leather accelerator pump, if you can supply the carburetor identification number. Jon.
  23. carbking

    Engine id.

    With those symptoms, and assuming you have fresh fuel: (A) start engine (B) stop engine (carb bowls are now full) (C) remove air cleaners (D) open choke butterflies (E) while observice inside the carburetors, work the throttle to wide open to check for pump squirt. If good pump squirt on both carbs: (A) check vacuum advance mechanism on distributor If good pump squirt and functioning vacuum advance: (A) compression test If my assumption was incorrect on fresh fuel, try an auxiliary tank and fresh fuel. I sent you a picture of the Packard set. Jon.
  24. carbking

    Engine id.

    Just what to expect: The 1952 model 70 came with a single four-barrel carburetor. The dual 2-barrel set-up should provide marginally (3~5 percent) more power than the single four-barrel due to more uniform cylinder fill density. Under wide-open throttle conditions, your seat of the pants meter is not going to be higher than the single four-barrel, although the increased power would be measurable on a dyno. Idle should be silky smooth, and fuel economy should be somewhat improved (3~5 percent) over the four-barrel. This particular set-up is more eye candy than performance; but there should be minimal improvement. As mentioned above, I did the complete Packard set for him, and shipped it to him. On subsequent set-ups, Pete used my patterns, and fabricated fuel lines, linkage, and choke lines locally to avoid the shipping charges from the main land. Somewhere, I have pictures of the Packard set-up before I shipped it to him. Jon.