carbking

Members
  • Content Count

    3,308
  • Joined

  • Last visited

  • Days Won

    2

Everything posted by carbking

  1. For sale: topical stamp collection of stamps depicting mostly cars and trucks, with a few motorcycles and a few tractors. The collection consists of 1728 different stamps plus an additional 49 souvenir sheets, from 107 different countries. Additionally, there are 1278 duplicates to trade. There is duplication in the duplicates (more than 1 of some). The entire collection is organized. The 1728 different stamps are sorted alphabetically by country in 5 volumes. The duplicates are also sorted by country, and the duplicates from each country are in separate glassine envelopes. Price, including mailing, insurance, and handling is $500. to any address in the 48 contiguous United States. Will also mail to Alaska or Hawaii, but there will be an additional shipping charge. For addresses outside of the U.S.A., I am sorry, but will NOT ship outside the USA. Shipments to Canada which were taking 4~8 days a few months ago were taking 4~8 WEEKS in July. Even when you supply a customer with a tracking number, some tend to become somewhat irate for that length of delay. If the virus is ever contained, we will again ship to Canada, but not now. This collection is much better than average. Yes, there are CTO's (cancelled to order), but many of the sets normally found as CTO are mint. This is a good starting topical collection, with room to expand. My own personal collection of car stamps exceeds 4000. For those unfamiliar with topical stamp collecting, there is an association of topical collectors. They have a database listing all stamps by topics, and will burn a copy by topic for a nominal fee for their members. One collection only, first come, first served. VISA, MasterCard, and (reluctantly) paypal accepted. Email, or 573-392-7378 (9-12, 1-4 central time). Jon.
  2. The M-1 comes in a number of different venturii. Make sure you get the correct one for your application. With the different venturii, the M-1 was used on engines from 87 to 350 CID. Jon.
  3. Charles - easier to find now with the internet, but compare power losses through transmissions comparing automatic to standard. Yes, there are losses in the standard transmission, but generally about half what is lost to an automatic of the same year. One can also compare carburetor calibrations and see the differences. Sometimes the differences are easy to spot (metering rods/fuel jets). Sometimes more difficult as the manufacturer changed the calibration with air jets. I have personally converted several vehicles for myself and family members from dogmatics to stick. I always expected a 20 percent increase in fuel economy and was never disappointed. Generally, 25 or more. I have been told by folks that specialize in automatics that, modern automatics with lockup converters, don't have these same losses. I will take their word for this. All of the conversions I have made have been 1968 and earlier. I can say one good thing about the automatics: when I had major surgery many years ago, the doctor allowed me to drive my modern vehicle with the dogmatic, 6 weeks before he allowed me to drive the sticks. But I am healed now. Jon
  4. Paul - they are QUITE scarce. I have a letter from Carter stated that Carter only hand-built 15 to 20 examples. This is somewhat low, as when I was researching the SD Pontiacs, I located 24. My guess would be maybe 30~35. I currently have two of them. Jon.
  5. Yes - Carter 3636s. Carter also tested it using the 1 and 2 barrel standard (3 inches Hg) and it tested 1128 CFM. Carter was pretty much at the limit of their flow bench. Jon.
  6. I guess I should not have posted that there were three applications of the EE-2, I wasn't trying to start an argument. The three EE-2 applications were Franklin 12, 1932 Nash 8, and 1932 Oldsmobile 8. The Pierce 12 used a pair of E-2 single barrel carbs. The Auburn 12 used a pair of EX-2 single barrel carbs. As mentioned above, the Oldsmobile 6 in 1932 used a single EC-2. The E-2, EC-2, and EX-2 (all single barrel) were in the same family. The double first letter (to Stromberg) always meant 2 barrel (EE-2, EE-22, or earlier OO-2 UU-2, UU-3, UUR-2). The following article is a bit newer, but still has applicable information: Stromberg model coding Jon
  7. The Stromberg EE-2, and the revised EE-22 cause lots of folks confusion. Stromberg only made 3 different model EE-2 carburetors. Stromberg made 58 different models of EE-22 carburetors. Two major identity issues, plus a service issue: (1) Most O.E. literature refers to the carburetors my model ONLY, not by identification number. (2) For some reason which I have NEVER been able to find the cause; Stromberg EE-22's made in 1933 have EE-2 cast on the bowl! The 1934 and newer castings have EE-22 cast on the end of the bowl; AS DOES THE BOWL USED ON AN EE-23. It is quite easy to determine if the carbs marked EE-2 are really EE-2's or if they are EE-22's. The fuel valve on the EE-2 is on the side of the bowl (like the EE-1, and the mis-named Stromberg "97" which is actually a Ford version of the EE-1). Thus, the float in an EE-2 will have the hinge on one end. All of the EE-22's, whether they have a cast EE-2 or EE-22, have the fuel inlet on the end of the bowl; and the float hinge is in the center of the float. Without pulling a lot of prints, I know there are at least 5 different internal venturii sizes of the EE-22 bowls; plus there are a number of different linkages, some of the air horns are right angle rather than straight, and of course Chrysler has the "backwards" (at least backwards to all of the others) choke. And the above is why there are 58 different models. As a general rule, one should NOT attempt to change a bowl from one model to another. (3) The bowl is the MAJOR issue with the carburetor; as this design was Stromberg's first attempt at what Stromberg called a "thin wall casting". The area surrounding the fuel inlet is thin, and breaks easily. Stromberg discovered this quickly, and newer (maybe 1935?) castings were reinforced around the fuel inlet. Stromberg issued service bulletins to both the car manufacturers, and Stromberg distributors. The bulletins stated that whenever installing or removing a fuel line from the carburetor, two wrenches were to be used: one to hold the fuel inlet, the other to rotate the fuel line fitting. These were thence dispensed to dealers, and since these were on soft paper, the mechanics (AND MANY ENTHUSIASTS) used these to substitute for the Sears catalog slick pages, neglecting to read them first! 40 years later, Rochester had a similar issue with a fuel inlet, but because the fitting used exceptionally fine threads, and the torque applied would strip the zinc alloy threads. Rochester tried humor with their bulletin: Rochester bulletin Jon.
  8. Probably, if I can find a print with the internal venturi size; but why bother. The Zenith engineers specifically calibrated the carb for this engine only. I don't claim to be as smart as they were. One of the reasons I have been as successful as I have, is to listen to the engineers. Jon.
  9. Ed sent me a picture of the Zenith carburetor. I have yet to see any White documentation of White carburetors, but have seen a number of Zenith carburetors over the years with a bowl cover that had cast "Manufactured for White". Until someone posted a picture some time ago of the White, I was under the impression the White carburetor may have been made by Zenith. An early Zenith book lists Zenith number 216 for the 16 valve White four cylinder. Zenith number 216 is a type L6L brass carburetor, which would be an S.A.E. flange size 3 (2 15/16 inch center to center on the mounting bolts). The book was published in January 1922. Jon
  10. As a general rule, the Schebler model D is the most reliable of all of the Scheblers. Try removing the bowl, and lapping the fuel valve seat with some valve lapping compound. Be sure to wash the residue thoroughly. It should work. If this is not satisfactory to you, we need to play "20 questions" to answer your request. By the way, very pretty car! Jon.
  11. Thanks Gary - I have mis-pronounced and misspelled this word my entire life! Guess you can teach an old dog new tricks! Corrections made! Jon.
  12. Question was asked in another thread about does modern fuel effect neoprene fuel valves. I started the new thread because I believe it to be an important issue, and did a tech/history article on it years ago. The article may be found here: Carburetor fuel valves We have found ethanol fuel will eventually degrade either neoprene valves or Monel steel valves. But the mean time to failure is longer with the neoprene valves than with the Monel steel valves. The removal of the "staking" step in the manufacture of the valve seats is much more destructive to the neoprene valves than the ethanol. Jon.
  13. Zeke - it is a great question, and I think I will post a new topic for it. Jon.
  14. 0.116 is huge for a 218 engine. Rochester used 0.112 on a Pontiac 400. I would have to pull a print to check the diameter of the 25-102s, but Carter used 0.086 for the Chevrolet 216. I sell enough of those to remember. Jon.
  15. Carter developed the spring-loaded fuel valve in the 1930's for use with off-road vehicles, and marine applications. It was not original to your carburetor. If the plunger is Monel steel, and you don't off-road, the neopreme-tipped valve with the correct orifice seat would be way to go. Jon.
  16. Piedmont used a Carter type L-0 (the 0 is a zero, not a oh) from 1917 through the end of production of the four cylinder, with one exception. For part of 1919, they used a Carter type F-0. I have found no explanation of why, or why they switched back to the L-0. Jon.
  17. "Should the inlet needle and seat in a Carter BB carburetor be spring loaded ? " - Maybe "The carb is a DTE2." - Not originally in this specific BBR carburetor. Carter made lots of different fuel valves (well over 1000). Since the BBR is not one of my favorite Carters, have not studied the differences in the various models as I have some of Carter's better offerings. But the specified (original) fuel valve for the DTE2 was 25-102s which was brass seat with Monel steel needle. Once neopreme needles came out, the Monel steel needle was superseded by the neopreme needle. Some previous owner probably installed the spring-loaded valve as an attempt to stop the carburetor from flooding, a common problem on these models due to warpage. Probably more important than spring-loaded versus neopreme tipped is the fuel seat orifice. The cheap kits often have the wrong fuel orifice, which also can contribute to flooding. Jon.
  18. The obvious solution is to start the car everyday As to the Holley being easier to rebuild than other 4-barrels (Frank's comment)??? Familiarization makes anything easier. I personally would rather do a boat load of Carters than 1 Holley; wonder how Cliff would vote on ease of the Holley vs a Q-Jet? Jon.
  19. No comment about the pricing, I don't know. Comments about the car (RED FLAGS): Aluminum heads SCREAM premium fuel, or race fuel (read $$$$$). Headers SCREAM periodic maintenance (read $$$$$), PLUS do you really not wish to talk to whomever is sitting beside you when the engine is running? Scatter shield on a 350 SCREAMS I'm gonna race the crap out of this thing, and I want to save my legs when I over rev the engine. How hard has it been run? What type of warranty? No mention of the camshaft used. The aftermarket carb may/may not be the correct size for the engine. Many folks buy aftermarket carburetors the way a hillbilly buys shoes (the salesman said my size was 9, but 10's felt so good, I bought 11's). (in other words, often too big); which combined with a big cam aluminum heads, a 3.31 rear gear, and headers MIGHT mean driveability issues in town. And as a couple of folks have already mentioned, how much homework did the builder do to assure all of these parts would function well together. You stated this would your first "classic" car. Won't argue the adjective, but will substitute muscle car. Would highly suggest a car with fewer modifications for a first muscle car. Jon
  20. Good question: Older automatic transmissions have considerable power loss through the fluid coupling. I am told by automatic transmission specialists that this is not true for modern (last few years) automatics. The power loss requires gasoline. While there is some power loss in standard transmissions, it is much less than with older automatics. Typically, a carburetor designed to be used on an engine with an automatic transmission will be calibrated from 1/2 to 2/3 of a calibration size RICHER than a carburetor designed for the exact same engine with a standard transmission. Thus, carburetors designed for engines with automatic transmissions MAY be used, with a small loss of fuel economy, on engines with standard transmissions. But carburetors designed for engines with standard transmissions WILL BE LEAN if used on the same engine and an automatic transmission. Also, it should explain why, given the same driving habits; one will always acquire better fuel economy with a manual transmission. Occasionally, linkage arms will be different as well. Jon.
  21. Before you subject the carburetor to the smelly stuff, remove it, turn it upside down to drain any gasoline, place it in a zip-lock back, and place it in your freezer overnight. Sometimes, the expansion/contraction rates of different metals will allow a tiny amount of movement. If you can get any movement, then try the stinky stuff. I don't know current values, but the 144/170 CID carbs used to resemble gold, thanks to the dudes restoring Rancheros and Econolines; plus many of the carbs were trashed long ago, so the supply is short. PATIENCE IS YOUR FRIEND in disassembly of that carburetor. Jon.
  22. 4-barrel carburetor??? In 1918??? Jon
  23. Paul - I show 115 different Stromberg type U-2, and 68 different Carter type BB-1 in my database. Jon.
  24. Ben - 30 years ago, the youngsters had no clue as to the meaning of vinyl records and turntables; now once again these are quite popular. Now the younger generation knows little about carburetors. Perhaps future generations will tire of EFI, and upgrade to carburetors! It is said that history repeats itself! Jon.