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carbking

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Everything posted by carbking

  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
  16. Correct - DL did use the "I" in the date coding. Some manufacturers do, some do not. Jon
  17. Rod - in post 5, I suggested several different Carter, Stromberg, and Zenith carburetors. ALL of these: Used carbs are readily available (read inexpensive). Rebuilts, and even new old stock (mostly) are not overly scarce. Were made in the USA. Use S.A.E. sizes. Calibration specifications are readily available Spare parts (kits, calibration parts, even to a certain extent, castings) are readily available. Each are calibrated specifically for a 216 CID 6 cylinder engine. The calibration includes venturi size (air flow), jetting (metered fuel), and
  18. West - checking the parts list: Low compression head: Aspirator valve 180192 Metering pin assembly 180193 High compression head: Aspirator valve 179908 Metering pin assembly 179850 There are other differences as well. Jon.
  19. Since you have made your decision, no recommendation from me is necessary. Jon.
  20. West - yes, there were some other differences as well. The Packard section is easier to understand if one checks the listing on my website which gives more information than the index: Packard Detroit Lubricator made running changes. On the Packards, the identification is in the format: myynnn m = month (A=January, B=February, etc. yy = last two digits in the year (29 = 1929, 30 = 1930, etc.) nnn = is what we would normally think of a tag number Example: A30753 was produced in January 1930, and was tag number 753. Checking t
  21. In a different lifetime, I started to write a book on Detroit Lubricator and Stewart carburetors. The Stewart Carburetor Company was a division of the Detroit Lubricator Company, so I have included both. I have long since realized that the book is not going to happen. But I thought some might like to see the customer list, at least of what I have been able to research. And apologies beforehand to any of you who have Graham blood running in your veins. I have spent hundreds of hours poring over Graham material, and have come to the conclusion that it is much easier to wo
  22. Rod - I would like to offer some information: Using the three options offered by Hubert: (1) Rebuild the Marvel. In 1928, Marvel was transitioning from a brass bowl to a zinc alloy (pot metal) bowl. If yours is the zinc alloy, either find one of the brass bowl versions to rebuild, or bypass this option. If you choose this option, the brass bowl carbs have the same casting number (10 over 103) as your existing carburetor. (2) Replacement of the Marvel with a more modern (read better ) updraft. The listed reference thread is for a 1925 Buick. By 1926, Marvel
  23. UPDATE: I had digitized this print. Stromberg did not give a number for the switch assembly, only the component parts of the switch: The above is a copy of the applicable part of the listing. Jon.
  24. Ed - I am not going to be much help, other than history. 7-42A is the first engineering change (there were two) to the early production 1941 front carb on series 40 and 50 with Strombergs. These cars had MAJOR driveability problems with the progressive linkage carbs. This fact is evidenced by: 1941 front carb 40 and 50 with Strombergs: 7-42 (first run) Changed 7-42A Changed 7-42B Replaced mid-year 7-46 Changed 7-46A Superceded in 1942 with 7-59 Changed 7-59A Superceded post WWII 7-73 The 7-42 didn't last lo
  25. The number of the Stromberg carburetor is STAMPED (recessed number), NOT CAST (raised number), and may be found looking at the top surface of the airhorn (top casting) along one of the sides. IF BUICK, it will be a 7-nnnc, where the nnn represents a number from 1 to 3 digits, and the c represents an engineering status code. The engineering status code may or may not be present. This is the Stromberg "code" number, and the easiest way to identify Stromberg carburetors beginning about 1933 (with the exception of FoMoCo). The 7 was the Stromberg customer number for Buick. Other often found custom
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