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carbking

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Everything posted by carbking

  1. Yes. If you are not familiar with the shape of the two valves, the easy way to tell the difference: The plunger on the "power" or "economiser" valve moves by pushing it in to the housing. The plunger on the "vacuum" or "spark" valve moves by pulling it out of the housing. The power or economiser valve goes inside the carb. The spark valve (if used) goes on the outside of the carb. Jon.
  2. In 1967, Chrysler used both Carter and Holley carbs on their 440's. The Carter is an excellent carburetor (I am not a Holley fan). Either the Carter or the Holley is far superior (opinion) to the e-clone. If the car were mine (not saying this is best for you, but what I would do): If the original you have is a Carter, I would rebuild it. If the original you have is a Holley, I would acquire an intake manifold (spread-bore), carburetor (Carter TQ), and air cleaner from a 1973 or 1974 Chrysler 440, and install that on the engine. But solve your other issue first, THEN think about your carb. Jon.
  3. The piece in question is called by a number of different terms, depending on who (or whom) is doing the calling. It may be called an economiser valve or a power valve. The purpose of the valve is to augment the fuel supplied by the main metering jet at higher RPM. The valve is normally closed, and fuel flows through the main metering jet. When the valve is lifted, an additional amount of fuel is merged with the fuel from the main metering jet. Jon.
  4. "Just picked up a 67 with a 440 with 3 spd torqueflite a few weeks ago. I have put around 200 miles on it with no issues. Last night I was out for a little ride and it started bucking a bit, almost like it was running out of gas (tank more than half full). It smoothed out a little then pulling into the parking lot it shut off." Carburetors (even e-clones) do not fail overnight. Ignition systems can fail in the blink of an eye. Also, fuel delivery systems can be intermittant if the sock on the fuel pickup is partially clogged. Rather than just changing parts, why not do some testing? You can test the fuel delivery system (sock, pickup, lines, pump, and filter) simply by disconnecting the fuel line and hooking up an external fuel source. If it will idle, then start checking fuel delivery system. If it won't idle, troubleshoot the ignition system. Once you get the issues solved, I believe you would be happier by selling the e-clone to a 16-year old with a small-block Chevy; and installing a carburetor designed for use with the 440. But don't do it now, one issue at a time. Jon.
  5. Sealer should NOT be used on carburetor to manifold gaskets. If both surfaces are clean and true, there will be no leaks. Compression first, then ignition, then carburetion. With the dual setup, carbs must be synchronized. The following link was written for single barrel carbs, but the synchronization section is applicable to two-barrels as well: http://www.thecarburetorshop.com/Dual1barrelcarbs.htm And I would concur with peecher about the power valve in the Model 59 (AA-1) carburetor(s). Jon
  6. Actually, the "48" is somewhat larger than any of the 13 different "97" models. Both are Stromberg Model EE-1 carburetors. The "48" has a main venturi size of 1 1/32 inch. All of the different "97" carbs have main venturii of 31/32 inch. Jon.
  7. Willis - I am not an "exhaust" guy, so will defer that question to others. As to carburetor CFM, or more importantly carbuetor selection: I don't have one of the Offenhauser (other companies may have also produced manifolds) to look at, but most for these earlier V-8's had the "square" (3 3/4 by 3 7/8 inch) footprint. So to build the unit without adapters (I truly hate adapters, they look hokey in my opinion); one needs to use the earlier (1952 ~ roughly 1956 4-barrels). As I tend to be lazy, starting with Buick carbs that are calibrated by engineers for Buick engines tends to require much less "dialing in" when placed in tandom on a Buick engine. Buick used, in alphabetic order, Carters, Rochesters, and Strombergs. Personally, I prefer the Carters, but then I have some advantages over most as I have the capability of custom machining metering rods. So for just about anyone else, I would suggest a MATCHED pair of 1952 OR 1953 OR 1954 Buick Strombergs. Run choke on both, idle on both, and solid linkage (many of the early factory dual quads used solid linkage). The actual CFM rating was not published (and I have custody of the Stromberg prints), but a "guesstimate" would be maybe 375 ~ 400 each. Remember that CFM on multiple carb units is NOT additive - (2) 400's is probably closer to 625 or 650 than it is 800. A major benefit in dual quads, especially with solid linkage, is better average A/F ratio cylinder fill density because of more uniform manifold runner lengths. And if additional performance is desired, maybe some exhaust mods and a slightly wilder camshaft would take advantage of the better carburetion. Jon.
  8. On possible modification of the 322: The offenhauser catalog shows a dual four-barrel intake manifold available. Might (or might not, don't know) be difficult to find. If you can find one, definately would be easier to set up a set of quads than change the drive-train. And while three two-barrels are eye-candy, dual four-barrels WORK as well as eye-candy. Throw on a repro Ford (mill off the FoMoCo) air cleaner with the aluminum top (polish), and the 322 would look pretty snazzy! Jon.
  9. The question is an easy one to answer. Simply consult a Pontiac Master Parts book (or if you are lucky, several MPB's, 30 minutes research and you are sure). From the experiences I have had with accessory parts such as this in this era, my guess would be the bracket would fit MOST (the brackets might differ for California cars) 1967 Pontiac Catalina 400 2-barrel engines, and maybe nothing else! Why they changed brackets from year to year is something I will never understand! The Master Parts Book would be the authority. Jon.
  10. A couple of possibilities for overly rich running: (1) If the car has a vacuum tank, it is not uncommon for the vacuum control valve to fail, thus pulling fuel directly into the manifold, bypassing the carburetor completely. (2) A weak spark will not burn all of the fuel, and the engine will seem very rich. And of course the Schebler is an "automatic" carburetor that was designed for gasoline with a Reid Vapor Pressure of approximately 6.0, and btu content of 117,600/gallon; NEITHER of which are characteristics of modern "fuel". Jon.
  11. LIBRARYThinning personal library of automobile, automobile racing and tractor books. Highlights include: Pontiac & Oakland items – approximately 10,500 left, 500 plus sold Automobile Quarterly – Volume 1, Issue 1 through Volume 50 complete Road & Track magazine – virtually complete set Motor Trend magazine – large run in the 1950’s and 1960’s GM Folks magazine – virtually complete set Hollanders – several, with coverage from the 1920’s to the 1970’s National Service – virtually complete from the early ‘teens into the 1960’s Dykes – Home Study Course, many different Encyclopedia from 1912 Chilton’s, Motor’s, Motor’s Truck, etc. – virtually complete World Car Catalogues (by Automobile Club of Italy) – 1964 – 1985 complete Hundreds of various individual books on automobiles, NASCAR, NHRA, F-1, etc. racing Hundreds of technical books on tractors (mostly John Deere) “The Story of John Deere” by Aldrich (limited issue of 50 copies) Thousands of hot rod and racing comic books early 1950’s to the 1990’s Want to sell large lots, ie GM Folks collection will be sold only as a collection. Will accept Visa or Mastercard (through my business), and will ship UPS ground (48 US states, and Canada). Will ship UPS air (NO other carriers will be considered) world-wide. Items may be picked up at my business during normal business hours IF agreed to and paid before your visit. Items are not at the business. (573) 392-7378 (9-4 Mon-Tues central time). Will NOT answer emails concerning library items. Items are located in Eldon, Missouri, USA Jon Hardgrove.
  12. A comment on the mixture screw setting: There is a MAXIMUM setting beyond which no further good is accomplished. Check the original manufacturer's literature for a range. On carburetors built prior to 1968, over 1 1/2 turns generally is futile, but there are a few exceptions. What happened in 1968??? Smog emission. So, the angle on many idle mixture screws was changed; as for smog emissions, it was desirable for finer tuning with the screws. Some carbs in the early 1970's still have adjustment at more than 3 turns. Contrary to what many believe, the idle mixture screws do not adjust the idle mixture! Rather, they meter the preset mixture. The mixture is preset by the diameters of the idle jet, idle air bleed, and idle air bypass. If it seems impossible to acquire sufficient mixture within the manufacturer's range on pre-1968 carburetors, remove the idle jet(s) from the carburetor and drill them oversize. Start with 0.002 inch and then in an increment of 0.001 until a good mixture is acquired OR a maximum of 0.005 inch. Making this modification on 1968 and newer carburetors being used on licensed vehicles is probably unlawful under the 1966 Amendment to the Clean Air Act. Jon.
  13. If you are unsuccessful finding a used one; we have N.O.S. switches available. Jon.
  14. Marbeton - don't start looking for a Stewart model 30 until you find pictures of a model 30. The bowl covers of many early carburetors were interchangeable. As the fuel valve was suspended from the bowl cover; MANY bowl covers were changed when the original fuel valve started giving problems, and the owner/mechanic had a used carb with a good fuel valve. So it is possible you have a model 30 with a model 25 bowl cover. Not at all uncommon to see Stromberg carbs with Stewart bowl covers or vice versa on Ebay (and of course, always misrepresented). Find a picture of a model 30 for comparison. Jon.
  15. With 3 psi on the fuel valve, the distance to the FUEL LEVEL from the top of the bowl is 7/8 inches. The static (initial) setting (this one will get you close) is 23/64 from the top of the float to the top of the bowl. Jon.
  16. Is it possible to drill plenum connecting tubes to connect the 4 plenums? Otherwise, might get interesting for tuning. And carburetor selection would also be interesting. Jon.
  17. Gardners used mostly Schebler carbs. Schebler carbs do not like a lot of fuel pressure. Running too rich could easily be ignition issues. Jon.
  18. If it isn't, our kits have leather pumps. Jon.
  19. Rusty - the Rayfield was probably over-engineered for the necessary task, given the materials available then. Several adjustments, several points to wear. If you have one with zero wear, and like to adjust, it can be made to function; but never as well as a Stromberg or Zenith from the same period. On the positive side, Rayfield did offer a gorgeous wooden parts cabinet to their dealers, and they also had excellent cataloging for the day. Jon.
  20. That would be a little harsh. Instead, let us say that there were several other makes of carburetor that were better. Although, if given a choice between a Marvel and a Rayfield, I would opt for the Marvel. Besides, with a few accessories, the Rayfield makes a beautiful lamp , well, at least the brass ones do. A chuck of walnut for the base, a piece of lamp-rod, a micro-switch, etc. Hide the micro-switch inside the throttle bore, connect it to the throttle, and then you can use the throttle arm to turn the lamp off/on. Jon.
  21. There is a high temperature engine paint in a "cast" color. It is a tad glossy compared to iron, but unless someone leans over the fender and inspects with a glass, it is pretty close. Jon.
  22. The zinc alloy castings would have been chromated (cold dip - greenish, goldish color). The cast iron throttle body would have been rust brown after a few weeks, as it was left natural. The steel linkage, screws, etc., would have been electroplated with zinc, either white, or white with the yellow conversion coat. Some of the Strombergs used on the high end cars (Packard, Pierce, etc.) had different finishes. Example, the EE-3 used on the Packard 12 would have the castings painted gloss black after the chromate, and the steel linkages and screws would have been electroplated with dull nickel. Jon.
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