carbking

As a general rule: Carburetor components fail over years. Ignition components fail over seconds. Electronic components fail instantaneously. Check the components most likely to fail first. Jon.

Dave, glad you figured it out. The easiest way to do this is to use the special tool Carter designed for the job. However, it can be done, although requiring some dexterity, without the special tool. Jon.

Southpaw - take a second look at the post of Willis (NTX) about the octane rating systems. Your car will NOT perform as well on the current 100 octane fuel as it would on probably 91~92 octane fuel. Running a fuel with too high an octane for the engine will result in lost power as well as reduced fuel economy due to unburned fuel. And I need a set of the tires used on the car in the graphic!!! Jon.

Disposing of my own collection of the "World Car Catalogue", published annually by the Automobile Club of Italy. I have a set from 1964 through 1985. I started buying these, if memory serves correctly, in 1966, and bought one each year from then until 1985. All from 1966 up are in like-new condition. I searched the world and found the 1965 and 1964 versions and acquired these as well. Both are very nice, but the 1965 is missing the dust jacket. Price for the entire collection is US $3500. plus shipping via UPS (United Parcel Service). Libraries take note: YOU PROBABLY CANNOT DUPLICATE THIS SET AT THIS PRICE WITHIN THE NEXT SEVERAL YEARS, IF EVER! There is currently one year on Ebay at an opening bid of $250. There are a few on the bookstore website at prices ranging from $80. (condition) to over $800. each! What I am offering is a 22 volume set! Please call 573-392-7378 (9-4 Mon-Wed central time). Payment - While these are in my own personal collection, I can run either MasterCard or VISA through my business, or cash if you pick them up in person. Jon.

Hollander Interchange Manuals <o:p></o:p> Generally, these cover from 10~12 years prior to date ofprinting, so a 1962 printing would probably cover back to about 1950. These areall originals with the exception of the 16th and 23rdeditions; which I purchased new from Hollanders. <o:p></o:p> The 3 early ones (4th, 8th, and 9theditions) are exceptionally scarce. We loaned these to Hollanders back in themid-1970’s when they were talking about reprints. I don’t think they everreprinted these (at least I couldn’t find reprints of these on their website). <o:p></o:p> Prices include shipping by ground UPS (United ParcelService) within the 48 contiguous United States. <o:p></o:p> Payment may be by MasterCard or VISA (cash if you visit the“world headquarters” of The Carburetor Shop in lovely Eldon, Missouri, and pickthem up in person). <o:p></o:p> PLEASE CALL! I am a computer dinosaur! I do NOT use PM’s(don’t know how, don’t want to learn, every forum uses a different format).Telephone (573) 392-7378 (9-4 Mon-Wed central time). <o:p></o:p> 1981 – 47th Edition - $100. 1971 – 37th Edition - $150. 1970 – 36th Edition - $150. 1969 – 35th Edition - $150. 1968 – 34th Edition - $150. 1966 – 32nd Edition - $150. 1964 – 30th Edition - $150. 1963 – 29th Edition - $150. 1961 – 27th Edition - $150. 1957 – 23rd Edition (Hollander Factory Reprint –new) $75. 1955 – 21st Edition - $150. 1951 – 17th Edition - $200. 1949-1950 16th Edition (Hollander Factory Reprint– new) $75. 1940 – 9th Edition - $300. 1939 – 8th Edition - $350. 1935 – 4th Edition - $500. <o:p></o:p> Only one of each. <o:p></o:p> Jon.

There are no new carburetors (at least made today) that will even fit your intake manifold! So, do you wish to also purchase and install a new intake manifold; or try to use an adapter. The carburetor on your Buick is either a 750 or 800 CFM carburetor. Using a new 750 through an adapter to your original manifold yields 525 CFM. For any new carburetor you will also have to fabricate a new fuel line, possibly purchase a new air cleaner, and definately spend DAYS and DOLLARS recalibrating the new carburetor to run on your Buick. I don't know about transmission linkage, but it may need changing as well. And chances are, when you have finished spending days and dollars, the Buick will NOT run as well as it currently does. Suggestion: get a copy of the Q-Jet book written by Cliff Ruggles, a really good rebuilding kit;), the original Buick shop manual for your Buick, and rebuild the original carb. Jon.

If they can't help, try the online hardware stores like McMaster-Carr and search for bent tab washers. McMaster-Carr has several different sizes. Jon.

Rick, a little information: First, the numbers given are NOT identification numbers, they are CODE numbers. The stamped number was stamped to help Carter distributors identify carburetors which had been through commercial rebuilders that threw away the tags. Second, the 311 CODE number is different from the 311s IDENTIFICATION number. A Carter 311s was definately used on a 1935 Terraplane. The model "WCD" is NOT unique. There were many different type WCD carburetors. There were four different (2 Carter and 2 Stromberg) carburetors which Buick installed on the 1940 Buick series 40. We can probably help you with at least one of them. (573) 392-7378 (9-4 Mon-Wed central time). THE CARBURETOR SHOP / BUICK KITS 1904 - 1939 THE CARBURETOR SHOP / BUICK KITS 1940 - 1964 The above links will show you original equipment identification numbers. Jon.

The two-barrel, as stated by others, will feel stronger at the lower RPM; and will produce more low end torque UP TO A CERTAIN RPM! The fact that the venturi in the two-barrel is larger than the primary on the four-barrel accounts for this. Think of the fact that I.H.C. and G.M.C. trucks with engines as large as 450 CID used a two-barrel..............TORQUE. However, the efficiency of the two-barrel will be less than that of the four-barrel, and economy, both in town and at highway speeds will suffer to some degree. If you should consider changing to the four-barrel (not recommending that you do, just information); there are NO carburetors produced today that are as efficient for your engine as the original as calibrated by Buick engineers (not to mention the modifications necessary for hooking one up). Willis - somewhat surprised at your comment concerning pertronix. The very first question we ask when a new prospective customer calls us with "carburetor trouble" is: "have you installed a pertronix conversion? If so, take it out and install the points and condenser for testing". You would be surprised at how many times the customer calls back, thanks us, and states they will call us again when they actually have a carburetor issue. An electronics engineer told me that when converting to pertronix (or any other electronic ignition) one should also convert to an alternator. Seems the generator does not have sufficiently stable voltage for the electronics. Jon.

The "324" and the "311" do not positively identify either carburetor. These numbers give one a starting point. Note in the partial chart listed that there are five different carburetors with a stamp number of 524. The 311 is also Buick. What are you trying to do? Jon.

Just in the FWIW category; a lot of "carburetor issues" disappear when the pertronix conversion is replaced by points and condenser. An electronics engineer once told me that converting to the pertronix will be more successful if the generator is replaced with an alternator at the same time. Seems electronics like a more stable voltage than provided by a generator. My opinion, others will differ. Jon.

While the early Stromberg records are incomplete, there is no record (in the existing records) of this carburetor ever being used as original equipment. It was offered as an aftermarket replacement. Jon.

Tim - the most difficult issues with rebuilding the dual carbs on a '41 are: (1) freeing up the heat risers on the exhaust (2) welding the crack in the intake manifold (3) reworking the auxilliary airvalve under the secondary carb The carbs themselves are a piece of cake. Enjoy! Jon.

Zenith Jon.

The 719s was used on cars with manual transmission; the 720s was used on cars with automatic transmission. You can replace a 719s with a 720s, but you should NOT try replacing a 720s with a 719s. Jon.

Pontiac and Oakland literature for sale I will now be offering my library of Pontiac and Oaklandoriginal literature mostly by the piece. Please read the terms first! Terms: NO LISTS! I have over 7000 different individual items on my computer inventory. You call, you tell me what you want, I tell you what I have that your want with the price. You buy or don’t buy. I have one of each item, so do not expect to go pricing and then come back and the item still beavailable. I will not hold an item that has not been paid for. Telephone requests only, no mail, email, fax, forum posts, ESP or other forms of request will be accepted. Discounts: the ONLY discount will be if you buy everything for a given year, no other discounts will be given. Shipping: will be by United Parcel Service (UPS). No othercarrier will be considered for any reason. If you don’t like UPS, you arewelcome to pick up the items in person, as long as you have already paid for them. Payment: I can run your VISA or MasterCard through my business,so these will be accepted. I do NOT accept paypal. No lay-a-way. You pay when you place the order. The entire years of 1926 and 1964 are sold, no longer available. What is available: Dealer sales albums Dealer color and upholstery albums Dealer fleet sales albums Dealer facts books Dealer advertising albums. Master Parts catalogues Sales brochures Owners manuals. Shop manuals Accessory catalogues Pontiac Engineering Department annuals (only 6 produced eachyear)! Fisher Body manuals Flat rate manuals GM Folks Magazine (will be sold by year only, not individually) Pontiac Plant Inspector Guides Pontiac Owners Magazines (will be sold by year only, not individually) Paint chips (will be sold by year only, not individually) Press releases Service Craftsman News (will be sold by year only, not individually) Pontiac Service Bulletins (will be sold by year only, not individually) Pontiac Safari Magazine (will be sold by year only, not individually) The audio/video portion of the library will not be sold atthis time. Magazine ads also will not be sold at this time. Other magazinessuch as Action Track, Pontiac Co-Operation, Pontiac Warrior, etc. will not besold at this time. Telephone 573-392-7378 (9-4 Mon-Wed central time).Calling at other times will simply get a recording that tells you the telephone hours, and does NOT accept a message. Jon

Spraying "carburetor cleaner" down the carburetor will succeed in maybe two issues: (1) Transferring funds from your account to the account of the vendor (2) Killing a few mosquitos. It will not get into any of the passages that might be clogged. The problem could be many different items: fuel pump, fuel filter, COIL, clogged fuel pickup tube, clogged carburetor, or just plain old gasoline. I would highly suggest additional testing. While testing, I would continue to burn up the old fuel in the tank, and when close to empty, add fresh fuel. The problem may go away with fresh fuel. Jon.

Steve - remember, age can be a good thing. Think of wine, and also most of the members here! Jon.

The good news: no difference in speed old to new (quad processor, Windows 7, IE) The bad news: this site is the slowest that I visit. Typically, I sign in (15~30 seconds), then do a search on carb*. I then open another browser, and visit a couple of other sites. Generally (not always) by the time I get back the search will have completed. This is NOT a complaint, rather a statement of fact to back up others in the thread. I still visit each day if I can. Jon.

For more up-to-date info on value, check out Ebay 190696950022, which just ended. Jon.

A backfire through the carburetor can occur ONLY when a cylinder fires and the intake valve of that cylinder is open. Think about it. This leads one to: (A) sticky or burned intake valve(s) ( faulty valve timing (slipped chain or defective gear) © faulty ignition timing (carbon track in cap, cross-firing due to defective wire insulation, incorrect dwell, incorrect timing, etc.) If the compression, valve timing, and ignition are good; pour about 1 teaspoon of gasoline down the carburetor throat and CLOSE THE CHOKE PLATE; the engine should start and run for a few seconds. If it doesn't, then go back to compression, valve timing and ignition. Jon.

If the problem is with the '52 Buick, and it has a four-barrel carburetor; has the factory modification to prevent left hand turn stalling been installed in the carburetor? Installing an electric pump in the engine compartment MIGHT cause a no-fuel condition; as the stress of the turn might cause the inlet side of the pump to lose prime. Electric pumps are "pushers". Most would push liquid around the world, but won't pull liquid 6 inches. Suggestions: (1) Correctly reinstall the electric pump (or an original). (2) Check the carburetor (if a four barrel) for the factory "fix". Jon.

The Buick carburetor used by the Briscoe was zinc alloy. I have yet to see one that was useable due to cracks. If not a number-matching show car, you might consider an alternative aftermarket unit. My guess would be the Stromberg OF-1 (replacement for Ford model ) would probably be a decent choice for the Briscoe. Jon.

1940 or 1941 carb for??? Jon.

Barry, note the article states Marvel up to about 1930,1931. Different companies changed the "mix" at different times. By 1933, the Marvel zinc was much better. It is still worth being aware of; but I wouldn't worry about it. Jon.