carbking

The Buick 3088s is slightly larger than the AFB's used by Studebaker (625 vs 600). So it is not too large in airflow, but the calibrations are totally wrong. An AFB that is fairly common here in the USA, and has calibrations that are close enougth to work on the Studebaker higher compression engine would either a 3300s or a 3326s from a Pontiac. Studebaker AFB's are not at all common here in the USA. We have sold quite a few of the 3300s/3326s to Studebaker folks that drove their cars, and didn't care about matching numbers. So if you are set on a four barrel, the Pontiac carb might be an inexpensive alternative for you. If you want to use the Buick carb, you will need to change: primary jets, step-up rods, and the auxiliary air valve. While you are at it, the secondary jets should also be changed, but not as critical as the other parts. I have no record of Studebaker using a WW on the 289; but on a low-compression engine, would probably run well. Jon

Updated 26 March - acquired the 6D1R. Updated list: Numbered 257s, 262s, 586s, 638s, 640s, 641s, 2035s, 2212s, 3377s, 4403s Coded 4A1, 6A1, 6B1, 6B2, 6C1, 6C2, 6D1, 6F1, 6J2, 6J3, 6K2, 6K3, 6N1 Surely someone has some of these squirreled away. Will buy, trade for, whatever; and I have some pretty good trade bait! Started getting some pictures on the article: BB-1 article Jon

The pictured unit APPEARS to be one of the imitation Zenith carbs, coming from an unknown source. If true, to my knowledge there is zero documentation as to settings, so basically initial setting is by guesstimate. If I am wrong about the origin, and there is a name/identification anywhere on the unit so it may be identified, then I can probably supply better suggestions. Jon

I am curious about this carburetor with only 1 adjustment screw. Jon

No problem, glad you able to get the measurements. Any time there is seemingly an issue with one of our kits, we want to know. We may not agree but if we made a mistake in filling a kit, we wish to fix it. Just for the record, the "issues" for we get the most correspondence are the Rochester throttle body gaskets with the cut-outs. These cause so much confusion, we ended up posting the documentation from Rochester on our website. Jon

We have neither wings nor halos (we do make mistakes). What should be in CS-526 are a pair of 120-163 primary jets, which should measure 0.098 inch. They will not be stamped. As I mentioned in my previous post, we would occasionally see the primary and secondary jets on a Carter switched, as the secondary throttle bores are often larger than the primaries. The "rebuilder" didn't consider the metering rods. This was not a chronic problem, but probably have seen a couple of dozen "rebuilt" in this manner. Of course, when the engine transitions from the idle circuit to the main circuit, it flat falls on its face! The secondary jets are MUCH smaller. As the kit is used on a couple of different carbs, cannot tell you the exact size of the secondary jet unless you wrote down the carb identification number, but the secondaries are in the 0.052~0.056 inch range. Jon

If you got one of our kits, there would have been two PRIMARY jets in the kit that would have been the size specified by the manufacturer. We do not include secondary jets in our kit, as they are rarely needed, and would just increase the price of the kit. We do have them available. If the kit came from elsewhere, I cannot comment. Something that occasionally causes some folks concern is the relative size of the jets. With Carter 4-barrels, the smaller diameter jets will be the secondary jets, even though the secondary throttle bores are often larger than the primary. The primary jets have the metering rods going through the jet, thus must be larger. This is different from Holley and Rochester, where the secondary jets are generally larger than the primary, as the secondary throttle bores are generally larger than the primary. One other comment about jets: NEVER believe a number stamped on a jet! Folks have been drilling jets since 5 nanoseconds after the first carburetor with jets was delivered. MEASURE! Jon

Steve - yes, the number on the brass tag. I have both the BB1D and the 517s (there should be a 5 in front of the 17s). Someone on here will want the BB1D. Jon

Peter - the manufacturer has a 350 page manual that covers every contigency in detail for chrome plating and chromate conversion on zinc. 375 of those pages are dedicated to safety. Not a bad idea, as chrome is DANGEROUS, as is the chromate conversion. I have no interest in doing these, just in the copy cad. The copy cad is not real cadmium, but a look-alike, I think using zinc. Trying to find out a real world procedure from someone who uses it. While I am paranoid about safety in my shop, if I have to wear a hazmat suit to zinc plate a few carburetor linkage items (for convenience, not economy), then I will sell the unopened kit at a loss; and continue to mail plating to a custom plater. Jon

The brass ones are still available new; but given the country of origin, the "cone" is probably square! Jon

I failed to see the "pint" comment. Do you have a cat in the garage using the catch can as a restroom? The liquid color would be about the same. I would agree with gamekit that the shutoff valve is faulty. Jon

About 65 years ago, we lived on a farm, and had a pair of John Deere tractors. I ran the newer (1951) model, and Dad used the older (1940) model. Dad told me "ALWAYS shut off the fuel valve, and allow the engine to run out of gas before turning off the key. These tractors have gravity feed to the carburetor, and a spot of dirt will cause the carburetor to leak". One day, came in for lunch, both for me and the tractor, and was in a hurry. Turned off the key, filled the gas tank, and when in for lunch. When I returned from lunch, there was a "wet spot" of approximately 14 gallons of gas under the tractor. My Dad never went to college, but he was one wise man! He said "fill the tank, you can't plow with an empty tank". He then hooked a chain from his tractor to mine, and pulled me away from the wet spot (which more or less dried in a few days), and we went back to the field. NOT ANOTHER WORD WAS SAID ABOUT SHUTTING OFF THE FUEL, AND NONE WAS NEEDED! There was no punishment, except in my mind. I guess 14 gallons of 10 cent gasoline was a pretty cheap lesson! An electrical relay, with an electrical shut-off valve (like is used with dual fuel gasoline/propane systems) wired into the ignition system will prevent the issue. Jon

Anyone here use Caswell's Copy Cad home plating outfit that would answer a couple of questions for setting mine up? Thanks Jon

Updated 14 March - acquired the BB1D in a trade, so now have one of each of the Universals, and one of each of the Chevrolets, including the Chevrolet variations. Updated list: Numbered 257s, 262s, 586s, 638s, 640s, 641s, 2035s, 2212s, 3377s, 4403s Coded 4A1, 6A1, 6B1, 6B2, 6C1, 6C2, 6D1, 6D1R, 6F1, 6J2, 6J3, 6K2, 6K3, 6N1 Surely someone has some of these squirreled away. Will buy, trade for, whatever; and I have some pretty good trade bait! Jon

Check my previous post. Tom at Then and Now should be able to identify the origin of your fuel pump, and should have a rebuilding kit available. Jon

See thread 1964 Buick 3665s in the General Discussion forum. Jon

I spent the last hour and a half scanning this thing (I don't have the $12,000 scanner to do it easily ) As reported in the other thread, the tag is on the pump side of the carb in the rear. The tag is part number 107-32 and is BLACK! The carburetor was released to production on 2 May 1963. Jon

The TX-2 is what is referred to as an S.A.E. size 2 carburetor. The S.A.E. size 2 carbs were listed as being a "nominal" 1 1/4 inch carburetor. This terminology confused some early documentationalists. I don't have a good one to measure, but most Stromberg size 2 carbs have a 1 and 7/16 inch throttle bore. The size 3 would be 1 11/16 inches. The Carter BB-1 289s or later 289sd both have 1 1/16 inch venturii. As all BB-1 Carters are straight flange, either would require a cross-flange adapter. Jon

Wayne - think outside the box! Maybe Tom will have the tag color (should be unique for a specific carburetor identification number). Make a trip to the store, and look for beverage cans (anodized aluminum). Find one (hopefully with a beverage you enjoy), buy the can, drink (or drain) the beverage, and use the tag shape you have as a pattern, and cut your own tag! Jon

The Packard 1934 Super 8 used fuel valve assembly P-18914. P-18914 is composed of P-17924 seat, P-10666 gasket, and P-17810 valve - no clip. Jon

I don't have all of the Carter prints digitized. If the identification number is supplied, I will check to see if I have a microfilm copy. I checked a LOT of Chevrolet and Pontiac prints, and all had the tag on the pump side of the carburetor, the screw in the back (2 o'clock). Some of the later Chrysler carbs had the tag on the pump side, under the screw just to the left of the pump. Jon

The long answer: The original Senior 6 was equipped with a Stromberg TX-2, with a 1 3/32 venturi (largest venturi Stromberg put in the TX-2). THE CARBURETOR WAS TOO SMALL! Stromberg also found that the 1 3/32 venturi was TOO LARGE FOR THE THROTTLE BORE OF THE TX-2, impacting the vacuum signal. The largest venturi I have found in the UX-2 is 1 1/16 (same throttle bore as the TX-2). VERY EARLY in the life of the Senior 6, the TX-2 was replaced by the UX-3 with a 1 1/8 inch venturi. As the UX-3 has a larger throttle bore, the venturi could also be larger. Jon

The short answer: Stromberg did NOT sell a UX-2 to Dodge for the Senior 6. Jon

The letters/numbers stamped on the rectangular brass tag by the choke lever should allow identification of the carb. Looks like a tractor carb to me. Jon

From "GM Folks Magazine" June 1940, Vol 3, Issue 6. Pretty high tech stuff for 1940 Jon