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Everything posted by carbking

  1. 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 ca
  2. 4-barrel carburetor??? In 1918??? Jon
  3. Paul - I show 115 different Stromberg type U-2, and 68 different Carter type BB-1 in my database. Jon.
  4. 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.
  5. It is this feature that unfortunately, often get beginners to the old car hobby in trouble. For instance, someone may read that a Stromberg SF-4 is an excellent choice for a 1929~1932 Packard to be used for touring. (Opinion - IT CAN BE!). But what isn't written, or possibly written, and ignored, is the fact that Stromberg made hundreds of different type SF-4 carbs for engines from 318 CID to 1503 CID. But there were seven different venturii of different sizes which could be used in the SF-4. Too small a venturi, and the engine will run very well (but poor fuel economy) to a certai
  6. Ed - I don't know, but I would guess it had to do with proximity. (Both were located in Detroit). When Cadillac discontinued the Johnsons, they used another Detroit company (Detroit Lubricator). Communications and transportation were better than a waxes string with beer cans at both ends, and pack mules; but how much better? Why did Buick stick with Marvel for so many years (both located in Flint)? By keeping one's sources close to home, one could minimize both travel time and costs. Jon.
  7. A bit more information on "chicken/egg": In this age of instant, well generally instant, information, etc., it is important to remember time frames were not always so short. Just looking at part of the Carter prototype file this morning, and noticed some date information. The first issue of the Carter prototype 2507s AFB for the 1957 Buick was completed 21 December 1955. The same day, Carter finished the initial prototype WCFB's for dual quad 1957 Pontiacs. Assigned numbers were 2508s, 2509s, 2510s, and 2511s. There are four numbers because of ca
  8. I think maybe it was the rooster! Of all of the original carburetor documents I have acquired over the years, I was never interested in, nor attempted to acquire, correspondence. So, guessing: The carburetor companies, as new technology developed, would produce a "standard" carburetor. And while I know 31Plymouth asked about the Carter DRT-08, I am going to answer the question with much later Carter carburetors, the AFB 4-barrel. The AFB debuted in 1957. Carter produced standard carburetors in sizes of (approximate) 400, 500, and 625 CFM.
  9. I have never seen ANY documentation on the Cadillac/Johnson carburetors from Johnson. There is some documentation on repair in the Dykes Encyclopedia, as well as the Radco repair manuals. We do custom make rebuilding kits for these; however to add to Ed's comments: The most expensive component to the rebuilding of the Cadillac/Johnson carburetors is the automatic, underhood halon fire estinguishing system. Remember, these things come from the same company that thought the way to preheat fuel (other companies used water jacketed or exhaust jackete
  10. http://www.thecarburetorshop.com/Troubleshooting.htm#Fuelleak Jon
  11. If the results of checking issues Bloo mentioned doesn't help, this link might: Carter Ball & Ball issues Assuming you have the original carburetor, better carburetors were, and are, available. But the originals were cheap! Jon.
  12. I have now more than 1000 pieces of original literature on my website, with the majority being carburetor related from about 1909 to 1974. http://www.thecarburetorshop.com/Carbshop_lit.htm If there is carburetor literature you would like to see that you don't see, please let me know. What is there is the proverbial tip of the iceberg. Jon.
  13. Jack - the Rochester model B was introduced to (foisted upon ???) the world in 1950 on 6 cylinder 216 CID and 235 CID Chevrolet. There may or may not be some additional stamped numbers on the throttle body (lower casting) that might date it later. There originally would have been a triangular tag under one of the four screws holding the top casting (air horn) to the center casting (bowl). Should the tag be present, there would be a seven-digit identification number plus a date code. If the tag is gone, so is the ability to narrow it to year. Jon.
  14. It is my thought that some may misunderstand the reason(s) for using a flow bench. The major reason was carburetor design, although racing teams may also use them to test modifications (again, design). The carburetor companies, designing carburetors, were interested in very precise measurements of A/F ratios at specific values of vacuum. A secondary function was the CFM available at different values of vacuum, although many look only at WOT CFM. However, CFM figures, at best, are ambiguous. Anyone that believes a carburetor rated 500 CFM will actually flow 500 CFM still
  15. OK - Holley used a fluid called Stoddard Solvent, which has the exact same specific gravity as gasoline. Jon.
  16. While I have never used 3D printing, it seems to be a tool to maybe simplify production of a part. BUT The financial successful production of a part depends in a large part on demand. As an example: I have a set of new old stock air valve springs for the Packard (Detroit Lubricator) carburetor used on a decade of Packards up to spring 1929. 40 years ago, I sent the samples to a "Mom n Pop" spring winding company and had 100 sets made to put in the rebuilding kits for those Packard carbs. It took 38 years to go through 100 sets. Now the "Mom and Pop" company
  17. Difficult to be certain from the picture, but the downdraft carburetor appears to be a Rochester type B, introduced in 1950. Jon.
  18. The carburetor and fuel pump rebuilding and testing station on my site had testing procedures and tools for service (volume, fuel leaks, vacuum leaks, etc.). The carburetor companies testing with the wet flow bench did NOT use fuel (dangerous). There is another non-flamable material (no, I do not remember its name) with properties (other than the ability to burn) simiilar to gasoline that is used with the wet flow bench. I have custody of the Carter Carburetor Company flow test files. Lots of folks consider "flow testing" as to determine the CFM of the carburetor; but f
  19. Are you located in Canada finding 94 octane? Remember, the octane ratings scales used in Canada differ from those in the USA. The posted Canadian rating for the exact same fuel will be several points higher than the posted US rating. Jon.
  20. Pictures in my "virtual carburetor museum": Hygrade carburetor and fuel pump repair and test station Jon.
  21. The pressure build-up is due to expansion of fuel in the fuel line between the regulator and the carburetor. I have been suggesting the use of the return line for 30 years. I didn't invent the idea, just looked at what the manufacturers did 50 plus years ago on vehicles with big engines and air conditioning. The factory engineers were not dummies. Often a good idea to see how they solved a problem, and see if their solution may be migrated to a similar problem. Jon.
  22. I have no first hand experience, other than personally never needing to do so, thus - no comment. Jon
  23. Dynaflash - if you stop for gas (or any time you restart the engine when the engine is hot), run the engine at a fast idle (1500~1800 RPM) for 30~45 seconds BEFORE you put it in gear. You are experiencing "hot soak". Once you clear the fumes in the air cleaner, and the puddles in the intake manifold, the engine should run as it did before you shut it off. Jon.
  24. If you are truly concerned about the long time damage: These are NOT rare carburetors, as the Riv used the same carb as other 455's (7043240). Pick up one (or more), rebuild it/them (I happen to know of an excellent source for ethanol-friendly rebuild kits ), and put them on the shelf for the future. Change the soft fuel hose(s) every five years. Drive and enjoy the vehicle. Jon.
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