carbking

Chrysler used the Ball & Ball carburetor designed by Chrysler, and commissioned to Carter for production through the 1950 model year on vehicles needing controls for the transmission, as well as other vehicles.. In 1951, Chrysler started using a Stromberg, designed by Stromberg, with a different electrical control. I do not know if the 1951 Stromberg may be used on the 1949. The Ball & Ball carbs are considered troublesome, but more or less inexpensive. The Strombergs are considered to be of much higher quality, and much more expensive. I am unaware of any other carbs with the electric controls for the transmission. The major issue with the Ball & Ball carbs is warpage. A professional carburetor rebuilder, CAN straighten the castings, using special jigs, heat, and pressure. Like the Rochester B, these castings will again begin to warp, and will require straightening every so many years. Virtually all parts, other than castings, are available. The Strombergs, once professionally rebuilt, should last the life of most of the folks on this forum The above is information only, I no longer restore carburetors. Jon.

At cruise RPM, the accelerator pump probably will not be activated, so would seriously doubt this is your problem (although I sell carburetor kits should you disregard my opinion). You can easily test the fuel pump's function by accelerating HARD through first and second gears. If you get through second gear without running the carburetor out of fuel, the fuel pump is fine. My initial guess would be that you have ignition issues, probably timing, or a distributor that is not advancing properly. Jon.

Do not have a sample of this flange baffle, and Carter does not specify the correct order. Jon.

Carter 2840s (1959 Buick) used: Flange gasket 1A-119 Flange baffle 186-85 Jon

Would be easier to know what is going on if more information was supplied. Buick used as least SIX DIFFERENT flange baffles on the cars equipped with Carter AFB carbs from 1957~1966. I don't have information on the ones used with Rochester carburetors. Maybe same as Carter, maybe not. Be nice to know which carb and which baffle were being used. Jon.

My vote is marine. I know some early Palmer Marine engines used a similar carburetor. Jon.

You need the carburetor identification number, and then use the search engine of your choice with a search string of: Holley thecarburetorshop.com [then add the list number without the prefix and suffix here] Don't use the brackets. To get the identification number, assemble: (1) A wire brush (2) A pencil eraser (3) A strong light (4) A strong magnifying glass (5) Most importantly, a pair of young eyes Once you have all of the above: (1) Orient the carburetor such that you can read the word "Holley" on the bowl. (2) Note the fuel inlet is to your left, and screws into a square "boss" that stands proud of the rest of the body. (3) Using the wire brush and pencil eraser, clean the side of the boss that you can see (4) Read the identification number. There are a number of types of numbers, as the O.E. number will be stamped first; but you are interested in the Holley "List" number. An example might be ECZ-9510-AA List R-1434-A In this example all you are interested in would be the 1434 Now you can find the application. Jon.

There are other causes of flooding besides float adjustment. What is your fuel pressure? What type of fuel valve are you using? Has the float been tested? Jon.

The best way to adjust the float on many older carburetors is to change the thickness of the fuel valve seat gasket. This method will work well on the Stromberg. Jon

As Joe mentioned, several possibilities. One that can cause high idle is a defective choke pull-off, which is quite easy to test. These are parts with diaphragms, and do go bad over time. A defective choke pull-off would definitely effect the idle, and would be a small vacuum leak. No help on the transmission; you wouldn't like my solution. I have never had this problem with a manual transmission! Jon.

Joe - I think you are correct about pertronix not being the problem HERE, and I certainly understand the issue of parts for older American cars in Europe, especially during the pandemic. In my original post, I suggested compression test, followed by leak-down test; BUT: Electronics are so (*&^%$# unreliable (I currently have a factory unit in a 1979 Ford that about half the time will leave the distributor at full advance when the engine is shut down, the other half of the time it doesn't). Today, when a customer calls with a carburetor problem, the first question is do you have pertronix? If yes, the second test is change it back to points. To be fair, I don't remember many that had issues at cruise, virtually always the issues occur with idle. Taking that thought further, most of the issues occur on vehicles with generators. But just because an electronic whizbang has spark part of the time doesn't mean it ALWAYS have spark! With all of the "carburetor issues" I have SOLVED in the last 20 years (and I mean hundreds), with points and condensors; no offense to any one, but I consider it a waste of time to try to diagnose a problem with a pertronix installed. Fix the problem, THEN if someone wants the electronic whizbang, add it to a normally functioning engine! The best excuse for the electronic conversion is Chinese-made condensers! Jon.

Until I read "pertronix" I was going to suggest: (1) compression test, and (2) cylinder leak-down test. Since I read "pertronix" (1) and (2) above are now (2) and (3). I won't attempt to talk you out of the electronic whizbang, but at my age, I would not ride with you unless you had at least one COMPLETE SPARE SYSTEM and the necessary tools to change it in the trunk! ; Two spares would be better (I might be pertronix best salesperson ) Hope you find the problem. Jon

I received very little response to my request for Detroit Lubricator / Stewart (Division of Detroit Lubricator) carburetor data in my other thread. To show how serious I am in this quest for documentation, I am posting an updated list of those Makes that I am aware of using Detroit Lubricator / Stewart carburetors. 40 years ago (when I was 40 years younger, and maybe less wise), I started to do a book on this subject. For some time I have realized this book will never be finished, but still trying to continue documentation on some of the finest, and least understood, of all earlier carburetors. Anyone that can/will help with photos of known original carburetors and their markings, and especially photocopies of factory parts book parts listings; the help will be appreciated. I apologize ahead of the posting about my inability to line up text in a table! Here is the updated customer list: Detroit / Stewart customer list web Make Year Cylinders CID Model Brand ID number Carb Model Cadillac 1932 12 368 370-B (left) Detroit 51 Cadillac 1932 12 368 370-B (right) Detroit 51 Cadillac 1932 16 452 452-B (right) Detroit 51 Cadillac 1932 16 452 452-B (left) Detroit 51 Cadillac 1933 12 368 370-C (right) Detroit 51 Cadillac 1933 12 368 370-C (left) Detroit 51 Cadillac 1933 16 452 452-C (right) Detroit 51 Cadillac 1933 16 452 452-C (left) Detroit 51 Cadillac 1934 8 353 355-D Detroit 1640 51 Cadillac 1934 12 368 370-D (right) Detroit 1682 51 Cadillac 1934 12 368 370-D (left) Detroit 1683 51 Cadillac 1934 16 452 452-D (left) Detroit 1681 51 Cadillac 1934 16 452 452-D (right) Detroit 1680 51 Cadillac 1935 8 353 355-D Detroit 1640 51 Cadillac 1935 12 368 370-D (left) Detroit 1683 51 Cadillac 1935 12 368 370-D (right) Detroit 1682 51 Cadillac 1935 16 452 452-D (right) Detroit 1680 51 Cadillac 1935 16 452 452-D (left) Detroit 1681 51 Cadillac 1936 12 368 36-80, 36-85 (right) Detroit 1752 51 Cadillac 1936 12 368 36-80, 36-85 (left) Detroit 1753 51 Cadillac 1936 16 452 36-90 (left) Detroit 1681 51 Cadillac 1936 16 452 36-90 (right) Detroit 1680 51 Cadillac 1937 12 368 37-85 (left) Detroit 1753 51 Cadillac 1937 12 368 37-85 Detroit 1752 51 Cadillac 1937 16 452 37-90 (left) Detroit 1681 51 Cadillac 1937 16 452 36-90 (right) Detroit 1680 51 Chevrolet 1923 4 171 Superior (Canada) Stewart 25 Chevrolet 1924 4 171 Superior (Canada) Stewart 25 Chrysler 1925 4 186 58 Stewart 30 Chrysler 1926 4 186 58 Stewart 30 Colonial 1917 6 191 Stewart Dixie Flyer 1920 4 192 HS-60 Stewart Dodge 1914 4 212 30, 35 Stewart 25 Dodge 1915 4 212 30, 35 Stewart 25 Dodge 1915 4 212 30 Stewart 25 Dodge 1916 4 212 30 Stewart 25 Dodge 1917 4 212 30 Stewart 25 Dodge 1918 4 212 30 Stewart 25 Dodge 1919 4 212 30 Stewart 25 Dodge 1920 4 212 30 Stewart 25 Dodge 1921 4 212 30 Stewart 25 Dodge 1922 4 212 30 Stewart 25 Dodge 1923 4 212 116 Stewart 25 Dodge 1924 4 212 116 Stewart 3 25 Dodge 1924 4 212 116 Stewart 4 25 Dodge 1925 4 212 116 Stewart 4 25 Dodge 1926 4 212 126 Stewart 350 25 Dodge 1926 4 212 126 Stewart 351 25 Dodge 1927 4 212 126 Stewart 550 25 Dodge 1927 4 212 126 Stewart 355 25 Dodge 1927 4 212 Fast Four Stewart 851 25 Dodge 1928 6 208 Std six, Victory 6 Stewart 855 25 Dodge 1929 6 Truck Stewart 25 Essex 1918 4 179 Stewart Essex Essex 1919 4 179 Stewart Essex Essex 1920 4 179 Stewart Essex Essex 1921 4 179 Stewart Essex Essex 1922 4 179 Stewart Essex Essex 1923 4 179 Stewart Essex Essex 1924 6 145 Stewart 55 25 Essex 1925 6 145 Stewart 55 25 Essex 1925 6 145 Stewart 57 25 Essex 1926 6 145 Stewart 58 25 Essex 1927 6 153 Stewart 59 25 Essex 1928 6 153 Stewart 59 25 F.R.P. 1914 4 454 A, B, C Stewart F.R.P. 1915 4 454 A, B, C Stewart F.R.P. 1916 4 449 45 Stewart F.R.P. 1917 4 449 45-A Stewart F.R.P. 1918 4 449 45-B Stewart Ford 1932 8 221 Detroit 907 Ford 1933 8 221 Detroit Graham 1930 6 207 Standard Six Detroit 51 Graham 1930 6 224 Special Six Detroit 51 Graham 1930 8 299 Standard Eight Detroit 51 Graham 1930 8 299 Special Eight Detroit 51 Graham 1930 8 299 822 Detroit 51 Graham 1930 8 299 834 Detroit 51 Graham 1930 8 322 Custom Eight Detroit 51 Graham 1931 6 207 46 (Standard Six) Detroit 51 Graham 1931 6 224 45 (Special Six) Detroit 51 Graham 1931 6 224 53 (Standard Six) Detroit 1040 51 Graham 1931 6 224 54 (Special Six) Detroit 1040 51 Graham 1931 8 245 820 (2nd series) Detroit 1030 51 Graham 1931 8 299 822 Detroit 51 Graham 1931 8 299 834 Detroit 51 Graham 1931 8 299 Special (1st series) Detroit 51 Graham 1931 8 299 Standard Eight Detroit 51 Graham 1931 8 322 Custom Detroit 51 Graham 1932 6 224 53 (Standard Six) Detroit 1040 51 Graham 1932 6 224 54 (Special Six) Detroit 1040 51 Graham 1932 8 245 57 (Blue Streak) Detroit 1030 51 Graham 1932 8 245 820 Detroit 1030 51 Graham 1932 8 299 822 Detroit 51 Graham 1932 8 299 834 Detroit 51 Graham 1932 8 299 822 Detroit 855 51 Graham 1932 8 299 834 Detroit 51 Graham 1932 8 322 837 Detroit 51 Graham 1933 6 224 Standard Six (2nd Detroit 1040 51 Graham 1933 6 224 65 (Standard Six) Detroit 1580 51 Graham 1933 8 245 63, 64 Detroit 1030 51 Graham 1933 8 245 57 (Blue Streak) Detroit 1030 51 Graham 1933 8 245 57A (Custom Eight) Detroit 1030 51 Graham 1934 6 224 65 (Standard Six) Detroit 1580 51 Graham 1934 6 245 64 (Standard Eight) Detroit 1030 51 Graham-Paige 1930 6 191 612 Detroit 51 Graham-Paige 1930 6 224 615 Detroit 51 Graham-Paige 1931 6 191 612 Detroit 51 Graham-Paige 1931 6 224 615 Detroit 51 Hollier 1915 8 240 Stewart Hollier 1916 8 240 Stewart Hollier 1917 6 180 186 Stewart 25 Hollier 1917 8 240 178 Stewart 25 Hollier 1919 6 211 206 Stewart 25 Hollier 1919 8 240 188, 198 Stewart 25 Hudson 1917 6 289 H, J Stewart Hudson Hudson 1918 6 289 M Stewart Hudson Hudson 1919 6 289 O Stewart Hudson Hudson 1920 6 289 O Stewart Hudson Hudson 1921 6 289 Stewart Hudson Hudson 1922 6 289 Stewart Hudson Hudson 1923 6 289 Stewart 75 25 Hudson 1923 6 289 Stewart Hudson Hudson 1924 6 289 Stewart 76 25 Hudson 1925 6 289 Stewart 77 25 Hudson 1925 6 289 Stewart 78 25 Hudson 1925 6 289 Stewart 79 25 Hudson 1926 6 289 Stewart 80 25 Hupmobile 1925 6 196 A-1 Stewart 25 Hupmobile 1926 6 196 A-5 Stewart 25 Kline 1916 6 224 36 Stewart Lozier 1914 4 369 84 (29 HP) Stewart Lozier 1916 4 369 84 (29 HP) Stewart Lozier 1917 4 369 84 (29 HP) Stewart Lozier 1918 4 369 84 (29 HP) Stewart Maxwell 1923 4 186 Stewart 25 Maxwell 1924 4 186 Stewart 25 Maxwell 1925 4 186 Stewart 30 New Era 1933 Packard 1905 4 266 N Detroit PAV Packard 1906 4 350 S (24) Detroit PAV Packard 1907 4 432 U (30 Detroit PAV Packard 1908 4 432 UA (30) Detroit PAV Packard 1909 4 266 NA (18) Detroit PAV Packard 1909 4 432 UB, UBS (30) Detroit PAV Packard 1910 4 266 NB (18) Detroit PAV Packard 1910 4 432 UC, UCS (30) Detroit PAV Packard 1911 4 266 NC (18) Detroit PAV Packard 1911 4 432 UD, UDS (30) Detroit PAV Packard 1912 4 266 NE (18) Detroit PAV Packard 1912 4 432 UE (30 Detroit PAV Packard 1912 6 525 Series 1-48 Detroit PAV Packard 1913 6 415 Series 1-38 Detroit PAV Packard 1913 6 525 Series 2-48 Detroit PAV Packard 1914 6 415 Series 1-38 Detroit PAV Packard 1914 6 415 Series 2-38 Detroit PAV Packard 1914 6 525 Series 4-48 Detroit PAV Packard 1914 6 525 Series 3-48 Detroit PAV Packard 1915 6 415 Series 3-38 Detroit PAV Packard 1915 6 525 Series 5-48 Detroit PAV Packard 1916 12 424 Series 1-25, 1-35 Detroit PAV Packard 1917 12 424 Series 2-25, 2-35 Detroit PAV Packard 1918 12 424 Series 3-35 Detroit PAV Packard 1918 12 424 Series 3-25 Detroit PAV Packard 1919 12 424 Series 3-25 Detroit PAV Packard 1919 12 424 Series 3-35 Detroit PAV Packard 1920 12 424 Series 3-35 Detroit PAV Packard 1921 6 242 116 Detroit PAV Packard 1921 12 424 Series 3-35 Detroit PAV Packard 1922 6 242 116 Detroit PAV Packard 1922 6 268 126 Detroit PAV Packard 1922 6 268 133 Detroit PAV Packard 1922 12 424 Series 3-35 Detroit PAV Packard 1923 6 268 126 Detroit PAV Packard 1923 6 268 133 Detroit PAV Packard 1923 12 424 Series 3-35 Detroit PAV Packard 1924 6 268 126 Detroit PAV Packard 1924 6 268 133 Detroit PAV Packard 1924 8 358 143 Detroit PAV Packard 1924 8 358 136 Detroit PAV Packard 1925 6 268 226 Detroit PAV Packard 1925 6 268 233 Detroit PAV Packard 1925 8 358 136 Detroit PAV Packard 1925 8 358 143 Detroit PAV Packard 1926 6 289 326 Detroit PAV Packard 1926 6 289 333 Detroit PAV Packard 1926 8 358 243 Detroit PAV Packard 1926 8 358 236 Detroit PAV Packard 1927 6 289 433 Detroit PAV Packard 1927 6 289 426 Detroit PAV Packard 1927 8 385 336 Detroit PAV Packard 1927 8 385 343 Detroit PAV Packard 1928 6 289 526 Detroit PAV Packard 1928 6 289 533 Detroit PAV Packard 1928 8 385 443 Detroit PAV Packard 1929 8 319 626 Detroit 750 51 Packard 1929 8 319 633 Detroit PAV Packard 1929 8 319 626 Detroit PAV Packard 1929 8 319 633 Detroit 750 51 Packard 1929 8 385 640 Detroit PAV Packard 1929 8 385 640 Detroit 775 51 Packard 1929 8 385 640 Detroit 776 51 Packard 1929 8 385 645 Detroit PAV Packard 1929 8 385 645 Detroit 775 51 Packard 1929 8 385 645 Detroit 776 51 Packard 1930 8 319 733 Detroit 753 51 Packard 1930 8 319 733 Detroit 755 51 Packard 1930 8 319 733 Detroit 756 51 Packard 1930 8 319 726 Detroit 754 51 Packard 1930 8 319 726 Detroit 755 51 Packard 1930 8 319 733 Detroit 754 51 Packard 1930 8 319 733 Detroit 757 51 Packard 1930 8 319 726 Detroit 753 51 Packard 1930 8 319 726 Detroit 756 51 Packard 1930 8 319 726 Detroit 757 51 Packard 1930 8 385 740 Detroit 776 51 Packard 1930 8 385 745 Detroit 782 51 Packard 1930 8 385 745 Detroit 779 51 Packard 1930 8 385 745 Detroit 780 51 Packard 1930 8 385 745 Detroit 776 51 Packard 1930 8 385 745 Detroit 778 51 Packard 1930 8 385 740 Detroit 781 51 Packard 1930 8 385 740 Detroit 782 51 Packard 1930 8 385 740 Detroit 780 51 Packard 1930 8 385 740 Detroit 778 51 Packard 1930 8 385 734 Detroit 825 51 Packard 1930 8 385 734 Detroit 825 51 Packard 1930 8 385 740 Detroit 779 51 Packard 1931 8 319 826 Detroit 764 51 Packard 1931 8 319 826 Detroit 760 51 Packard 1931 8 319 833 Detroit 758 51 Packard 1931 8 319 833 Detroit 763 51 Packard 1931 8 319 833 Detroit 760 51 Packard 1931 8 319 833 Detroit 762 51 Packard 1931 8 319 833 Detroit 764 51 Packard 1931 8 319 833 Detroit 761 51 Packard 1931 8 319 826 Detroit 762 51 Packard 1931 8 319 826 Detroit 758 51 Packard 1931 8 319 826 Detroit 759 51 Packard 1931 8 319 826 Detroit 761 51 Packard 1931 8 319 833 Detroit 759 51 Packard 1931 8 319 826 Detroit 763 51 Packard 1931 8 385 845 Detroit 785 51 Packard 1931 8 385 845 Detroit 786 51 Packard 1931 8 385 845 Detroit 787 51 Packard 1931 8 385 845 Detroit 784 51 Packard 1931 8 385 840 Detroit 786 51 Packard 1931 8 385 840 Detroit 787 51 Packard 1931 8 385 840 Detroit 788 51 Packard 1931 8 385 840 Detroit 785 51 Packard 1931 8 385 845 Detroit 788 51 Packard 1931 8 385 840 Detroit 784 51 Packard 1932 8 319 901 Detroit 764 51 Packard 1932 8 319 902 Detroit 764 51 Packard 1932 8 319 900 Detroit 200 51 Packard 1932 8 385 903 Detroit 789 51 Packard 1932 8 385 904 Detroit 788 51 Packard 1932 8 385 904 Detroit 789 51 Packard 1932 8 385 903 Detroit 788 51 Paige 1913 4 251 F Stewart 12 Paige 1914 4 251 F Stewart 12 Paige 1915 4 251 F Stewart 12 Paige 1930 6 224 44 Commercial Car Detroit 51 Pilgrim 1915 4 188 Stewart Pilgrim 1916 4 188 Stewart Regal 1915 4 154 E Stewart Regal 1915 4 221 D, R (39 HP) Stewart Regal 1916 4 221 D, E 25 Regal 1916 8 254 F 25 Jon

Shop truck, and yes, 300 CID. Long distances to swap meets. 1/2 mile to parts store; just whatever was required. So far the best I have done with one of the electronic whizbangs is 221,000. This is the one that replaced the other; and this one required a rebuilt engine at 140,000! Trans-axle blew at 221,000. Same driving cycle. Current shop truck (another electronic whizbang) required rebuilt engine at 106,000. So far, no other major expenses. I am preparing a 1968 (with 2 carburetors) to replace the current one when it gives up! Maybe some folks are getting better longevity with the electronic whizbangs, but I am not. To be fair, the carbureted vehicle did have a factory electronic ignition. In 440,000 miles, I replaced it 13 times! Had two new ones (spares) in the glove box when I took it to the salvage yard. I don't think electronics like the humidity in the summer and the salt in the winter in Missouri. Jon.

The gentleman I believe to be the authority on fuel pumps does not post on social forums. Try "Then & Now Automotive" in the Boston area. Ask for Tom. (781) 335-8860 Jon.

Graham Man - THANK YOU! I have been trying to attach series numbers to the suffixes, but never thought about the fact that some models lasted more than a year. I believe you have my answer. Two different folks have told me they have a Model 65 with the F33-1 plate. EDIT: PM sent Jon.

If I get 440,000 miles out of my modern electronic whizbang, like I did my carbureted Econoline (before the salt and cinders we have to have in the winters in Missouri to keep poor drivers on the road) I will be happy. After the Econoline rusted out the third time, I gave up! Oh, and the cylinder head was never removed from the engine, nor any ring jobs. Jon.

Thinning my carburetor literature. This item is a 50 year collection of either original literature or copies of original literature concerning carburetors used by Studebaker. Represented are: Carter AFB, AS, RBS, W-0, W-1, WCFB, WD-0, Schebler T, Stromberg AAO, BXO, E, EE, EX, TX, U, UR, UU, UUR, UX, and WW. Carter and Stromberg part numbers are listed, with a Studebaker part number interchange. Included are factory parts listings, service instructions, some service letters, even some of the little-known, and exceptionally rare Carter TFN's. The Carter (T)emporary (F)ield (N)otice was mimeographed and sent to a very few Carter service folks on carburetors that were exceptionally low volume production (in this case, Avanti). Carter did not publish catalog sheets on most of these, the TFN was the only Carter documentation. Those of you that remember the old mimeographed documents (school newsletters) will remember the ink faded fairly quickly. I have had to retype some of these to allow them to be read. This 8 1/2 by 11 collection is in an Accopress binder, and is 1 inch thick. Price, including postage in the 48 contiguous United States is $110. One only to the FIRST CALLER 573-392-7378 (9-12, 1-4 Mon-Tues central time). VISA or MasterCard accepted. No other forms of payment accepted. Since I am unable to determine who was first digitally (emails, PM's), I am using the telephone so there are no hard feelings by someone who thought they were first. Jon.

The Schebler Model D was, I believe, Schebler's first attempt at a carburetor. Initially produced in 4 sizes from 1 inch to 2 inch; before the model run ended, at least 2 additional sizes were added. The literature suggests that the 2 inch version is the largest. At various times, the various Schebler D models were used on automobile, truck, tractor, marine, industrial, and military applications. The Schebler literature is woefully inadequate in identification, applications, etc. concerning the model D. Jon.

10-157 was used on the 1929 Pontiac with a 200 CID 6 cylinder. 10-160 was used on the 1928 Pontiac with a 186 CID 6 cylinder. If the castings are good, use the 10-157. Don't use the 10-160. Jon.

Ethanol raises the Reid Vapor Pressure (RVP) approximately 1 psi; so it does add to the problem. But even that fuel that does not contain ethanol has a higher RVP than gasoline of yesteryear. We don't have a significant lobby to change the fuel, but we can adapt. Jon

I have answered this question several times in the last week, both via telephone, and on this and other automotive forums. The issue: Hot engine is anywhere from very difficult to impossible to start from maybe 5 minutes after shutdown, until the engine cools. The cause: Once the engine is shut down, the inlet check valve in the fuel pump, if a fuel pump is installed, closes, preventing fuel from draining out of the fuel line back to the fuel tank. The engine heat now heats the fuel in the fuel line, and because of the volatility of modern fuel, creates a pressure in the line that the float and float valve in the carburetor are unable to withstand. The result, depending on the diameter of the fuel line, and the distance from the pump to the carburetor, somewhere between a teaspoon and maybe 3~4 tablespoons of fuel will dump into the carburetor. This raises the fuel level in the carburetor bowl(s) above the main discharge nozzle(s). The fuel runs out the main discharge nozzle(s) onto the throttle plates(s). If the throttle plate(s) are cracked open, fuel runs down into the intake manifold where it is vaporized. If the throttle plate(s) are closed, fuel runs out the throttle body beside the throttle shaft and drips onto the intake manifold, as well as vaporizes into the air cleaner. At the same time, engine heat is causing the fuel left in the bowl(s) to vaporize, and escape the bowl(s) through the bowl vent(s) into the air cleaner. The air in the air cleaner, as well as that in the venturi area of the carburetor and the intake manifold is now so dense with fuel that the mixture will not burn; thus the engine will not start. The operator: Most of us are old enough that we were taught to floor the footfeed, activating the "unloader" circuit in the carburetor, allowing the engine (an air pump) to pump the overrich mixture out of the tailpipe. This worked well before fuel volatility became so high. But the unloader circuit opens the throttle valve(s) wide open, and today's fuel will simple continue to fill the intake, and the engine still will not start. One may picture the operator, with both hands grasping the steering wheel, pulling as hard as possible on the wheel, and very red in the face This before the air in the cabin turns blue A possible solution: We have found that GENERALLY (no guarantee, but then no charge!) if one forgets one's lifelong teaching in this area, the engine can be started. The method is to enter the driver's seat, and don't even look at the footfeed, let alone touch it! Now crank the engine from 3~7 seconds. Each engine has a "sweet spot" which one may find by trial and error. WHILE STILL CRANKING THE ENGINE, GENTLY press the footfeed down about 1/3 of the way (gently so as to not activate the accelerator pump making things worse). DO NOT STOP CRANKING BEFORE PRESSING THE FOOTFEED! The engine should start, and run rough. Run the engine in neutral at a high idle for 20~25 seconds. This should be sufficient time for the systems to stabilize, and the engine to run normally. If you have the issue, try the solution (it costs nothing) and it just might work for you. Jon.

Try this: Difficult starting of hot engine Jon

Moe - you are absolutely correct, but not for the reason you might think! How would you like to be called names that would make a sailor blush, when you get a call from someone that just bought an old car that had sat a couple of months, needs carburetor parts for an unknown generic carburetor; and you are forced to tell him he has a doorstop? Jon

I hesitate to post the following, however: From "Stewart Dodge Model 25 Booklet" THE METERING PIN SHOULD NOT BE TAMPERED WITH UNLESS ABSOLUTELY NECESSARY. From another source not often, if ever, seen on the internet. When replacing a carburetor that has been taken apart, trouble may be experienced in getting proper adjustment, due to wrong assembling of dash control lever or metering pin. If adjusting screw can not be moved far enough to get proper adjustment, remove dash control lever from its shaft and turn shaft to right or left, with pliers, until proper adjustment is secured. Turn to right for lean and to left for rich mixture. Turn adjusting screw until it is about in the middle of its up and down travel and replace dash control lever on shaft with its arm in contact with point of adjusting screw. Jon.