carbking

First, I am sorry you are hearing challenged. In the past, we got lit up, not once, but twice, on the internet from potential customers who got a price on a carburetor in an email; then acquired a money order which was mailed to us without calling to confirm the order. Of course, both times the carburetors has been sold to a customer that called. Since then, company policy has been to price kits (which we make, therefore will not run out) in the emails; but NOT to price carburetors for which we have no source if we run out). Again, sorry you are hearing challenged, but this policy will NOT change. When someone calls for a carburetor, we give a price that is good for the duration of the telephone call (I have a list of prices, and the price doesn't change, but the availability might change). And in your case, the carb was sold this morning. Thought maybe it was a friend of yours, but guess not. So now, out of the 7-69. EDIT: Rand Broadstreet (a couple of posts above) states he has some, and his email. Jon.

They were NOT good carbs, even when new. Chrysler design, built by Carter. They were so bad, Carter thought it necessary to publish a troubleshooting guide to attempt to help customers, and minimize complaints: Chrysler Ball & Ball carb troubleshooting guide Of all the carbs Carter ever produced, this was the only one they thought needed a troubleshooting guide. (Opinion) the first decent Ball & Ball downdraft was built in 1939. Carter felt the same way, as in 1939, Carter released service replacement carbs for the 1933~1938 carbs. Jon.

I have no dog in this dogfight However, I have always appreciated the irony of Schebler Carburetor Company promoting their carburetors for firetrucks. This meant a firetruck was present to put out the inevitable engine fire from a leaky Schebler carburetor!!! Evidently, the CEO's of a number of truck companies did NOT appreciate the irony; as in 1932 (the Stromberg SF/SFM series carbs and the Zenith 63/263 series carbs were introduced in 1931) a number of truck companies REQUESTED service replacement carburetors (to replace the Scheblers) from both Stromberg and Zenith. Many of these were issued O.E. part numbers, and one may assume these were sold through the truck dealerships. Jon.

The O6H with three hole base (list number 126) was used 1941 and earlier. The O6H with four hole base (list number 202) was used 1942~1948 https://www.thecarburetorshop.com/Klincoln.htm You can see they use two different repair kits. Jon

Ed - I started using the analogy some 40 or so years ago, after a Stromberg came into the shop with every single brass hex nut now round with clinch marks from pliers. Not as bad as the folks using needle-nose pliers to remove Stromberg jets because they are too frugal to buy (or fabricate) a Stromberg jet wrench. We had to make several plugs with oversize threads because the needle-nose pliers rubbed out the body threads. Don't know if I coined the phrase (I did for me, anyway), but if so, you have my permission to use it, without royalties! Jon

They are two different type E carbs. As to exact identification, the ONLY reliable method of which I know to identify these early Marvels: (1) Start with the ILLUSTRATED Marvel parts book. (2) Using the pictures, identify the part numbers for: insert assembly, throttle arm, throttle link, and choke arm. Now go to the Marvel Master Parts listings, and go through the listings one by one until you eliminate all but one with all of the part numbers. Don't be surprised if "Dr. Goodpliers" (the evil twin of Mr. Goodwrench) has "married" two or more carbs together 75 years ago. Unless you have time to watch paint dry, probably economically unfeasible to try to exactly identify these units. We don't even try unless we have a sale for one. Then often easier to just assemble one from the parts listings rather than trying to find one. Jon.

When the carburetor is off, the mounting gasket should be compared to both the bottom of the carburetor flange assembly AND the top of the intake manifold. Migrating carburetors to a different application will sometimes get one in trouble with the mounting gasket for the carburetor being incorrect for the intake manifold. Jon.

Walt - two different stamps of the 1908 Locomobile "Old 16" were issued 30 December 1986 by Tuvalu Nanumea. Scott catalog number 28a, and 28b. Michel catalog numbers 103 and 104. These were issued as a part of the "Leaders of the World" issue over a number of years, and countries. While these stamps were legal for postage, they were issued with the collector market in mind. Jon.

If one is looking for pictures: Ebay Use search string: postage stamp cars Should find 10,000 or more Jon.

Cars, trucks, buses, motor racing, and motorcycles world-wide. Indexing by make is iffy on some of the non-USA brands, if the brand is not printed on the stamp. Can index on: Stamps by country Stamps by brand Stamps by individual (i.e. Richard Petty) Some dual searches (brand and country) Also have a large duplicate collection if anyone might have an interest. Jon.

Why not rebuild the one you have? Jon.

Stamp collecting is still a very large hobby (although much smaller than before the post office initiated the self-stick stamp). Due to the sheer numbers of stamps available, many beginning (and advanced) collectors collect topical stamps rather than trying to acquire all stamps from a given country. Automobiles on stamps is one of the most popular topics. When I acquired a checklist on automobiles on stamps from the American Topical Association, some 5 years ago, they then listed just a few shy of 5000 different, but it was not absolutely complete then, and more have printed since then. I have more than 4000 different in my personal collection. There are a number of smaller countries which include the printing of topical stamps as one of their largest industries! I have spent hundreds of hours reworking (now seachable a number of different ways, including by car make) the automobile stamp database. Not giving lists away, but not overly expensive. If any interest, contact me BY TELEPHONE 573-392-7378 (9-12, 1-4 Mon-Tues central time). Jon.

It is a universal carb, and both throttle and choke may be situated on either side. As to the spring, no clue; it certain is not needed. Possible a hanger to hang the carb from the rafters??? Jon

Ebay isn't always correct. https://www.thecarburetorshop.com/Kdodge.htm Jon

From above: "After 1940 this trend was reversed, and most carburetors were stamped on the top surface of the airhorn along one of the edges. " Jon

From my website thecarburetorshop.com: Jon Stromberg The following applies to Stromberg-USA carburetors, and does not apply to Stromberg carburetors produced elsewhere: Stromberg began stamping a ‘code’ number on virtually all O.E. (original equipment) carburetors beginning in 1935 up through the end of production in 1974. Most of the carburetors produced in the late 1930’s were stamped on the throttle body. Others were stamped on the airhorn. After 1940 this trend was reversed, and most carburetors were stamped on the top surface of the airhorn along one of the edges. Replacement carburetors produced during this period were generally identified by tag only (although a few replacements were stamped). The stamped ‘code’ is in the format ‘ccc-nnne’ where ccc is a one, two, or three digit code representing the company for which the carburetor was produced (ie 2=Ford, 4=Chrysler, 7=Buick, etc.); nnn is a one, two, or three digit number representing the next sequential number of carburetor sold to the company in ‘ccc’; and e is a letter (if present) representing the engineering change status of the carburetor. An example would be 7-69A which is decoded as 7 (Buick); 69 (the sixty-ninth type of carburetor sold to Buick – this one fits a 40 series in 1949); and ‘A’ meaning one engineering change to the original specifications. A second change would be 7-69B. Stromberg used both rectangular (held in place by a screw) and round (riveted in place) tags during this period, on those units which were tagged. Stromberg carburetors produced prior to 1935 can easily be identified as to type, as it is cast onto the carburetor; however complete identification is impossible unless one has prior knowledge of the carburetor being identified; and can be quite difficult and time consuming for even someone with the original prints.

It will be interesting to see how insurance companies view, and insure, these items. Of course, if one cannot get insurance, one can always put the replica in their garage (or showroom) and lie to their friends. Just guessing here, but by the time all of the body components are reproduced (and they don't have to exactly match the original) that a restored original will probably be less expensive than a replica. Tooling costs money; for low production items the amortized tooling cost/unit is very high. Having said that, if a replica of the Jaguar XK-SS shows up at Mustang prices, count me in! Jon.

SOLD. This thread may be closed. Jon.

Ray - I reread your post, and notice that you are also looking for an intake. Before looking for the PB intake, you should check with other U and PB owners to determine if it will fit. I do not know, nor do I have documentation to check. If no one volunteers the answer, we normally suggest to look at the intake-to-head gasket for each. If the gasket is the same, the intake will probably fit. Jon.

See this is your first post, so welcome! I have Tillotson documentation (domestic) from 1916~1980's. There is no mention of a model FR-1. I do not have Tillotson export documentation. Tillotson did offer a type JR-1 universal replacement. Tillotson did offer a type F-1B as a replacement for the Zenith used on both the Ford model A and model B vehicles. The Ford engines were 200 CID (see comments under Carter type BB-1). I have no documentation on any other Tillotson types beginning with an "F". In the for what its worth category, Tillotson produced a number of different universal replacement carburetors. The JR series came as JR-1, JR-2......JR-6. There was also a UR series, and a YR series. ALL of the Tillotsons with a two letter type (i.e. JR) the "R" meant replacement. There were also some original equipment type R with no prefix letter (example R-2A). According to Carter documentation: 1929 Plymouth model U (domestic) - Carter type RT-08 identification number 130s 1929 Plymouth model Q (export L.H.D.) - Carter type DRT-08 identification number 131s 1929 Plymouth model Q (export R.H.D.) - Carter type DRT-08 identification number 132s 1930 Plymouth model U (export L.H.D.) - Carter type DRT-08 identification number 157s 1930 Plymouth model U (export R.H.D.) - Carter type DRT-08 identification number 158s Concerning the Carter type BB-1: The Plymouth U engine was 175 CID. The Plymouth PB engine using the BB-1 was 196 CID. The Carter type BB-1 identification 4A2 was early production on the PB, and replaced in mid-year by the 4A3 (upgrade). Each is calibrated specifically for the 196 CID engine, and would be lean on the main metering circuit for a 175 CID engine. Both are quite scarce, and fairly expensive. Either could probably be modified by an expert to be calibrated for the 175 CID engine. If one is wanting to use a BB-1, probably a better choice would be the Carter BB-1 identification number 245s. This was a universal replacement carburetor, and came with an external adjustable main metering jet. All three (4A2, 4A3, and 245s) have an adjustable idle, so idle calibration would not be an issue. EDIT: here is a link to the Plymouth listings on my website: Plymouth carburetor listings Jon.

FOR SALE: Assortment of Rochester model B cores. Some BC's, some BV's. Most are B's. All are used. Most are probably complete. A few have tags. Inventory showing 60 pieces (number may be adjusted when we pull them). Price $8.00 each times how ever many (60 or less, if more than 60 the excess will be free) we have when you pick them up. At this price, you MUST take them all. WILL NOT SHIP THIS LOT. For the most part, unidentified, and for this price not going to attempt to identify. 573-392-7378 (9-12, 1-4 Mon-Tues central time). No PM's, no emails. Jon.

If the compression test is normal AND firing voltages at the plugs, dwell, and timing are correct by instrument test: The first thing to test on the carburetor would be the function of the choke. If the choke is functioning correctly, then a fuel pressure gauge inserted right at the carburetor would be the next test, especially if the fuel pump has been rebuilt/replaced within the period when you are having the problems. The idle mixture control screws should be between 3/4 turn and a maximum of 1 1/2 turns; 1 turn is a good starting point. If all of the above tests are normal, then it would be time to disassemble the carburetor. The float should be tested, and check the carburetor mounting gasket for being correct for the application. The Carter WCD is one of the very most reliable of all 2-barrel carburetors. Jon.

On average, the causes of a rich running engine: (A) - compression (2 percent) (B) - ignition (94 percent) (C) - carburetor (4 percent) Jon

Ebay won't let me list this, so listing here. We are piecing out our huge library of carburetor literature, what would you like to see listed? This item is a factory 8 1/2 x 11 inch Carter maroon binder 2 inches thick covering Carter carburetors used on military vehicles. This is NOT the tan covered military manual put out by the armed forces. This is factory Carter documentation. Carburetors covered have 1, 2, or 4 sheets covering a complete parts bill-of-material with part numbers, adjustment specifications, and calibration sizes. Many of these carburetors are military use only, while others were used on both military and civilian vehicles. Military vehicle carburetors covered include: M-5 tank, M-8 tank, and the Canadian Snowmobile with Cadillac engines, the M-4 tank with Chrysler engine, Dodge military ambulances, Studebaker 6x4, and light Cargo carrier, and generators and Jeeps including the sealed carburetors used on the Jeep with the "fording (underwater) package". Military only carburetors covered with the individual sheets: Cadillac 553s, 564s, 566s, 578s, and 583s; Chevrolet 515s, 570s, 575s, 747s; Chrysler T1 through 5, T1-A through T5-A, T1-B through T5-B, TX-1 through TX-5, TD-1, and TD-2; Dodge E9D1, ETW1; Studebaker 561s, 577s; Willys 450s, 450sa, 539s, 567s, 572s, 596s, 636s, 637s, 698s, 950s. Additionally, there are "school" documents on circuit diagrams, design, cut-a-way drawings, etc. on the WCD's used by Cadillac, the W-1 used on Chevrolet trucks, and the T series carbs used on the Chrysler tanks. Civilian and military use carburetors that were used on passenger cars, pickup trucks and lighter cargo (3/4 ton, 1 ton, 2 ton) trucks by Chevrolet, Dodge, Plymouth, and Studebaker are also covered. And for those needing rebuilding kits, we offer a rebuilding kit for every carburetor listed in this manual, all of which are 100 percent produced by us in the USA. I acquired this book from one of the gentlemen who taught the Carter carburetor schools. He had put it together for his own use. A few of the sheets are Carter in-house only. CONDITION – Used, but overall very good. Most of the sheets are in mylar page protectors. TERMS - PLEASE READ. Successful bidder agrees to supply name and address WITHIN 3 BUSINESS DAYS OF CLOSE OF AUCTION. Bidder also agrees to remit payment for item within 5 business days of close of auction. SHIPPING – USPS priority mail WITHIN THE UNITED STATES ONLY! ITEM LOCATION - Eldon, Missouri PAYMENT may be MasterCard or VISA supplied to us, or via Paypal MISSOURI RESIDENTS subject to Missouri sales tax at current rate of 8.125 percent, or furnish a tax-exempt certificate. Sale price $600. FIRM plus postage charge. Will leave here for approximately 10 days, and if not sold, will then move to my website at regular price. 573-392-7378 (9-12, 1-4 Mon-Tues central time). Jon.

I probably have all of it new. Our Carter inventory is very extensive! Some of the requested parts are sold ONLY as part of a rebuilding kit, not ala carte. And a rebuilding kit is always the minimum sale. HOWEVER: Buying a carburetor by the piece is like buying a car by the piece. If you need this many parts, you would probably wise simply to locate a used carburetor. The choke mechanism is especially expensive. And save some money for aspirin! If you try to run those two carbs on a single engine in duals, you are definitely going to need the aspirin! Jon.