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Everything posted by carbking

  1. Zenith produced the passenger and truck type 63 (mentioned in my previous post with the Stromberg type SF). The marine version of the same type was the 263. Neither have been produced since the mid-1970's; however, Zenith did have some inventory of both up to about 15 or so years ago. I bought all of the existing 63/263 Zenith had in inventory when Zenith obsoleted (there was a political reason, which I will not discuss here) them. The major differences between the 63 and the 263 (not on all models) were some of the 263's were brass, some of the 263's had brass fittings, and some of the 263's had an air horn which turned slightly upward, rather than being straight. All three of these types come in 5 different S.A.E. flange sizes, plus all three have removable/replaceable venturii. Two keys to their use: (1) determine the S.A.E. flange size (adapters are for snake oil salesmen , unless it is a cross-flange required to properly orient the carburetor), and (2) determine the correct internal venturi size for the engine on which the carburetor will be placed. Once both are determined, and the correct carb is acquired (don't think one with be sufficient lucky to buy just any of the above and find the correct venturi on the shelf), the jetting becomes fairly easy. And the correct venturi can be fabricated, if one has a lathe with a taper attachment; but easier to start with the correct unit than fabricate parts. This link will enable one to determine (from the single barrel intake manifold) the S.A.E. carburetor size required. Stromberg SF/SFM series carbs and flange sizes The venturi size is a bit more complicated. Jon.
  2. John - obviously, I did not read it the same way you did. To me, that would be a 2->2 adapter with different footprints. Semantics can get us into trouble EDIT: my understanding if someone says 2->1 adapter [image] Jon.
  3. Suggestion - don't even think about the possibility of considering a 2->1 adapter! If you were, think NASCAR, and restrictor plate racing. The UUR-2 was one of the best two-barrels of its time, but inferior (opinion) to a correctly sized single barrel Zenith type 63 or Stromberg type SF. Think about it. The UUR-2 was discontinued around WWII. The Zenith type 63 and the Stromberg type SF were still being sold in the early 1970's! It would make an interesting back-to-back test of the UUR-2 versus the SF or 63 IF one had the two-barrel manifold for the UUR-2 (I think the single-barrel would prevail, but just conjecture). With a 2->1 adapter, would be absolutely NO contest. Jon
  4. Ed - generally the date is the date of the bulletin, and the effective date would have been earlier. The bulletin does mention engine number H-1193 as the changeover engine. Jon.
  5. Sorry guys - wish my memory was better 😠 Tillotson type VD carb used by Stearns-Knight If anyone has a better copy of this bulletin (that is more readable) would like to see a scan. Jon.
  6. Ed - so did Marvel-Schebler, but much later Jon.
  7. The listing I have for 1929 is a Tillotson type VD-1A, superseded by VD-1B. I have no data as to if this is a single barrel or two barrel. The Tillotson books completely ignore this model. EDIT: Ed, I was typing while you were posting. I would certainly agree with you about the quality of the Tillotson (if that was original) vis a vis a Stromberg UU-2/UUR-2. I am just trying to keep my database as correct as possible. Stromberg DID offer over-the-counter aftermarket replacement UU-2 and UUR-2 carbs with generic calibrations. Jon.
  8. Al - very intrigued by the two-barrel. I have custody of the Stromberg records - nothing, and Zenith master lists with lists everything from small engine to aircraft - nothing. The Johnson and Penberthy 2-barrels had long been (thankfully) discontinued by this time. The only other updraft two-barrels available in the general time frame would have been Detroit Lubricator (think Packard Speedster), and Juhacz, who made an aftermarket unit for Duesenberg that I have yet to find anyone who actually had one on a RUNNING car. Marvel did come out with an updraft 2-barrel in mid-1931. By mid-1929, the two-barrel downdraft had been released, and companies were considering these for 1930. Jon.
  9. Peter, would have to pull the records to determine internal venturi size, but the Stromberg M-4 and OT-4 sold to/for Stearns were S.A.E. size 4 carburetors. The largest BB-1 is a size 3. Jon.
  10. Peter - the largest BB-1 is too small for that engine (assuming you have the same size engine as Al/Ed). Al - do any parts books exist that might list the appropriate 2-barrel? EDIT: just for the record, the first Stromberg UU-2 (truck) was released 6 September 1928, and (passenger) 1 Nov 1928. The first UUR-2 was released 9 June 1930. Jon
  11. Ed - just what is the correct carburetor? Al alluded to a Stromberg UU-2, possibly a UUR-2 both of which are two-barrel carbs. The Stromberg documentation shows the early carb was a M-4 (single barrel) which was superseded in 1926~27 with the OT-4 (also a single barrel). There is no record in the existing Stromberg files showing any 2-barrel sold either to Stearns-Knight or aftermarket for Stearns-Knight. Jon.
  12. When I was still restoring carbs, had maybe a half dozen or so sets here, with intakes. All but one were cracked. Since I didn't need the exhaust manifolds, they were not sent to me. Jon.
  13. The CFM is nowhere near as important as the applicability of the fuel curve. As far as the clone running well, a wise man with a sense of humor once stated that if one has not tasted steak, baloney is pretty good! ALL engines like big carburetors, if the engine is installed in a trailered race car! I used to run two 500 CFM two-barrels on a 121 CID 4-banger. And it ran like a scalded dog.............from about 4,000 to 10,000 RPM. Jon
  14. While you have the carbs off, you might consider a magnaflux of the intake manifold. Have seen a LOT of the dual manifolds that were cracked. Jon.
  15. The clone carburetor you have is probably calibrated for a high performance 350 Chevy. The fuel distribution curves on a 364 Buick and a 350 Chevy are as different as the personalities of Attila the Hun and Nelson Mandela. If you are happy with the clone, then I will say no more. If you are not happy with the clone, then two suggestions (either of which will run better on a Buick 364 than the clone). (1) The original Stromberg 2-barrel 7-114 or Rochester 2-barrel 7019042. (2) The original optional Carter AFB 3089s or the superseding 3578s Any of the above would be specifically calibrated for a 364; however, I do not know what engine characteristics (camshaft profile, compression, etc.) that may have been changed when the optional 4-barrel was installed on the engine. Stromberg specified the 7-114 specifically for the dynaflow. The others do not specify transmission other than automatic. Jon.
  16. Carburetor make and identification number(s)? Jon.
  17. How old is the fuel in your tank? Six week old fuel can cause this. Jon
  18. Idling, if the idle mixture screws are set via vacuum gauge, will be overly rich (even though the engine seems to idle nicely), and will deposit some black soot in the tailpipe. When the car is started, as Matt stated, there will be water condensation in the exhaust, which is heavier than the normal warm exhaust, and will sweep the previously deposited soot out the end of the tailpipe. The while tailpipe, universally accepted as the mark of a well-tuned engine of yesteryear......................................was lead residue. But the automatic choke assembly is adjustable: Automatic chokes Jon.
  19. I finally gave up on trying to offer exact shipping on Ebay. I once listed a complete set of Elvis Presley movies (33) on VHS tapes. I tried to show exact shipping, but Ebay refused to let me charge more than $4.83 for the shipping (about 20 pounds before packaging). That was the last straw. Ebay pushes free shipping, and I don't have the time to figure a good work-around. I now offer all Ebay sales with free shipping; then when I do the invoice which is included in the box, I break out the shipping so the customer can see that shipping is not free. And the poster that mentioned that currently, Ebay sales are dead is absolutely correct in my areas of interest; it is a great time to buy. Telemarketing sales in my business, however, are booming. And with the telemarketing, item is priced, and shipping is additional; works well. Jon.
  20. Claudel carburetors were specified by Noma in 1921 and 1922 on Continental engines. Only reference I have to the Claudel being used on American production vehicles. Jon.
  21. I hadn't seen the Poplar Mechanics article, thanks for posting. They didn't test the one that actually works! Easy to install, as you place one between one's foot, and the footfeed. As long as it doesn't break, your mileage is increased. Available mainly in two designer colours (white, and brown), but other colors are available. I have seen yellow, pale blue, pale green, and blue-green. Others may exist. Sold by the dozen, and relatively inexpensive. Current price locally: $2.39/dozen Jon.
  22. I really should have found out the name of the manufacturer, and purchased some stock, before I posted this thread! Jon.
  23. A snake oil product introduced in another thread caused me to remember this incident from 1980. Here is the information I have placed on some other car forums. I believe you might find it entertaining: Cow magnets (1980) I am indirectly partially responsible for the great cow magnet fiasco! My apologies. A lot of years ago, got a call from a gentleman in Texas that had rust issues in his fuel and was going to take the car to the Pate show in a couple of days for sale, and could I overnight a rebuilt carburetor to him today? Well, the answer was no, but; I told him about the Carter Magna-trap. This was a magnet with a special shape to fit into a Carter glass bowl fuel filter. I have told many enthusiasts about this, and suggested one of the refrigerator magnets like your better half uses to stick honey-do jobs to the refrigerator. He told me he had a dairy farm, and had several of the cow magnets (cows are stupid, they will eat just about anything, including baling wire....oops, showing my age again ). If you feed one of the magnets to a cow, the wire doesn't pass into the entire digestive tract (you city folks, use Google, not about to get into the digestive system of a bovine ) He would make a loop in the fuel line and tape three of the magnets to the loop, hopefully to stop the rust from passing into the carburetor. About 3 days later he called, and he was laughing so hard, it took about 15 minutes for him to repeat the story. Seems everyone that looked at the engine asked about the cow magnets. After the first few, he started with a story that he continued to embellish as the day wore on. The final story was the magnets created a flux field, supercharging the fuel molecules, and giving almost non-Newtonian power and fuel economy! Well, you guessed it. P.T. Barnum scores again! This even made the Johnny Carson show (remember the "headlines" segment)? Over 300,000 cow magnets were sold in the southwestern United States within a month. Every supplier was sold out, and had back orders. Here is a link to a picture of the Carter Magnatrap that I placed on my website: Newspaper story: And now you know "the rest of the story" Jon.
  24. carbking

    Speed part??

    If you want some entertainment, and are not old enough to remember, Google cow magnets and fuel economy I was quite inadvertently and innocently partially responsible for that. Jon
  25. carbking

    Speed part??

    Ben - I AM a mathematics and physics; not in snake oil. But P. T. Barnum was correct! Jon.