• Content Count

  • Joined

  • Last visited

  • Days Won


Everything posted by carbking

  1. Which of these types did you get? Fuel valves You might wish to contact the Ebay seller if you are having issues. Jon.
  2. Don - some of both the Stromberg and Zenith marine carbs used brass fittings; not all of them. The carbs with brass fittings were available for marine owners that were ocean-going. Both Zenith and Stromberg also offered many marine carbs with bronze bodies. The cast iron bodies were Parkerized, which resisted corrosion until they got wet! Jon.
  3. Greg - I honestly don't know, and seemingly, neither does Google I don't think so, but would be happy if someone familiar with marine safely law were to chime into the conversation. I have marine catalogues from both Stromberg and Zenith from the 1930's. While both state that their marine carburetors are designed with marine safety in mind, there is no mention of the Coast Guard in either book. And lots of larger marine engines from about 1929 to about 1950 were equipped with the Holley DD series carburetor (a.k.a. toilet bowl). These things leaked in the box before being placed on an engine! Schebler was still manufacturing the model D carb into the early 1930's, and Schebler's concept of a choke to enrich the mixture was a "push button" on the top of the carburetor bowl, which, when pressed, would move the float such that the fuel valve no longer seated, and fuel went everywhere! While I have nothing in writing, I have been told that the Coast Guard required marine engines on the Great Lakes from the 1950's with the Carter type YH (horizontal or sidedraft) carburetors to place a device on the air intake which would funnel all leaks back to the intake manifold. Commonly known as a drip tube. This is the earliest mention of Coast Guard intervention with carburetors of which I am aware. The tube is connected to the hole in the air intake, makes a loop (for volume) and then connected on the other end to manifold vacuum. Any leakage when the engine was turned off would drip into the drip tube, be stored until the engine was cranked for starting, and then be sucked into the intake manifold. Again, if someone versed in Coast Guard regulations history could chime in, I would be appreciative. As far as the Detroit Lubricator Company is concerned: Detroit Lubricator (to my knowledge) had no retail division; thus they printed no catalogues such as those printed by Stromberg and Zenith. What records I can find suggest Detroit was used almost exclusively on passenger vehicles, and a very few trucks. Jon.
  4. Rusty - interesting thought on the altitude. Carburetors require calibration changes with large altitude changes (how large depends on the design of the carbuetor). As to the speed (RPM) variation required for passenger vehicles), the early ('teens and 'twenties) Packard marine engines used Zenith type L carbs. The type L carbs were used on dozens of trucks, and several passenger vehicles. One thought I had was some of the Detroit Lubricators used by Packard had the "glow plug" fuelizer. At this point in time, really doesn't matter, except for my understanding. Both are excellent carburetors when professionally rebuilt, although I prefer the Zenith as it does not have the air valve used by the pre-1929 Detroit Lubricators. Jon.
  5. carbking

    Drainback valve

    The Carter type BBR carburetor DTE2 was used on certain Dodge trucks from 1949 through 1954. Horizontal fuel inlet valves were quite common. Probably the most well-known example would be the Stromberg 97 (correct name Stromberg EE-1). Jon.
  6. From about 1905 through 1932, with the exception of a 4 month flirtation with Johnson, Packard used Detroit Lubricator carburetors on their passenger engines. However, Packard marine engines, beginning in about 1919 through ??? (my records show 1948) used Zenith carburetors. Also, while it is quite difficult to compare the Detroit Lubricator (air valve design) air flow to the Zenith (plain tube design); it appears that the Zenith would flow more air. Anyone have any information as to why the two different carburetor companies were used, instead of using only one company? Jon.
  7. In my carburetor database, I have 447 listings for a Stromberg M-3; from a 175 CID Saxon to a 1062 CID Buckeye. Externally, they appear virtually identical. Internally, they are quite different. Jon.
  8. Generally speaking, a dry LEATHER accelerator pump may be rejuvenated by simply adding a few drops of light machine oil. Jon.
  9. Joe - I see stains on the wood under the carb; where the Marvel carb leaked! 😜 EDIT: Years ago I hit upon what I thought was a sure-fire way to prevent a Marvel from leaking. I acquired a 6x6x4 inch block of walnut, a piece of green felt that was 6x6 (for the bottom of the walnut), a piece of lamp rod, and a micro-switch from Radio Shack. Made a lamp. Attached the micro-switch inside the throttle so the lamp could be activated by moving the throttle lever. The only problem was that when the lamp was on, lots of tiny electrons were dancing under the Marvel! You don't have to hook it up to gas for it to leak! Jon
  10. Rain??? At Hershey??? Surely you jest! Part of the video shot later that weekend was a guy with a sense of humor pushing on the back of his buddies motorhome to get it out of the mud. But in front of the motorhome was a tractor pulling it! Bet he would not like to see the complete video. I had forgotten that video. Dad passed about 7 years ago, and we finally have sold off enough of his "stuff" to have the last estate sale this coming week-end. Shoot me an email, and if I ever find that video (Dad shot thousands of them) will forward it to you. Actually, the rain at Hershey HELPED our business. As you probably remember, we always rented a tent. During rain-storms, customers would take refuge inside our tent, and spent more time shopping! And I am not looking for any carbs (with 150,000 I should buy more???), rather posted those numbers as a hint that all that glitters is not gold (as in common carburetors). The numbers I posted are high performance Pontiac and Ford, and you have a better probability of winning an argument with the IRS than having one. But if you did, they are worth MONEY! Thank you for bringing back some memories that now are great, maybe less so when we were making them. Jon
  11. If you were close to central Missouri, I could keep you busy for awhile Let me know how many of the Rochester 4 barrel identification numbers end in 63, 67, 68, 70, 73, 75, 76, 77, 85, 86, 87, or 88 and what you want for them. Jon.
  12. Ed - I did say virtually all, not all (weaseling out ) ! The Johnson's differ from what most would consider "conventional" updrafts in that they have a functioning accelerator pump with positive throttle activation, an extremely small primary air intake, and an auxiliary air valve (closed for starting). There are a few other carburetors that often fit this criteria, such as the Schebler model S. Jon.
  13. Poor compression might be the actual culprit. However, if the choke is functioning normally, I do not understand why placing one's hand over the air intake would make a difference. Jon.
  14. Virtually all updraft carburetors, when properly adjusted, require choke to start when cold. Show me an engine with an updraft that starts well cold without choke, and I will show you a vehicle that gets less than efficient fuel economy. Jon.
  15. Carter made hundreds of different type YF carburetors. Because the technology of the YF was light years ahead of the BBR series, the YF that fits the 218 intake manifold is too large internally, and the YF that is correct internally for the 218 won't fit the intake. Yes, it is a MUCH better carburetor. Yes, it CAN be made to fit. Yes, IF you use the correct size and modify it to fit, you WILL like it. I would suggest the aftermarket YF units that were produced for Chevrolet. 787s or 964s should work very well once you adapt the mounting. WARNING: There are some current repops (universal - one size fits all, works well on nothing) being made somewhere (but not by Carter) today (new). Good luck if you get one. Jon.
  16. If Zenith ever printed a "parts interchange list", I have yet to see it. Jon
  17. Got your PM, but as application was not mentioned, could not help. Now I know the application, what literature I have suggests the original carb was made by Elmore. This may or may not be true, as many early manufacturers advertised the carb as their own, when it fact it was made for the them. The only listings I have for Elmore listing a different carb are 1912, which used a Schebler. The Schebler Model D was first produced about 1902, and is one of the better early carbs. The carb was so constructed such that it could easily be configured as either an updraft or sidedraft, depending on where one installed the interchangeable throttle casting and air valve casting. Most early Schebler Model D carbs were configured either with no throttle valve (the throttle valve being contained in the intake manifold) or with a "gate" throttle valve. While not exceptionally common, these are available, and not overly expensive. A Schebler D using a true rotating throttle with a butterfly valve (think Buick model F) is exceptionally rare. I have only owned one, when I loaned some 40 years ago to a gentleman who was going to reproduce the throttle housing, shaft, and butterfly; returning my original plus one for the "rent" on my original. Never heard from him again, and learned a valuable lesson. 😞 Jon.
  18. Tom - I have no answers for the fuel disappearance other than evaporation. As far as the hard start when hot, same problem: Hard starting when hot Jon.
  19. The Marvel was just plain horrible! Much worse than the earlier updraft Marvels. The 75 year old mechanics "joke" - "You have a Marvel??? It will be a Marvel if it works!" The Stromberg, other than the Delco choke, was not a bad carb, just not as good as the 1939 and newer. Jon.
  20. Let me assure you the following is not an argument, you are there, and I am not; however: If one studies the pump circuit, it is difficult to understand how sealing the pump discharge valve, as you are doing would have any bearing on the fuel disappearing from the bowl. The fuel enters the pump circuit through a passage from the bowl controlled by the inlet check ball. The fuel should then sit in the pump cylinder until the pump piston creates sufficient pressure to lift the pump discharge valve (the one you mention), and the fuel is then discharged through the pump squirters into the venturi area. Siphoning thru this valve WITH THE ENGINE OFF cannot occur UNLESS THE BOWL VENT IS BLOCKED, as the bowl vent would release any pressure from heat and no siphon action would occur. An issue that can occur with either a defective (non-sealing) or incorrect mass (Holley used a number of different valves of different mass) would be while the engine is running. The negative pressure created inside the pump discharge passages could cause siphoning action which would cause an excessively rich A/F ratio. But the negative pressure is not present once the engine is turned off. Jon.
  21. Are you certain the fuel is leaking, and not evaporating? Hard starting - cold Jon
  22. Matt - there is an EXCELLENT book on the Rochester Q-Jet written by Cliff Ruggles. It is paperback, not expensive, and a must-read for anyone having Q-Jet issues. In the meanwhile, I cannot read the number on your Q-Jet, but it appears the date code is 0914, which would be 1 APRIL 1974! If I read the date correctly, and this is not an April fool post , then the carb certainly is not original for 1968. Easy to test the accelerator pump as suggested above. I would also check the tension of the secondary air-valve spring (1/2 turn past lightly touching); and the distributor advance unit. If there is an electronic gizmo in the distributor, I would install points and condenser at least for testing purposes. Stalling from idle certainly could be a defective accelerator pump, but stalling at engine speeds above 1500 RPM probably is something else. Jon.
  23. For Sale - Original Dupont touch-up paint in original bottles in original Dupont cardboard box! There are 47 bottles of paint, I think all with the original label posting application. I did not look at them all, but the applications ranged from 1937 thru 1941. Found these in some of my "collection" that I hadn't looked at since 1981. Guess I don't need it Price - $100 for the lot. I don't know how to ship these so the box and paint will need to be picked up at the world corporate headquarters of The Carburetor Shop, in Eldon, Missouri. Once, when I was much younger, and had time, I had planned to build a replica of an antique garage. This is just one of many items that I had planned to display. Like many plans, it did not materialize, so the display items are now for sale. 573-392-7378 (9-12, 1-4 Mon-Tues central time). Jon.
  24. Carburetion 101 - fuel atomization There are three major enhancements for improving fuel atomization: (1) Increase air velocity (2) Add heat (3) Increase the amount of fuel Jon.
  25. Looks like a Stromberg type EE-1. There are many different models of the EE-1. The linkage on this one is the type used by Ford Motor Company, from 1936-1938. Stromberg states used on 12 cylinder model 86-H and Zephyr in 1938. Jon.