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Everything posted by carbking

  1. At what temperature does vaseline melt, and does your exhaust exceed that temperature????? Jon.
  2. The pressure that may be used with a carburetor is dependent on: (A) the buoyancy of the float, (B) the mechanical advantage of the float (due to placement of float pin, and type of hinge), and (C) the orifice size of the fuel valve seat. Generally speaking on pre-1932 carburetors, the mechanical advantage/buoyancy is such that 3/4 to maybe a maximum of 2 psi (if the fuel valve seat is modified) is a reasonable range. Some of the better carbs (in alphabet order) such as the Carter BB-1, the Stromberg SF and SFM series, and the Zenith 63 and 263 series from 1932 and newer can get to MAYBE 4 1/2 psi with a modified fuel valve seat. BE CAREFUL WITH THE REGULATOR YOU SELECT (IF YOU OPT TO USE A REGULATOR) ! The inline dial-type 0~5 psi for $34.95 at the FLAPS is excellent..................IF YOU HAVE A RABBIT PROBLEM IN YOUR GARDEN AND A STRONG RIGHT ARM Jon.
  3. According to Google: "In 1909–1910, William G. Allen patented a method of cold-forming screw heads around a hexagonal die (U.S. Patent 960,244). ... Hallowell does describe, however, the same inspiration also mentioned in connection withAllen for a wave of adoption of the hex socket head, beginning with set screws and followed by cap screws." Jon.
  4. There may (or may not) be a round tag riveted to the top of the first carburetor. If so, the inner number would be the identification number. Probably from some mid-1930's truck. The second carb appears to be a Model B Ford core (not rebuilt, or if it is rebuilt, the "rebuilder" did not clean it !). Value depends on if you find someone that wants either. If you get more than $50. apiece for either including shipping charges, call me and I will send you some on consignment Jon.
  5. Not a vacuum leak. The use of the "drip loop" eliminates drips. Simply a loop fashioned from copper tubing below the carb connecting the air intake drain to a vacuum source. Used on marine carbs, primarily type YH, but can be used on anything. Jon.
  6. The "544" is an internal to Carter number. Carter did not publish the stamped numbers on the BB series, and I have not had the time to go through all of the prints. At present, meaningless. Jon.
  7. Often it is plumbed through a "drip loop" to a vacuum port just above the throttle plate. Jon.
  8. As a general rule, using gasket sealant on carburetor gaskets.......................means an EXPENSIVE carburetor rebuild is just around the next corner. Kind of like using Teflon tape. No longer rebuilding carburetors, but when we were doing so; a unit that came in with gasket sealer normally cost two to three times to rebuild if the P.O. had assembled dry. Often, once the sealer was detected, we would just send it back to the owner and suggest they find a different carb to rebuild. Jon.
  9. carbking

    Carter WCD INFO

    Probably is a 663 S rather than a 6636, in which case it is not one of the compound carburetion carbs. Jon.
  10. This link might be interesting: Carter BB-1 universal updraft carburetors Jon
  11. There have been a number of threads concerning the use of the Carter type BB-1 carburetors. Perhaps this link will answer some of the questions. If there are additional questions, please post them. Carter Universal type BB-1 carburetors Jon.
  12. The Dodge DR used a Stromberg type EX-22, Stromberg part number A-17702, code 3-1. The Dodge part number is 620699. We have cores for sale. 573-392-7378 (9-4 Mon-Tues central time). Jon.
  13. James - welcome, see you have revived an old thread. Your Fish probably dates to the mid-1950's. None of the stack of Fish literature that I have has any dating information. Jon.
  14. Several thoughts, assuming you have genuine Carter original equipment dual quad carburetors: (1) Use the information in the Buick shop manual rather than an aftermarket kit! (2) Check in information in the manual for the orifice size of the fuel valve, and compare that to what came in your kit. (3) Test the floats. Hold each float by the arm with a pair of needle-nosed pliers, and submerge in very hot water. Any issues will get you a stream of bubbles. (4) If you use the clips to clip the valve to the float, they hang from the back, NOT in the hole that looks like where they would hang. (5) As Old-tank suggested, check whether you are to use the gasket or not in the adjustment. The floats on the AFB carbs are interchangeable side to side. (6) And if you have a "conversion" in your distributor, check it. Actually, do this first! Fuel pump pressure is not generally a problem with genuine Carter carbs (unless you have a larger than stock fuel seat orifice). I run 7 1/2 psi on the genuine Carter 2x4 on my 390 Ford. I am told the clones are very touchy to pressure, but that is "hearsay", as they are banned permanently from our shop. EDIT: had a bit of spare time. From the Carter prints: fuel valve orifice should be 0.098 inch (number 40 drill bit). To adjust the floats, invert the air horn, and with the gasket installed, measure 15/64 inch (plus/minus 1/64) from the toe of the float to the gasket. This assumes you have correct genuine Carter carbs; otherwise you are the engineer. Jon.
  15. And now you know the origin of the cliche "fits to a T" Jon.
  16. Terry - I honestly don't know, as I have never tried to use one. The venture was not successful, however that says nothing about the quality of the product. However, it does make an interesting display. They are very rare, I have never owned one. But how many 1917~1919 Briscoe owners do you know ? Jon.
  17. David Dunbar Buick didn't have a whole lot of good luck. The only O.E. application I show for the carburetor he built with his son Tom is late 'teens Briscoe. I thought my original answer might stimulate some Google searches, but I couldn't find much using Google; so posted the rest of the story. GUESSING that maybe he sold the carburetor business to Scoe. I have no proof of this, but the design of the Scoe, which replaced the Buick on Briscoe, is very similar in design to the Buick carb. Jon.
  18. Dave - the Stromberg engineers calibrated a Stromberg SFM-3 as a replacement for the Big Six. Without pulling some prints, do no know what internal venturi size was used. Often, the SFM could be replaced with an SF; would need more research. This carb was transferred from experimental status to production status, so evidently it was a fairly popular swap back in the day. Generally, this required a minimum sales number of 200 units. Earlier, Stromberg calibrated a UX-3 (cross-flange) for the Big Six; however the UX-3 is pot metal, and I would not suggest this. The UX-3 superseded the OX-3 (cross-flange - brass), which might be an option. Zenith also offered a number of engineered replacements, but they were size 3 series U (good carbs, but parts other than gaskets/fuel valves are made from unobtainium). The Zenith U series was superseded by the Zenith 63 series, a 63AW12 might be a consideration. Again, would have to do the research on the Stromberg to get the internal venturi size to use in the Zenith, or pull the prints on the Zenith U series. As you have discovered, the physical size is important for the carb to bolt to the engine; but the flow characteristics are equally important to make the engine perform. Jon.
  19. Tom - received his email, and answered this afternoon. Always TRY to answer emails on Sunday afternoon, time permitting. If not, the next weekend. Jon.
  20. Not completely accurate, but I wish ! The 2 days a week are days I answer the telephone. Those of you who are capable of multi-tasking (i.e. doing precision machine work on a lathe or a mill while answering the telephone) have my admiration. I am not so talented. As to "work" hours; there is a old saying about those of us that are self-employed: "you can work whenever you want.............AS LONG AS IT IS 80 HOURS PER WEEK"! I generally am at the shop at least 6 days a week, and sometimes more. Jon.
  21. The largest O.E. application was a 265 CID. Carter did suggest the 289s as a replacement for the 319 CID Standard 8 Packard. This was the largest engine of which I am aware that Carter suggested the BB-1 updraft. Most were used on engines around 225 CID. Dave - the bowl should NOT run out of fuel, the engine should run out of air. There were four different orifice fuel valves used in the various BB Updrafts, depending on the engine size, and the type of fuel delivery. Some "rebuilders" either do not know this, or do not care. Jon.
  22. Tom - suggest he has his build date when he calls. Will TRY to match it for him. May not be able to, but will try. Jon.
  23. Also, rebuilding kits with neopreme tipped fuel valves are available. Jon
  24. I have several 3665s used carbs in stock; all would require rebuilding/restoration. Jon.