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1929 chrysler 65 carb replacement


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Hi all,

 

after 2 years I finally managed to start my rebuild engine, unfortunately the original stromberg U2 is not working. it runs on the choke only and it is cracked everywhere. Now I found 2 replacement new carbs from Zenith, the 267LWX9 and the 267LCX9 with 24 and 22mm venturi respectively.

 

my question is if anybody tried either of these on a 195CID chrysler?  below the info I got from Zenith. 

 

thnx

Chris

 

 

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Chris, you should just try them both out, I believe they have a general good reputation but I am not the carburetor expert here. Otherwise the regular replacement for an U2 is the Carter BB-1 updrafts, which is a late model updraft (introduced 1930/31?) and have several adjustments. Some BB-1s come from GM heavyweight trucks and are regarded as less suitable for passenger cars. I have put an overhauled BB-1 on both my Series 65s. One did run really nice before I sold that car, the other one that I still got wants 25 liters/100km and gives nothing in return.. the car does not want to exceed 80 km/h.

 

I have also discovered that spark plug reach might have an impact on performance as has the coil quality. You will have to fiddle around to find the best combination. I will this season try out a mid-sized Winfield updraft that is in my inventory to seek better performance and economy.

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"I will this season try out a mid-sized Winfield updraft that is in my inventory to seek better performance and economy."

 

A Winfield will not deliver better economy.......not a snow balls chance in hell. And unless you run full throttle all of the time, the performance will be wanting.

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15 minutes ago, edinmass said:

A Winfield will not deliver better economy.......not a snow balls chance in hell. And unless you run full throttle all of the time, the performance will be wanting.

Be aware that the recorded mileage so far is 9 mpg, while I am hoping for 15 mpg or better. Time will show how it goes.

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1 hour ago, Narve N said:

Some BB-1s come from GM heavyweight trucks and are regarded as less suitable for passenger cars. I have put an overhauled BB-1 on both my Series 65s.

 

I have posted before, but worth rementioning again.

 

Carter made 6 BB-1 carbs that may be of interest to those wishing to use them on other than the standard application:

 

245s (S.A.E. size 1, all cast, pre-WWII)

245sd (superseded 245s, die-cast bowl, post WWII)

BB1A (S.A.E. size 2, all cast, pre-WWII)

BB1D (superseded BB1A,, die-cast bowl, post WWII)

289s (S.A.E. size 3 body, BUT SIZE 2 INTERNALS, all cast, pre-WWII)

289sd (superseded 289s, die-cast bowl, post WWII)

 

With all due respect to everyone, unless one is a carburetor professional with lots of unusual spare parts (or a machine shop), the other BB-1's are best left to those who have the original application.

 

Ed is 100 percent correct on the Winfield; and again, unless one is a carburetor professional WITH the Winfield book, chances are very good that the Winfield will deliver less performance on more fuel! And depending on the original carburetor, the Winfield may deliver less performance anyway.

 

Jon

Edited by carbking (see edit history)
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Your chassis looks nice. Don’t worry about fuel mileage, worry about stoichiometry. You can do damage playing around without a five gas machine. Just tossing on carburetors is asking for trouble.

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My Chrysler 52 (4 cyl) had a capacity of 170 cu in and ran happily for years with a Model A Ford Zenith carb, as the original carb was beyond repair. Your Chrysler engine capacity at 195 cu in, is very similar to that of a Model A Ford, perhaps see if you can borrow a Model A carb to  try on your motor.

Viv

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One of the two carbs is made for a Ford 3000 tractor , the other one for a perkins 4 cyl 238 CID. both around 70/80HP so that should be fine. both carbs seem to have a vacuum accelerator pump which is good. the worrying part is that you can buy a chinese carb for a ford 3000 @ $100.. not sure if anyone tried this before. The A ford carb is a bit smaller either of the two I guess.

Zenith carbs are not inexpensive new, so if anyone tried these I would still like to hear it.

 

as a last option I can convert the whole thing to LPG, that runs smooth per definition. Any experiences?

 

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7 hours ago, cdb said:

as a last option I can convert the whole thing to LPG, that runs smooth per definition. Any experiences?

 

 

I had to go back and read the entire thread, as I remembered someone was concerned about fuel mileage, but I see it was Narve N.

 

LPG has an AKI (anti knock index, a.k.a. octane rating) of 104. It will perform best in engines with at LEAST 10 to 1 compression, more than 10 is better.

 

LPG has an energy content of 91,500 Btu/gallon, compared to 117,600 for gasoline.

 

And yes, I DO HAVE EXPERIENCE WITH LPG as a (haha) motor fuel, enough to last 100 lifetimes; but no, I have no experience with LPG and your engine.

 

Good luck!

 

Jon

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22 hours ago, carbking said:

Carter made 6 BB-1 carbs that may be of interest to those wishing to use them on other than the standard application:

 

245s (S.A.E. size 1, all cast, pre-WWII)

245sd (superseded 245s, die-cast bowl, post WWII)

BB1A (S.A.E. size 2, all cast, pre-WWII)

BB1D (superseded BB1A,, die-cast bowl, post WWII)

289s (S.A.E. size 3 body, BUT SIZE 2 INTERNALS, all cast, pre-WWII)

289sd (superseded 289s, die-cast bowl, post WWII)

How can you tell one from another? I have had a BB1D which was marked as such with a copper sign attached to it, but have not seen any of the other markings. Like this one (my overhauled 9 mpg BB-1), is that one of your trusted 6 versions?

 

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It all comes down to guessing and making a mess of things, or properly do your homework and find a correct unit, and then tune it to the car........by tune it, I mean a five gas exhaust analyzer. Everything else is guessing, and poor workmanship. Tuning for anything except optimal fuel burn is foolish and a wast of time. Melt a piston, burn valves, wash down cylinders. Tossing something on is quite simply put........ ridiculous. 

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I have wrestled with trying to answer Narve N's question without offending anyone, and this is the best I can do:

 

The 6 universal Carter type BB-1 carbs I mentioned in my first post have been in demand for 50 years, and pretty well completely dried up (I have been out for at least 20 years).

 

But there is a demand! So some folks are reproducing tags, others are reproducing the adjustable main jets, and still others are buying the reproduction parts, adding them to non-universal BB-1's, and selling them to unknowing folks that look only at the bottom line. The internals of the non-universal carbs are......................still internals from non-universal carbs!

 

As to identification, probably the best tip I can give is to buy the carb from someone you trust, or take your chances. 

 

And if one is going to use a universal BB-1 then check the chart I posted here a few months ago. Other than the Packard Standard 8 application, the applications as recommended by Carter engineers seem to work pretty well. If your application is not on the chart, then you become your own engineer.

 

The gentleman who gave the best answer to the question is probably John Ruskin; here is a link:

 

John Ruskin quotation

 

EDIT: for those who have as much trouble with site searches as I, here is a link to the universal BB-1 applications chart:

 

Carter Universal type BB-1 carbs.

 

Jon.

Edited by carbking (see edit history)
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