Or should I start looking for a bigger carb? It 2 carbs are basically equal and one has a velocity stack implemented it should be more efficient given the application it was made for. Check switch timing if there is any indication that switch is not functioning properly. The dual carburetor and dual intake manifold provide more uniform distribution of fuel to all cylinders than would be possible with one single barrel carburetor. So is this one of the joys of the '49's being some 22nd and some 23rd series? Does anybody out there know what the difference is between these two? I can then find out what I need to know from my library. So finally I got a Ford shop manual and studied how that choke was supposed to work. A baffle plate separates the thermostatic spring from the housing on the air horn to insure circulation of heated air around the thermostatic coil.
Which one is more efficient? As the throttle valve is opened for higher speed or greater power, the metering rod is raised so that a tapered section and later the smallest or power step provides increased metering area between rod and jet. Make sure that the vacuum choke pull-off diaphragm isn't leaking and is adjusted correctly. Install both metering rod jets. By continuing to browse our site you agree to our use of data and cookies. Inspect vacumeter piston and its cylinder for scoring or roughness.
Install countershaft return spring on countershaft and coat countershaft with light graphite grease. More manuals for specific carburetors may be available there. The dual construction combines the advantages of two carburetors in one compact unit. With rods held in this position, revolve metering rod arm until lip contacts vacumeter link E. Hot air choke fed by the pipe that fit into a passage in the pass side exhaust manifold. Will this give me much of a difference in performance? Top end was awesome with it, had way more power above 1500rpm, and would idle fine, but leaving a stop sign was almost impossible. And not enough hot air.
I will ask around about the availability of an electric choke that would be easy to fit unlikely I suspect. Metering rods and jets are subject to wear in normal use. I can probably find a copy of the Zenith chart and attach it if there is interest. After passages are thoroughly cleaned drive new rivet plugs securely into body openings, using care to avoid. Invert 1959 Buick Carter 2-barrel Carburetor and catch pump inlet check ball and outlet check needle. Too hard to regulate a manual choke properly, too easy to forget to open it.
Make sure the way that the choke is supposed to get heated, really works my problem above. When the throttle is opened, the pump plunger on its downward stroke exerts pressure on the fuel which presses the intake ball against its seat, raises the check needle off its seat and discharges a metered quantity of fuel through the pump jets into each barrel of 1959 Buick Carter 2-barrel Carburetor. The combining of the air stream with the fuel tends to atomize or break up the gasoline into a vapor. Each barrel contains a low speed system with an adjustment screw, a high speed system with a metering rod, an accelerating pump discharge jet, a double venturi, and a throttle valve. When the throttle valve is opened to a point where additional fuel is required for satisfactory operation, manifold vacuum decreases sufficiently so that the piston spring moves the piston, link and metering rods upward to the proper metering rod step position to give the required richer mixture, independently of throttle opening. That's they way me and my peers looked at it at the time anyhow.
Or one is set up to pull more inches of mercury than another but will have a shorter life span. Fix was, to find some fiber washers that would reduce the side to side play in the choke shaft and allow enough hot air to get sucked past that spring. But I'm not 100% sure that that's even the piece that I'm looking at. Fully open throttle, forcing choke valve open. Edit: the carburetor can't be off a Willys with a casting code of 458 since Willys didn't use the Carter CarStarter switch.
Choke Operation-Hot Engine When the engine reaches normal operating temperature, the thermostatic coil is heated to the point where it no longer exerts any spring tension on the choke valve. Even if mileage is low, replace these parts if needle is grooved or seat is damaged. The number you found 0-458 I don't think is relevant. This additional air tends to break the fuel particles into a still finer vapor. With the throttle lever set screw backed out and throttle valves seated in the bores of the carburetor, press down on vacumeter link D until metering rods bottom. If there is any possibility of saving the auto-choke, that would be the preferred method. The choke valve is mounted off-center on the choke shaft so that the force of air stream passing through the air horn tends to move the valve to the open position.