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CARBURETOR MANUFACTURER AND IDENTIFICATION NUMBER Many antique cars used carburetors that may have been OK in their day, but are not truly compatible with modern fuel, or are extremely difficult to find, either as complete carburetors or parts. Others used carburetors that just weren't really that good, even in their day. In the fall of 1931, two different companies, Stromberg and Zenith introduced series of updraft carburetors that were, to use modern hyperbole, light-years ahead of updraft carburetors up to then. The Stromberg series were the SF series for cars, trucks and industrial applications, and the SFM series for marine application. The Zenith series were the 63AW series for cars, trucks and industrial applications, and the 263M series for marine applications. Several decades ago, we became the caretaker for the existing Stromberg factory literature. Stromberg offered aftermarket carburetors, CALIBRATED BY STROMBERG ENGINEERS, for most cars from about 1912, trucks from about 1912, and most marine engines from about 1918. As we have the literature listing the original calibrations, if Stromberg did offer a replacement carb for a specific car application, we can duplicate that application. We have a decent supply of these Stromberg series SF aftermarket carburetors for cars. These are NOT a universal, one size fits all, works well on none carburetors. These will contain the exact suggested internal venturi and jetting for a specific application. Please call to discuss. Carter also introduced a new series of carburetors in the fall of 1931, the BB series. These were not originally offered as aftermarket, rather as original equipment for various 4 and 6 cylinder Chrysler products in 1932. Carter found they were selling more carburetors than seemed reasonable, investigated, and found many customers were retrofitting these BB carbs on earlier application with lesser carburetors as original. As a response to this increased demand, Carter then offered the BB in three different flange sizes, but only one internal venturi size each. Contrast this with the Stromberg SF series as documented in this link as to the availability for many applications. The Carter IS a very good carburetor IF one exists that is correct for a specific application. The only possible advantage of the Carter compared to the Stromberg is the physical size of the Carter is somewhat smaller than the Stromberg, and in some rare instances, a Stromberg just won't fit in a cramped environment. If you are looking for an original antique carburetor, check this link. Many antique
trucks used carburetors that may have been OK in their day, but are not truly
compatible with modern fuel, or are extremely difficult to find, either as
complete carburetors or parts. Others used carburetors that just weren't
really that good, even in their day. In the fall of 1931, two different
companies, Stromberg and Zenith introduced series of updraft carburetors that
were, to use modern hyperbole, light-years ahead of updraft carburetors up to
then. The Stromberg series were the SF series for cars, trucks and industrial
applications, and the SFM series for marine application. The Zenith series
were the 63AW series for cars, trucks and industrial applications, and the
263M series for marine applications. Several decades ago, we became the
caretaker for the existing Stromberg factory literature. Stromberg offered
aftermarket carburetors, CALIBRATED BY STROMBERG ENGINEERS, for most trucks
from about 1912, and most marine engines from about 1918. As we have the
literature listing the original calibrations, if Stromberg did offer a
replacement carb for a specific truck application, we can duplicate that
application. We have a decent supply of these Stromberg series SF aftermarket
carburetors for trucks. These are NOT a universal, one size fits all, works
well on none carburetors. These will contain the exact suggested internal
venturi and jetting for a specific application. Please call to discuss. If
you are looking for an original antique carburetor, check this link. Many antique marine engines used carburetors that may have been OK in their day, but are not truly compatible with modern fuel, or are extremely difficult to find, either as complete carburetors or parts. Others used carburetors that just weren't really that good, even in their day. In the fall of 1931, two different companies, Stromberg and Zenith introduced series of updraft carburetors that were, to use modern hyperbole, light-years ahead of updraft carburetors up to then. The Stromberg series were the SF series for trucks and industrial applications, and the SFM series for marine application. The Zenith series were the 63AW series for trucks and industrial applications, and the 263M series for marine applications. Several decades ago, we became the caretaker for the existing Stromberg factory literature. Stromberg offered aftermarket carburetors, CALIBRATED BY STROMBERG ENGINEERS, for most trucks from about 1912, and most marine engines from about 1918. As we have the literature listing the original calibrations, if Stromberg did offer a replacement carb for a specific marine application, we can duplicate that application. We have a decent supply of these Stromberg series SFM aftermarket carburetors for marine applications. These are NOT a universal, one size fits all, works well on none carburetors. These will contain the exact suggested internal venturi and jetting for a specific application. Please call to discuss. If you are looking for an original antique carburetor, check this link. Carburetor selection - Single carburetors When choosing a carburetor for your car, a little homework will often pay large dividends. Consider the following questions:
If yes, you are generally restricted to the original carburetor or a duplicate thereof. 2. If no, is your car going to be used for sanctioned racing? If yes, check with the sanctioning body for their regulations.
B. Do you want to use a single carburetor or some form of multiple carburetion? If you wish to use a single carburetor, the following equation can be used for multi-cylinder 4-stroke engines: CFM = (RPM x CID) / 3456. This equation is familiar to most enthusiasts, but understanding the equation seems to be a different story. Most apply the equation for WOT (wide open throttle) to determine the maximum size of the carburetor, which is good, but only half of the story (unless you plan to drive on the street constantly at WOT). For street use, it is also important to use the equation for your normal cruising RPM, and these that CFM figure for the primary side of your 4 barrel carburetor. This will maximize the air velocity (and the primary efficiency) for your cruising RPM. Remember that too large a venturi means too small air velocity, which means a LEAN condition! We have found that, for modern 8 cylinders of 300 CID or larger, almost without exception, a spread-bore carburetor (small primary, and large variable secondary) will perform best on the street. We have a small quantity of high performance Carter spread-bore aftermarket carburetors (with electric choke). These are part number 9800 and are rated 800 CFM (200 primary plus a variable secondary). Also, consider whether the engine is a large displacement high torque, low RPM; or a smaller displacement high RPM engine; and also the breathing capability of the engine. Chevrolet found the small block to like smaller primary and larger secondary. The 1963 Corvette 327/350 used a 575 (225P/350S) CFM unit. Pontiac found the spread-bore 750 did not do as well on a 455 as an 800 (200P/600S). Chrysler used spreadbore 850 (250P/600S) on their 440 engine. To help you pick the size carburetor for street use, consider the following Carter aftermarket carburetor sizes: Square-bore (secondary is variable, based on engine demand) 400 CFM – 200 (P), 200 (S) 500 CFM – 225 (P), 275 (S) 600 CFM – 250 (P), 375 (S) (this is NOT a misprint) 625 CFM – 250 (P), 375 (S) 750 CFM – 375 (P), 375 (S) 950 CFM – 375 (P), 575 (S) Spread-bore (secondary is variable, based on engine demand) 800 CFM – 200 (P), 600 (S) 850 CFM – 250 (P), 600 (S) 1000 CFM – 400 (P), 600 (S) Carburetor selection - Multiple carburetor set-ups Assembling a multiple carburetor street set-up can be a tricky situation. Unless you wish to maximize appearance only, FOR BEST RESULTS, the number of carburetors should be a factor of the number of cylinders ie 2, 4, or 8 carburetors on an 8 cylinder, 3 or 6 carburetors on a 6 cylinder. (Four cylinder engines present their own set of problems - CALL). Before all you Chrysler 6-pack and Pontiac tri-power gearheads get your hackles up, please read further! I have tri-power on my own 1964 GTO because Pontiac put it there to maximize appearance, but a properly selected 4 barrel runs better! I didn't say tri-power won't work. It just doesn't work as well as a 4 barrel. When more than one source (carburetor) feeds a cylinder, turbulence exists at the point of join. This turbulence will cause the air fuel mixture delivered to the cylinders to break down at higher RPM. Please note that when the factorys used three two barrel units, they were primarily installed on relatively low RPM undersquare engines. Please also note that Chrysler used dual quads on their race engines with multiple carburetors, as did Pontiac with their Super Duty race engines. Once you have determined configuration, you must choose carburetors. FOR BEST RESULTS, use:
Your carburetors will probably have to be re-calibrated. Having a ready source of calibration pieces is useful. Modern carburetors utilize vacuum to determine auxilliary fuel flow (power valves, metering rods, etc.) A higher lift camshaft will lower the engine vacuum and require recalibration of the carburetor's power system. Many problems on street systems are a direct result of ignoring the vacuum signal, even when the proper size and type of carburetor are used. Sizing carburetors for multiple units can be very tricky. Remember that two barrel carbs and four barrel carbs are rated with a different scale. Also remember that carburetors too large for your engine will run lean! Linkage can be another problem. We recommend street dual quad systems run simultaneous linkage. That is, the throttle controls both carburetors as though there were only one. We suggest using the choke and idle circuits on both carburetors. This may mean fabricating your linkage. The Carburetor Shop is in the business of selling, restoring and/or modifying carbuetors. We have installed multiple carburetion systems on everything from 4 one barrels on a 2 litre Ford four cylinder to dual AFB Carters on a number of racing only V-8's We have devised tooling to fabricate custom linkage, fuel lines, fittings, etc. We would like to have YOUR BUSINESS. |