Contents

Chapter 1
Introduction 1-1

Chapter 2
Tools and equipment 2-1

Chapter 3
Carburetor fundamentals 3-1

Chapter4
Carburetor identification 4-1

Chapter 5
Troubleshooting 5-1

Chapter 6
Carburetor removal and installation 6-1

Chapter 7
Overhaul and adjustments
Part A Overhaul tools and preparation 7A-1
Part B One-barrel models: 1M, 1MV, 1ME, 1 MEF 7B-1
Part C Two-barrel models: 2G, 2GC, 2GV 7C-1
Part D Quadrajet four-barrel models: 4MC, 4MV,
M4MC, M4MCA, M4MEA, M4MED, M4MEF,
E4MC, E4ME
Oualjet two-barrel models: M2MC, M2ME,
E2MC, E2ME 70-1
Part E Varajet two-barrel models: 2SE, E2SE 7E-1

Chapter a
Selection and modification 8-1
Conversion factors 8-20

Glossary GL-1

Index IND-1
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 Introduction
About this manual thing you need to know to successfully deal with your
The goal of this manual is to help you obtain the very best Rochester carburetor and realize its full potential!
your Rochester carburetor has to offer, whether it be perfor-
mance or economy. Since these carburetors are fine precision
How to use this repair manual
nstruments, the manual assumes that you already have a ba- The manual Is divided into Chapters. Each chapter is sub-
sic understanding of how an engine works and are fairly com- divided into sections, some of which consist of consecutively
petent with the use of tools and safe working procedures. numbered paragraphs (usually referred to as "Steps", since
For many, the carburetor represents a portion of a vehicle they're normally part of a procedure). If the material is basically
that Just shouldn't be tampered with, and because of .this re- informative in nature, rather than a step-by-step procedure, the
pairs or modifications to the carburetor are usually left to paragraphs aren't numbered.
someone else. A considerable amount of money can be saved The first six chapters contain material on preparing for an
and n;iuch knowledge can be gained by taking on these tasks overhaul, including tool selection and usage, safety and gen-
yourself. This will help you better understahd what your vehicle eral shop practices. Chapter 7 covers the specifics of the over-
is doing under certain operating conditions, and you'll be able haul procedure. Chapter 8 deals with selecting the proper car-
to tune your carburetor to correct certain problems and extract buretor for your application and also contains modification
the maximum performance from you engine. tips.
Although these carburetors will primarily be found on Gen- The term "see illustration" (in parentheses), is used in the
eral Motors vehicles (Rochester is a subsidiary of GM) they text to indicate that a photo or drawing has been included to
have been used by other manufacturers, too. Of the millions of make the information easier to understand (the old cliche "a
these carburetors in existence, all of them will need attention picture is worth a thousand words" is especially true when it
sooner or later. All of the carburetors covered by this manual comes to how-to procedures). Also, every attempt is made to
are very well made, are relatively simple to overhaul and easy position illustrations directly opposite the corresponding text
to tune (although tuning a carburetor is usually a trial-and-error to minimize confusion. The two types of illustrations used (pho-
proposition). This manual unlocks the "mystery" of the tographs and line drawings) are referenced by a number pre-
Rochester carburetor. Included are chapters on tools, funda- ceding the caption. Illustration numbers denote chapter and
mentals of operation, carburetor identification, troubleshoot- numerical sequence within the chapter (i.e. 3.4 means Chapter
ing, removal and installation, overhaul and adjustments, and 3, illustration number 4 in order).
selection and modifications. At the end of the manual there's a The terms "Note", "Caution" and "Warning" are used
glossary of terms used throughout the book. In short, every- throughout the text with a specific purpose in mind - to attract
the reader's attention. A "Note'' simply provides information
required to properly complete a procedure or information
which will make the procedure easier to understand. A "Cau-
tion" outlines a special procedure or special steps which must
be taken when completing the procedure where the Caution is
found. Failure to pay attention to a Caution can result in dam-
age to the component being repaired or the tools being used.
A "Warning" is included where personal injury can result if the
instructions aren't followed exactly as described.
Even though extreme care has been taken during the
preparation of this manual, neither the publisher nor the author
can accept responsibility for any errors in, or omissions from,
the information given.

Automotive chemicals and lubricants

A wide variety of automotive chemicals and lubricants -
ranging from cleaning solvents and degreasers to lubricants
and protective sprays for rubber, plastic and vinyl - are avail-
able.
r 1-2 Chapter 1 Introduction

Cleaners
Brake system cleaner (sometimes used in place of
carburetor cleaner)
Brake system cleaner removes grease and brake fluid
from brake parts like disc brake rotors, where a spotless sur-
faces is essential. It leaves no residue and often eliminates
brake squeal caused by contaminants. Because it leaves no
residue, brake cleaner is often used for cleaning engine parts
as well.
Carburetor and choke cleaner
Carburetor and choke cleaner is a strong solvent for gum,
varnish and carbon. Most carburetor cleaners leave a dry-type
lubricant film which will not harden or gum up. So don't use
carburetor cleaner on electrical components.
Degreasers Graphite lubricants
Degreasers are heavy-duty solvents used to remove Graphite lubricants are used where oils cannot be used
grease from the outside of the engine and from chassis com- due to contamination problems, such as in locks. The dry
ponents. They're usually sprayed or brushed on. Depending on graphite will lubricate metal parts while remaining uncontami-
the type, they're rinsed off either with water or solvent. nated by dirt, water, oil or acids. It is electrically conductive
and will not foul electrical contacts in locks such as the ignition
Demoisturants switch.
Demoisturants remove water and moisture from electrical
components such as alternators, voltage regulators, electrical Heat-sink grease
connectors and fuse blocks. They are non-conductive, non- Heat-sink grease is a specfal electrically non-conductive
corrosive and non-flammable. grease that is used for mounting electronic ignition modules
where it is essential that heat is transferred away from the
Electrical cleaner module.
Electrical cteaner removes oxidation, corrosion and car-
bon deposits from electrical contacts, restoring full current Penetrating oil
flow. It can also be used to clean spark plugs, carburetor jets, Penetrating oil loosens and lubricates frozen, rusted ahd
voltage regulators and other parts where an oil-free surface is corroded fasteners and prevents future rusting or freezing.
necessary.
Silicone lubricants
Lubricants Silicone lubricants are used to protect rubber, plastic, vinyl
and nylon parts.
Assembly lube
Assembly lube is a special extreme pressure lubricant, White grease
usually containing moly, used to lubricate high-load parts (such White grease is a heavy grease for metal-to-metal applica-
as main and rod bearings and cam lobes} for initial start-up of a tions where water is present. It stays soft under both low and
new engine. The assembly lube lubricates the parts without high temperatures (usually from -100 to +190-degrees F), and
being squeezed out or washed away until the engine oiling sys- won't wash off or dilute when exposed to water. Another good
tem begins to function. "glue" for holding parts in place during assembly.

CAI\I PULL.Off FEATURE

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INSET2
 Chapter 1 Introduction 1-3

Sealants used for small nuts, bolts and screws that may be removed
later. High-strength locking compound is for large nuts, bolts
Anaerobic sealant and studs which aren't removed on a regular basis.
Anaerobic sealant is much like RTV in that it can be used
either to seal gaskets or to form gaskets by itself. It remains Anti~seize compound
flexible, is solvent resistant and fills sutface impetfections. The Anti-seize compound prevents seizing, galling, cold weld-
difference between an anaerobic sealant and an ATV-type ing, rust and corrosion in fasteners. High-temperature anti-
sealant is in the curing. RTV cures when exposed to air, while seize, usually made with copper and graphite lubricants, is
an anaerobic sealant cures only in the absence of air. This used for exhaust system and exhaust manifold bolts.
means that an anaerobic sealant cures only after the assembly
of parts, sealing them together. Gas additives
Gas additives perform several functions, depending on
RlV sealant their chemical makeup. They usually contain solvents that help
ATV sealant Is one of the most widely used gasket com- dissolve gum and varnish that build up on carburetor, fuel in-
pounds. Made from silicone, ATV is air curing, it seals, bonds, jection and intake parts. They also serve to break down carbon
waterproofs, fills sutface irregularities, remains flexible, doesn't deposits that form on the inside surfaces of the combustion
shrink, is relatively easy to remove, and is used as a supple- chambers. Some additives contain upper cylinder lubricants
mentary sealer with almost all low and medium temperature for valves and piston rings, and others contain chemicals to re-
gaskets. move condensation from the gas tank.
Thread and pipe sealant
Thread and pipe sealant is used for sealing hydraulic and
pneumatic fittings and vacuum lines. It is usually made from a
teflon compound, and comes in a spray, a paint-on liquid and
as a wrap-around tape.

Chemicals
Anaerobic locking compounds
Anaerobic locking compounds are used to keep fasteners
from vibrating or working loose and cure only after installation,
in the absence of air. Medium strength locking compound is

5
1-4 Chapter 1 Introduction

Safety first! Fire

Regardless of how enthusiastic you may be about getting We strongly recommend that a fire extinguisher suitable
on with the job at hand, take the time to ensure that your safety for use on fuel and electrical fires be kept handy in the garage
is not jeopardized. A moment's lack of attention can result in or workshop at all times. Never try to extinguish a fuel or elec-
an accident, as can failure to observe certain simple safety trical fire with water. Post the phone number for the nearest fire
precautions. The possibility of an accident will always exist, department in a conspicuous location near the phone.
and the following points should not be considered a compre-
hensive list of all dangers. Rather, they are intended to make Fumes
you aware of the risks and to encourage a safety conscious Certain fumes are highly toxic and can quickly cause un-
approach to all work you carry out on your vehicle. consciousness and even death if inhaled to any extent. Gaso-
line vapor falls into this category, as do the vapors from some
cleaning solvents. Any draining or pouring of such volatile flu-
Essential DOs and DON 1Ts ids should be done in a well ventilated area.
When using cleaning fluids and solvents, read the instruc-
DON'T rely on a jack when working under the vehicle. Always
tions on the container carefully. Never use materials from un-
use approved jackstands to support the weight of the vehicle
marked containers.
and place them under the recommended lift or support points.
Never run the engine in an enclosed space, such as a
DON'T attempt to loosen extremely tight fasteners (i.e. wheel
garage. Exhaust fu1T1es contain carbon monoxide, which is ex-
lug nuts) while the vehicle is on a jack - it may fall.
tremely poisonous. If you need to run the engine, always do so
DON'T start the engine without first making sure that the trans-
in the open air, or at least have the rear of the vehicle outside
mission is in Neutral {or Park where applicable} and the parking
the work area.
brake is set.
DON'T attempt to drain the engine oil until you are sure it has Household current
cooled to the point that it will not burn you. When using an electric power tool, Inspection light, etc.,
DON'T touch any part of the engine or exhaust system until it which operates on household current, always make sure that
has cooled sufficiently to avoid bums. the tool is correctly connected to its plug and that, where nec-
DON'T siphon toxic liquids such as gasoline, antifreeze and essary, it is properly grounded. Do not use such items in damp
brake fluid by mouth, or allow them to remain on your skin. conditions and, again, do not create a spark or apply excessive
DON'T allow spilled fluids or lubricants to remain on the floor - heat in the vicinity of fuel or fuel vapor.
wipe it up before someone slips on It.
DON'T use loose fitting wrenches or other tools which may slip Keep it clean
and cause injury. Get in the habit of taking a regular look around the shop to
DON'T push on wrenches when loosening or tightening nuts or check for potential dangers. Keep the work area clean and
bolts. Always try to pull the wrench toward you. If the situation neat. Sweep up all debris and dispose of it as soon as possi-
calls for pushing the wrench away, push with an open hand to ble, Don't leave tools lying around on the floor.
avoid scraped knuckles if the wrench should slip. Be very careful with oily rags. Spontaneous combustion
DON'T rush or take unsafe shortcuts to finish a job. can occur if they're left in a pile, so dispose of them properly in
DON'T allow children or animals in or around the vehicle while a covered metal container.
you are working on it. Check all equipment and tools for security and safety haz-
DO wear eye protection when using power tools such as a drill, ards {like frayed cords). Make necessary repairs as soon as a
sander, bench grinder, etc. and when working under a vehicle. problem is noticed - don't wait for a shelf unit to collapse be-
DO keep loose clothing and long hair well out of the way of fore fixing it.
moving parts.
DO make sure that any hoist used has a safe working load rat- Accidents and emergencies
ing adequate for the job. Shop accidents range from minor cuts and skinned knuck-
DO get someone to check on you periodically when working les to serious injuries requiring immediate medical attention.
alone on a vehicle. The former are inevitable, while the latter are, hopefully, avoid-
DO carry out work in a logical sequence and make sure that able or at least uncommon. Think about what you would do in
everything is correctly assembled and tightened. the event of an accident. Get some first aid training and have
DO keep chemicals and fluids tightly capped and out of the an adequate first aid kit somewhere within easy reach.
reach of children and pets. Think about what you would do if you were badly hurt and
DO remember that your vehicle's safety affects that of yourself incapacitated. Is there someone nearby who could be sum-
and others. If in doubt on any point, get professional advice. moned quickly? If possible, never work alone just in case
something goes wrong.
If you had to cope with someone else's accident, would
Batteries you know what to do? Dealing with accidents is a large and
Never create a spark or allow a bare light bulb near a bat- complex subject, and it's easy to make matters worse if you
tery. They normally give off a certain amount of hydrogen gas, have no idea how to respond. Rather than attempt to deal with
which is highly explosive. this subject in a superficial manner, buy a good First Aid book
Always disconnect the battery ground (-) cable at the bat- and read ft carefully. Better yet, take a course in First Aid at a
tery before working on the fuel or electrical systems. local junior college.
 Tools and equipment
tool department of any large department store or hardware
Introduction
store chain that sells hand tools. Blackhawk, Craftsman, KO,
for some home mechanics, the idea of using the correct
Proto and SK are fairly inexpensive, good-quality choices.
tool is completely foreign. They'll cheerfully tackle the most
Specialty tools are available from mechanics' tool companies
complex procedures with only a set of cheap open-end
such as Snap-on, Mac, Mateo, Cornwell, Kent-Moore, Lisle,
wrenches of the wrong type, a single screwdriver with a worn
OTC, etc. These companies also supply the other tools you
tip, a large hammer and an adjustable wrench. Though they of-
need, but they'll probably be more expensive.
ten get away with it, this cavalier approach is stupid and dan-
Also consider buying second-hand tools from garage
gerous. It can result in relatively minor annoyances like sales or used tool outlets. You may have limited choice in
stripped fasteners, or cause catastrophic consequences like
sizes, but you can usually determine from the condition of the
blown engines. It can also result in serious injury.
tools if they're worth buying. It's a cheap way of putting a basic
An assortment of good tools is a given for anyone who
tool kit together.
plans to work on cars. If you doh't already have most of the
Until you're a good judge of the quality levels of tools,
tools listed below, the initial investment may seem high, but
avoid mail order firms (excepting Sears and other name-brand
compared to the spiraling costs of routine maintenance and re-
suppliers), flea markets and swap meets. Some of them offer
pairs, it's a deal. Besides, you can use a lot of the tools around
good value for the money, but many sell cheap, imported tools
the house for other types of mechanical repairs. We've in-
of dubious quality. Like other consumer products counterfeited
cluded a list of the tools you'll heed and a detailed description
in the Far East, these tools run the gamut from acceptable to
of what to look for when shopping for tools and how to use
unusable.
them correctly.
If you're unsure about how much use a tool will get, the
following approach may help. For example, if you need a set of
Buying tools combination wrenches but aren't sure which sizes you'll end
There are two ways to buy tools. The easiest and quickest up using most, buy a cheap or medium-priced set (make sure
way is to simply buy an entire set. Tool, sets are often priced the jaws fit the fastener sizes marked on them). After some use
substantially below the cost of the same individually priced over a period of time, carefully examine each tool in the set to
tools - and sometimes they even come with a tool box. When assess its condition. If all the tools fit well and are undamaged,
purchasing such sets, you often wind up with some tools you don't bother buying a better set. If one or two are worn, replace
don't need or want But if low price and convenience are your them with high-quality items - this way you'll end up with top-
concerns, this might be the way to go. Keep in mind that quality tools where they're needed most and the cheaper ones
you're going to keep a quality set of tools a long time (maybe are sufficient for occasional use. On rare occasions you may
the rest of your life), so check the tools carefully; don't skimp conclude the whole set is poor quality. If so, buy a better set, if
too much on price, either. Buying tools individually is usually a necessary, and remember never to buy that brand again.
more expensive and time-consuming way to go, but you're In summary, try to avoid cheap tools, especially when
more likely to wind up with the tools you need and want You you're purchasing high-use Items like screwdrivers, wrenches
can also select each tool on its relative merits for the way you and sockets. Cheap tools don't last long. Their initial cost plus
use it. the additional expense of replacing them will exceed the initial
You can get most of the hand tools on our list from the cost of better-quality tools.
 2-2 Chapter 2 Tools and equipment

Hand tools
A list of general-purpose hand tools you need
for general carburetor work
Allen wrench set (118 to 3/8-inch)
Ball peen hammer - 12 oz (any steel hammer will do)
Box-end wrenches
Brushes (various sizes, for cleaning small passages)
Combination (sl/p-joint) pliers - 6-inch
Center punch
Cold chisels - 114 and 112-inch
Combination wrench set (1/4 to 1-inch)
Extensions - 1- and 6-inch
2.1 One quick way to determine whether you're looking at a qual-
E-Z out (screw extractor) set
ity wrench is to read the information printed on the handle - if it
Feeler gauge set says "chrome vanadium" or "forged," it's made out of the ri9ht
Files (assorted) material
Gasket scraper
Hacksaw and assortment of blades
Locking pliers
Magnet
Phi/1/ps screwdriver (no. 2 x 6-inch)
Phillips screwdriver (no. 3 x 8-inch)
Phillips screwdriver (stubby - no. 2)
Pin punche,s (1/16, 1/8, 3/16-inch)
Pliers - needle-nose
Pliers - locking (Vise-grip)
Pliers - diagonal cutters
Ratchet
Razor blades (industrial)
Scribe
S-ocketset 2.2 Open-end wrenches can do several things other wrenches
Standclfd screwdriver (1 /4-inch x 6-inch) can't - for example, they can be used on bolt heads with limited
Standard screwdriver (5176-inch x 6-inch) clearance (above) and they can be used in tight spots where
Standard screwdriver (5/16-inch - stubby) there's little room to turn a wrench by flipping the offset jaw over
every few degrees of rotation
Steel ruler - 6-inch
Tap and die set
Thread gauge
A side-by-side comparison of a high-quality wrench with a
Torx drivers (only necessary on some later models) cheap equivalent is an eye opener. The better tool will be made
Universal joint
from a good-quality material, often a forged/chrome-vanadium
steel alloy (see illustration). This, together with careful design,
What to look for when buying hand tools allows the tool to be kept as small and compact as possible. Jf,
and general purpose tools by comparison, the cheap tool is thicker and heavier, espe-
cially around the jaws, it's usually because the extra material Is
Wrenches and sockets needed to compensate for its lower quality. If the tool fits prop-
Wrenches vary widely in quality. One indication of their erly, this Isn't necessarily bad - it is, after all, cheaper - but in
quality is their cost: The more they cost, the better they are. situations where it's necessary to work in a confined area, the
Buy the best wrenches you can afford. You'll use them a lot. cheaper tool may be too bulky to fit.
Wrenches are similar in appearance, so their quality level
can be difficult to judge just by looking at them. There are bar- Open-end wrenches
gains to be had, just as there are overpriced tools with well- Because of its versatility, the open-end wrench is the most
known brand names. On the other hand, you may buy what common type of wrench. It has a jaw on either end, connected
- looks like a reasonable vaiue set of wrenches only to find they by a flat handle section. The jaws either vary by a size, or over-
fit badly or are made from poor-quality steel. lap sizes between consecutive wrenches in a set. This allows
With a little experience, it's possible to judge the quality of one wrench to be used to hold a bolt head while a similar-size
a tool by looking at it. Often, you may have come across the nut is removed. A typical fractional size wrench set might have
brand name before and have a good idea of the quality. Close the following jaw sizes: 1/4 x 5/16, 3/8 x 7/16, 1/2 x 9/16, 5/8 x
examination of the tool can often reveal some hints as to its 11/16 and so on.
quality. Prestige tools are usually polished and chrome-plated Typically, the jaw end is set at an angle to the handle, a
over their entire surface, with the working faces ground to size. feature which makes them very useful in confined spaces; by
The polished finish is largely cosmetic, but it does make them turning the nut or bolt as far as the obstruction allows, then
easy to keep clean. Ground jaws normally indicate the tool will turning the wrench over so the jaw faces in the other direction,
fit well on fasteners. it's possible to move the fastener a fraction of a tum at a time
 Chapter 2 Tools and equipment 2-3

2.4 Box-end wrenches are available in 12 (left) and 6-point (right)

openings; even though the 12-point design offers twice as many
wrench positions, buy the 6-point first - it's less likely to strip off
the corners of a nut or bolt head
2.3 Box-end wrenches have a ring-shaped "box" at each end •
when space permits, they offer the best combination of "grip" and
strength

2.6 A typical ratchet and socket set includes a ratchet, a set of

sockets, a long and a short extension, a universal joint and a spark
plug socket

Although available as flat tools, the handle is usually offset

2.5 Buy a set of combination wrenches from 1/4 to 1-inch at each end to allow it to clear obstructions near the fastener,
which is normally an advantage. In addition to normal length
wrenches, it's also possible to buy long handle types to allow
more leverage (very useful when trying to loosen rusted or
(see illustration). The handle length is generally determined by seized nuts). It is, however, easy to shear off fasteners if not
:he size of the jaw and is calculated to allow a nut or bolt to be careful, and sometimes the extra length impairs access.
·1ghtened sufficiently by hand with minimal risk of breakage or As with open-end wrenches, box-ends are available in
·tiread damage (though this doesn't apply to soft materials like varying quality, again often indicated by finish and the amount
.;rass or aluminum). of metal around the ring ends. While the same criteria should
Common open-end wrenches are usually sold in sets and be applied when selecting a set of box-end wrenches, if your
: s rarely worth buying them individually unless it's to replace a budget is limited, go for better-quality open-end wrenches and
ost or broken tool from a set. Single tools invariably cost more, a slightly cheaper set of box-ends.
~ check the sizes you're most likely to need regularly and buy
·, e best set of wrenches you can afford in that range of sizes. Combination wrenches
' money is limited, remember that you'll use open-end These wrenches (see illustration) combine a box-end and
renches more than any other type - it's a good Idea to buy a open-end of the same size in one tool and offer many of thS
good set and cut corners elsewhere. advantages of both. Like the others, they're widely available in
sets and as such are probably a better choice than box-ends
Box-end wrenches only. They're generally compact, short-handled tools and are
Box-end wrenches (see illustration) have ring-shaped well suited for tight spaces where access is limited.
ends with a 6-point (hex) or 12-point (double hex) opening (see
rllustration). This allows the tool to fit on the fastener hex at 15 Ratchet and socket sets
·2-point) or 30-degree (6-point) intervals. Normally, each tool Ratcheting socket wrenches (see illustration) are high!v
, as two ends of different sizes, allowing an overlapping range versatile. Besides the sockets themselves, many other inter-
of sizes in a set, as described for open-end wrenches. changeable accessories - extensions, U-drives, step-down
2-4 Chapter 2 Tools and equipment

2.7 Lots of other accessories are available for ratchets: From left 2.8 Deep sockets enable you to loosen or tighten a nut with a long
to right, a breaker bar, a sliding T-handle, a speed handle and a bolt protruding from it
3/8-to-1/4-inch adapter

adapters, screwdriver bits, Allen bits, crow's feet, etc. - are

available. Buy six-point sockets - they're less likely to slip and
strip the corners off bolts and nuts. Don't buy sockets with ex-
tra-thick walls - they might be stronger but they can be hard to
use on recessed fasteners or fasteners in tight quarters.
A 3/8-inch drive set is the most versatile, but for carbure-
tor work you may want to consider a 1/4-inch drive set.
Interchangeable sockets consist of a forged-steel alloy
cylinder with a hex or double-hex formed inside one end. The
other end is formed into the square drive recess that engages
over the corresponding square end of various socket drive
tools.
The most economical way to buy sockets is in a set. As al-
,..
ways, quality will govern the cost of the tools. Once again, the
"buy the best" approach is usually advised when selecting 2.9 Standard and Phlllips bits, Allen-head and Totx drivers will ex-
sockets. While this is a good idea, since the end result is a set pand the versatility of your ratchet and extensions even further
of quality tools that should last a lifetime, the cost is so high it's
difficult to justify the expense for home use.
As far as accessories go, you'll need a ratchet, at least one damaged tools. There are special deep sockets for reaching
extension (buy a three or six-inch size), a spark plug socket recessed fasteners or to allow the socket to fit over a project-
and maybe a T-handle or breaker bar. Other desirable, though ing bolt or stud (see illustration). You can also buy screw-
less essential items, are a speed handle, a U-joint, extensions driver, Allen and Torx bits to fit various drive tools (they can be
of various other lengths and adapters from one drive size to very handy in some applications) (see illustration).
another (see illustration). Some of the sets you find may com- Using wrenches and sockets
bine drive sizes; they're well worth having if you find the right
Although you may think the proper use of tools Is self-evi-
set at a good price, but avoid being dazzled by the number of
dent, it's worth some thought. After all, when did you last see
pieces.
instructions for use supplied with a set of wrenches?
Above all, be sure to completely ignore any label that
reads "86-piece Socket Set," which refers to the number of Which wrench?
pieces, not to the number of sockets (sometimes even the Before you start tearing things apart, figure out the best
metal box and plastic insert are counted in the total!). tool for the job; in this Instance the best wrench for a hex-head
Apart from well-known and respected brand names, you'll fastener. Sit down w1th a few nuts and bolts and look at how
have to take a chance on the quality of the set you buy. If you various tools fit the bolt heads.
know someone who has a set that hqs held up well, try to find A golden rule is to choose a tool that contacts the largest
the same brand, If possible. Take a pocketful of nuts and bolts area of the hex-head. This distributes the load as evenly as
with you and check the fit in some of the sockets. Check the possible and lessens the risk of damage. The shape most
operation of the ratchet. Good ones operate smoothly and closely resembling the bolt head or nut fs another hex, so a 6-
crisply in small steps; cheap ones are coarse and stiff - a good point socket or box-end wrench is usually the best choice {see
basis for guessing the quality of the rest of the pieces. illustration). Many sockets and box-end wrenches have dou-
One of the best things about a socket set is the built-in fa- ble hex (12-point) openings. If you slip a 12-point box-end
cility for expansion. Once you have a basic set, you can pur- wrench over a nut, look at how and where the two are in con-
chase extra sockets when necessary and replace worn or tact. The corners of the nut engage In every other point of the
 Chapter 2 Tools and equipment 2-5

2.10 Try to use a six-point box wrench (or 2.11 Sometimes a six-point tool just 2.12 Open-end wrenches contact only
socket) whenever possible • its shape doesn't offer you any grip when you get two sides of the fastener and the jaws
matches that of the fastener, which the wrench at the angle it needs to be in tend to open up when you put some mus-
means maximum grip and minimum slip to loosen or tighten a fastener • when this cle on the wrench handle - that's why they
happens, pull out the 12-point sockets or should only be used as a last resort
wrenches - but remember: they're much
more likely to strip the corners off a fas-
tener

1vrench. When the wrench is turned, pressure is applied evenly In most cases, a fastener can be removed simply by plac-
on each of the six comers (see illustration). This is fine unless ing the wrench on the nut or bolt head and turning it. Occa-
the fastener head was previously rounded off. If so, the comers sionally, though, the condition or location of the fastener may
wlll be damaged and the wrench will slip. If you encounter a make things more difficult. Make sure the wrench is square on
damaged bolt head or nut, always use a 6-point wrench or the head. You may need to reposition the tool or try another
socket if possible. If you don't have one of the. right size, type to obtain a snug fit. Make sure the component you' re.
choose a wrench that fits securely and proceed with care. working on is secure and can't move when you turn the
If you slip an open-end wrench over a hex-head fastener, wrench. If necessary, get someone to help steady it for you.
you'll see the tool is in contact on two faces only (see illustra- Position yourself so you can get maximum leverage on the
tion). This is acceptable provided the tool and fastener are wrench.
both in good condition. The need for a snug fit between the If possible, locate the wrench so you can pull the end to-
wrench and nut or bolt explains the recommendation to buy wards you. If you have to push on the tool, remember that it
good-quality open-end wrenches. If the wrench jaws, the bolt may slip, or the fastener may move suddenly. For this reason,
head or both are damaged, the wrench will probably slip, don't curl your fingers around the handle or you may crush or
rounding off and distorting the head. In some applications, an bruise them when the fastener moves; keep your hand flat,
open-end wrench is the only possible choice due to limited ac- pushing on the wrench with the heel of your thumb. If the tool
cess, but always check the fit of the wrench on the fastener digs into your hand, place a rag between it and your hand or
before attempting to loosen it; if it's hard to get at with a wear a heavy glove.
.vrench, think how hard it will be to remove after the head is If the fastener doesn't move with normal hand pressure,
damaged. stop and try to figure out why before the fastener or wrench is
The last choice is an adjustable wrench or self-locking pli- damaged or you hurt yourself. Stuck fasteners may require
ers/wrench (Vise-Grips}. Use these tools only when all else has penetrating oil, heat or an impact driver or air tool.
failed. In some cases, a self-locking wrench may be able to Using sockets to remove hex-head fasteners is less likely
grip a darnaged head that no wrench could deal with, but be to result In damage than if a wrench is used. Make sure the
careful not to make matters worse by damaging It further. socket fits snugly over the fastener head, then attach an exten-
Bearing in mind the remarks about the correct choice of sion, If needed, and the ratchet or breaker bar. Theoretically, a
·ool In the first place, there are several things worth noting ratchet shouldn't be used for loosening a fastener or for final
"bout the actual use of the tool. First, make sure the wrench tightening because the ratchet mechanism may be overloaded
ead is clean and undamaged. If the fastener is rusted or and could slip. In some instances, the location of the fastener
coated with paint, the wrench won' t fit correctly. Clean off the may mean you have no choice but to use a ratchet, in which
~ead and, if It's rusted, apply some penetrating oil. Leave it to case you'll have to be extra careful.
soak in for a while before attempting removal. Never use extensions where the.y aren't needed. Whether
It may seem obvious, but take a close look at the fastener or not an extension is used, always support the drive end of
·o be removed before using a wrench. On many mass-pro- the breaker bar with one hand while turning it with the other.
juced machines, one end of a fastener may be fixed or cap- Once the fastener is loose, the ratchet can be used to speed
: ve, which speeds up initial assembly and usually makes re- up removal.
..,oval easier. tf a nut is installed on a stud or a bolt threads into
a captive nut or tapped hole, you may have only one fastener Pliers
·o deal with. If, on the other hand, you have a separate nut and Some tool manufacturers make 25 or 30 different types of
bolt, you must hold the bolt head while the nut is removed. pliers. You only need a fraction of this selection (see illustra-
2-6 Chapter 2 Tools and equipment

2.13 A typical assortment of the types of pliers you need to have 2.14 To adjust the jaws on a pair of Vise-Grips, grasp the part you
in your box - from the left: diagonal cutters (dikes), needle-nose want to hold with the jaws, tighten them down by turning the
pliers, Channel-lock pliers, Vise-Grip pliers, needle-nose Vise-Grip knurled knob on the end of one handle and snap the handles to-
pliers gether - if you tightened the knob all the way down, you'll probably
have to open it up (back it off) a little before you can close
tion). Get a good pair of sHp-joint pliers for general use. A pair the handles
of needle-nose pliers is handy for reaching into hard-to-get-at
places. A set of diagonal wire cutters (dikes) is essential for
electrical work and pulling out cotter pins. Vise-Grips are ad-
justable, locking pliers that grip a fastener firmly - and won't let
go - when locked Into place. Parallel-jaw, adjustable pliers
have angled jaws that remain parallel at any degree of opening.
They're also referred to as Channel-lock (the original manufac-
turer) pliers, arc-joint pliers and water pump pliers. Whatever
you call them, they're terrific for gripping a big fastener with a
lot of force.
Slip-joint pliers have two open positions; a figure eight-
shaped, elongated slot in one handle slips back-and-forth on a
pivot pin on the other handle to change them. Good-quality pli-
ers have jaws made of tempered steel and there's usually a
wire-cutter at the base of the jaws. The primary uses of slip-
joint pliers are for holding objects, bending and cutting throttle
wires and crimping and bending metal parts, not loosening
nuts and bolts.
Arc-joint or "Channel-lock" pliers have parallel jaws you 2.15 Screwdrivers come in a myriad of lengths, sizes and styles
can open to various widths by engaging different tongues and
grooves, or channels, near the pivot pin. Since the tool ex-
pands to fit many size objects, it has countless uses for engine As the name suggests, needle-nose pliers have long, thin
and equipment maintenance. Channel-lock pliers come in vari- jaws designed for reaching into holes and other restricted ar~
ous sizes. The medium size is adequate for general work; small eas. Most needle-nose, or long-nose, pliers also have wire cut-
and large sizes are nice to have as your budget permits. You'll ters at the base of the jaws.
use all three sizes frequently. Look for these qualities when buying pliers: Smooth oper-
Vise-Grips (a brand name) come in various sizes; the ating handles and jaws, jaws that match up and grip evenly
medium size with curved jaws is best for all-around work. when the handles are closed, a nice finish and the word
However, buy a large and small one if possible, since they're "forged" somewhere on the tool.
often used in pairs. Although this tool falls somewhere be-
tween an adjustable wrench, a pair of pliers and a portable Screwdrivers
vise, it can be invaluable for loosening and tightening damaged Screwdrivers (see illustration) come In a wide variety of
fasteners. sizes and price ranges, but stay away from cheap screwdriver
The jaw opening is set by turning a knurled knob at the sets at discount tool stores. Even if they look exactly like more
end of one handle. The jaws are placed over the head of the expensive brands, the metal tips and shafts are made with in-
fastener and the handles are squeezed together, locking the ferior alloys and aren't properly heat treated. They usually bend
tool onto the fastener (see illustration). The design of the tool the first time you apply some serious torque.
allows extreme pressure to be applied at the jaws and a variety A screwdriver consists of a steel blade or shank with a
of jaw designs enable the tool to grip firmly even on damaged drive tip formed at one end. The most common tips are stan-
heads. Vise-Grips are great for removing fasteners that have dard (also called straight slot and flat-blade) and Phillips. The
been rounded off by badly-fitting wrenches. other end has a handle attached to it. Traditionally, handles
 Chapter 2 Tools and equipment 2-7

8
w •••

Misuse of a
screwdriver - the The left-hand example shows a
blade shown is both snug-fitting tip. The right-hand
too narrow and too drawing shows a damaged tip
thin and will probably which will twist out of the slot
slip or break off when pressure is applied

2..16 Standard screwdrivers - wrong size (left), correct fit in screw 2.17 The tip size on a Phillips screwdriver is indicated by a number
slot (center) and worn tip (right) from 1 to 4, with 1 the smallest (left - No. 1: center - No. 2; right •
No. 3)

.1o1ere made from wood and secured to the shank, which had start by filing the very end flat at right angles to the shank.
•aised tangs to prevent it from turning in the handle. Most Make sure the tip fits snugly in the slot of a screw of the appro-
screwdrivers now come with plastic handles, which are gener- priate size and keep the sides of the tip parallel. Remove only a
'1lly more durable than wood. small amount of metal at a time to avoid overheating the tip
The design and size of handles and blades vary consider- and destroying the temper of the steel.
ably. Some handles are specially shaped to fit the human hand Phillips screwdrivers
and provide a better grip. The shank may be either round or Phillips screws are sometimes in~talled during initial as-
square and some have a hex-shaped bolster under the handle sembly with air tools and are next to impossible to remove later
·o accept a wrench to provide more leverage when trying to
without ruining the heads, particularly if the wrong size screw-
·urn a stubborn screw. The shank diameter, tip size and overall
driver is used. And don't use other types of cross-head screw-
ength vary too. drivers (such as Posi-drive, etc.) on Phillips screws - they won't
If access Is restricted, a number of special screwdrivers
work.
are designed to fit into confined spaces. The "$tubby" screw- The only way to ensure the screwdrivers you buy will fit
driver has a specially shortened handle and blade. There are
properly is to take a couple of screws with you to make sure
also offset screwdrivers and special screwdriver bits that at- the fit between the screwdriver and fastener Is snug. If the fit Is
tach to a ratchet or extension. good, you should be able to angle the blade down almost ver-
The important thing to remember when buying screw- tically without the screw falling off the tip. Use only screw-
drivers is that they really do come in sizes designed to fit differ-
drivers that fit exactly - anything else is guaranteed to chew
ent size fasteners. The slot in any screw has definite dimen-
out the screw head instantly.
sions - length, width and depth. Like a bolt head or a nut, the
The idea behind all cross-head screw designs is to make
screw slot must be driven by a tool that uses all of the available the screw and screwdriver blade self-aligning. Provided you
bearing surface and doesn't slip. Don't use a big wide blade on aim the blade at the center of the screw head, It'll engage cor-
a small screw and don't try to turn a large screw slot with a
rectly, unlike conventional slotted screws, which need careful
tiny, narrow blade. The same principles apply to Allen heads,
alignment. This makes the screws suitable for machine installa-
Phillips heads, Torx heads, etc. Don't even think of using a
tion on an assembly line (which explains why they're some-
slotted screwdriver on one of these heads! And don't use your times so tight and difficult to remove). The drawback with
screwdrivers as prybars, chisels or punches! This kind of
these screws Is the driving tangs on the screwdriver tip are
'1buse turns them Into very bad screwdrivers.
very small and must fit very precisely in the screw head. ff this
Standard screwdrivers isn't the case, the huge loads imposed on small flats of the
These are used to remove and install conventional slotted screw slot simply tear the metal away, at which point the screw
screws and are available in a wide range of sizes denoting the ceases to be removable by normal methods. The problem is
.vidth of the tip and the length of the shank {for example: a 3/8 made worse by the normally soft material chosen for screws.
•. 10-inch screwdriver Is 3/8-inch wide at the tip and the shank To deal with these screws on a regular basis, you'll need
s 10-inches long). You should have a variety of screwdrivers high-quality screwdrivers with various size tips so you'll be
so screws of various sizes can be dealt with without damaging sure to have the right one when you need it. Phillips screw-
·nem. The blade end must be the same width and thickness as drivers are sized by the tip number and length of the shank (for
·he screw slot to work properly, without slipping. When select- example: a number 2 x 6-inch Phillips screwdriver has a num-
ng standard screwdrivers, choose good-quality tools, prefer- ber 2 tip - to fit screws of only that size recess - and the shank
ably with chrome moly, forged steel shanks. The tip of the is 6-inches long). Tip sizes 1, 2 and 3 should be adequate for
snank should be ground to a parallel, flat profile (hollow engine repair work (see illustration). If the tips get worn or
ground) and not to a taper or wedge shape, which will tend to damaged, buy new screwdrivers so the tools don't destroy the
-wist out of the slot when pressure is applied (see illustration). screws they're used on (see illustration).
All screwdrivers wear in use, but standard types can be re- Here's a helpful hint that may come in handy when using
ground to shape a number of times. When reshaping a tip, Phillips screwdrivers - if the screw is extremely tight and the t p
2-8 Chapter 2 Tools and equipment

2.18 New (left) and worn (right) Phillips screwdriver 2.19 Cold chisels, center-punches, pin puhches and line-up punches (left-to-
tips right) will be needed sooner or later for many jobs

tends to back out of the recess rather than turn the screw, ap- the head. This is an important task because the build-up of
ply a small amount of valve lapping compound to the screw- material around the head can fly off when it's struck with a
driver tip so it will grip the screw better. hammer and is potentially dangerous. Make sure the tool re-
tains its original profile at the working end, again, filing or
Punches and chisels grinding off all burrs. In the case of cold chisels, the cutting
Punches and chisels (see illustration) are used along with edge will usually have to be reground quite often because the
a hammer for various purposes in the shop. Punches are avail- material in the tool isn't usually much harder than materials
able in various shapes and sizes and a set of assorted types typically being cut Make sure the edge is reasonably sharp,
will be very useful. One of the most basic is the center punch, a but don't make the tip angle greater than it was originally; it'll
small cyllndrical punch with the end ground to a point. It'll be just wear down faster if you do.
needed whenever a hole is drilled. The center of the hole is lo- The techniques for using these tools vary according to the
cated first and the punch is used to make a small indentation. job to be done and are best learned by experience. The one
The indentation acts as a guide for the drill bit so the hole ends common denominator is the fact they're all normally struck
up in the right place. Without a punch mark the drill bit will with a hammer. It follows that eye protection should be worn.
wander and you'll find it Impossible to drill with any real accu- Always make sure the working end of the tool is in contact with
racy. You can also buy automatic center punches. They're the part being punched or cut. If it isn't, the tool will bounce off
spring loaded and are pressed against the surface to be the surface and damage may result.
marked, without the need to use a hammer.
Pin punches are intended for removing items like roll pins
(hollow spring steel pins that fit tightly in their holes). Pin
punches have other uses, however. You may occasionally
have to remove rivets by cutting off the heads and driving out
the shanks with a pin punch. They're also very handy for align-
ing holes in components while bolts or screws are inserted.
Of the various sizes and types of metal-cutting chisels
available, a simple cold chisel Is essential in any mechanic's
workshop. One about 6-inches long with a 1/2-inch wide blade
should be adequate. The cutting edge is ground to about 80-
degrees (see illustration), while the rest of the tip Is ground to
a shallower angle away from the edge. The primary use of the
cold chisel is rough metal cutting - this can be anything from
removing concealment plugs to cutting off the heads of seized
or rusted bolts or splitting nuts. A cold chisel is also useful for
turning out screws or bolts with messed-up heads.
All of the tools described in this section should be good
quality items. They're not particularly expensive, so it's not re-
B
ally worth trying to save money on them. More significantly,
there's a risk that with cheap tools, fragments may break off in 2.20 A typical general purpose cold chisel (A) - note the angle of
use - a potentially dangerous situation. the cutting edge (B), which should be checked and sharpened on a
Even with good-quality tools, the heads and working ends regular basis; the mushroomed head (CJ is dangerous and should
will inevitably get worn or damaged, so it's a good idea to be filed to restore it to its original shape
maintain all such tools on a regular basis. Using a file or bench
grinder, remove all burrs and mushroomed edges from around
 Chapter 2 Tools and equipment 2-9

! 65875

2 21 Hacksaws are handy for little cuttlng jobs like sheet metal 2.22 Hacksaw blades are marked with the number of teeth per
.md rusted fasteners inch (TPI) - use a relatively course blade for aluminum and thicker
items such as bolts or bar stock; use a finer blade for materials
like thin sheet steel

When cutting t/lin m,terials. c/leck that at leasl three teeth are in
contact with the workpiece at any time Too coarse a blade wf/1
resull ,n a poor cut and may break the hl11de If you do not have the
couect blade. cut at a shallow angle to the m<1teflal

The correct cuwng angle 1s import/Int If rt is too shallow ( A) the

blade will wander. The angle shown ·at (BJ 1s correct when starring
the cut, end may be reduced slightly once under w<1y. In (C) the
angle is too steep and the blade will be inclined to Jump out of the
cut
2.24 Good quality hacksaw blades are marked like this
2.23 Correct procedure for use of a hacksaw

unbranded blades may be perfectly acceptable, but you can't

Hacksaws tell by looking at them. Poor quality blades will be insufficiently
A hacksaw (see illustration) consists of a handle and hardened on the teeth edge and will dull quickly. Most rep-
· ame supporting a flexible steel blade under tension. Blades utable brands will be marked "Flexible High Speed Steel" or
·e available in various lengths and most hacksaws can be ad- with a similar term to indicate the type of material used (see il-
sted to accommodate the different sizes. The most common lustration). It is possible to buy "unbreakable" blades (only the
ade length is 10-inches. teeth are hardened, leaving the rest of the blade less brittle).
Most hacksaw frames are adequate. There's little differ- Sometimes, a full-size habksaw is too big to allow access
. "Ice between brands. Pick one that's rigid and allows easy to a frozen nut or bolt. On most saws, you can overcome this
~ ade changing and repositioning. problem by turning the blade 90-degrees. Occasionally you
The type of blade to use, indicated by the number of teeth may have to position the saw around an obstacle and then in-
::,er inch (TPI) (see illustration), is determined by the material stall the blade on the other side of it Where space Is really re-
'."l8ing cut. The (ule of thumb is to make sure at least three teeth stricted, you may have to use a handle that clamps onto a saw
: ·e in contact with the metal being cut at any one time (see il- blade at one end. This allows access when a hacksaw frame
ustration). In practice, this means a fine blade for cutting thin would not work at all and has another advantage in that you
,i,eet materials, while a coarser blade can be used for faster can make use of broken off hacksaw blades Instead of throw-
:.itting through thicker items such as bolts or bar stock. When ing them away. Note that because only one end of the blade is
:.itting thin materials, angle the saw so the blade cuts at a supported, and it's not held under tension, it's difficult to con-
shallow angle. More teeth are in contact and there's less trol and less efficient when cutting.
chance of the blade binding and breaking, or teeth breaking. Before using a hacksaw, make sure the blade is suitable
When you buy blades, choose a reputable brand. Cheap, for the material being cut and installed correctly in the frame
2-10 Chapter 2 Tools and equipment
face is covered with rows of diagonal ridges which form the
cutting teeth. They may be aligned m one direction only (single
cut) or in two directions to form a diamond-shaped pattern
(double-cut) (see illustration). The spacing of the teeth deter-
mines the file coarseness, again, ranging from rough to smooth
in five basic grades: Rough, coarse, bastard, second-cut and
• fl direction smooth.
1~~=========~of'.:'.t~ee~th'.'.: :_=-=:=====::~'1i~ You'll want to build up a set of files by purchasing tools of
the required shape and cut as they're needed. A good starting
point would be flat, half-round, round and triangular files (at
~--c==·==i=r=ig=ht=:::, least one each - bastard or second-cut types). In addition,
~ u you'll have to buy one or more file handles (files are usually
sold without handles, which are purchased separately and
pushed over the tapered tang of the file when in use) (see illus-
tration). You may need to buy more than one size handle to fit
the various files in your tool box, but don't attempt to get by
2.25 Correct installation of a hacksaw blade - the teeth must point
away from the handle and butt against the locating lugs
without them. A file tang is fairly sharp and you almost certainly
will end up stabbing yourself in the palm of the hand if you use
a file without a handle and It catches in the workpiece during
(see illustration). Whatever !t is you're cutting must be se- use. Adjustable handles are also available for use with files of
curely supported so it can't move around. The saw cuts on the various sizes, eliminating the need for several handles (see il-
forward stroke, so the teeth must point away from the handle. lustration).
This might seem obvious, but it's easy to Install the blade Exceptions to the need for a handle are fine swiss pattern
backwards by mistake and ruin the teeth on the first few files, which have a rounded handle instead of a tang. These
strokes. Make sure the blade Is tensioned adequately or It'll small files are usually sold in sets with a number of different
distort and chatter In the cut and may break. Wear safety shapes.
glasses and be careful not to cut yourself on the saw blade or The correct procedure for using files is fairly easy to mas-
the sharp edge of the cut. ter. As with a hacksaw, the work should be clamped securely
in a vise, if needed, to prevent it from moving around while be-
Files ing worked on. Hold the file by the handle, using your free hand
Files (see illustration) come in a wide variety of sizes and at the file end to guide it and keep it flat in relation to the sur-
types for specific jobs, but all of them are used for the same face being filed. Use smooth cutting strokes and be careful not
basic function of removing small amounts of metal in a con- to rock the file as it passes over the surface. Also, don't slide it
trolled fashion. Files are used by mechanics mainly for debur- diagonally across the surface or the teeth will make grooves in
ring, marking parts, removing rust, filing the heads off rivets, the workpiece. Don't drag a file back across the workpiece at
restoring threads and fabricating small parts. the end of the stroke - lift it s1ightly and pull it back to prevent
File shapes commonly available include flat, half-round, damage to the teeth.
round, square and triangular. Each shape comes in a range of Files don't require maintenance in the usual sense, but
sizes (lengths) and cuts ranging from rough to smooth. The file they should be kept clean and free of metal filings. Steel is a

2.26 Get a good assortment of files - they're

handy for deburring, marking parts, removing
rust, filing the heads off rivets, restoring
threads and fabricating small parts
 Chapter 2 Tools and equipment 2-11

2.27 Files are either single-cut (left) or double-cut (right) - gener- 2.28 Never use a file without a handle • the tang is sharp and
ally speaking, use a single-cut file to produce a very smooth sur- could puncture your hand
face; use a double-cut file to remove large amounts of material
quickly

2.29 Adjustable handles that will work with may different size flies
are also available 2.30 Tap and die sets are available in inch and metric sizes - taps
are used for cutting internal threads and cleaning and restoring
damaged threads; dies are used for cutting, cleaning and restor-
-easonably easy material to work with, but softer metals like ing external threads
aiumlnurn tend to clog the file teeth very quickly, which will re-
sult in scratches in the workpiece. This can be avoided by rub-
driving square
1ng the file face with chalk before using It. General cleaning is j
~rried out with a file card. If kept clean, files will last a long
me - when they do eventually dull, they must be replaced;
'1ere is no satisfactory way of sharpening a worn file.

Taps and dies

yflute
Taps
Tap and die sets (see illustration) are available in Inch
'1d metric sizes. Taps are used to cut internal threads and
ean or restore damaged threads. A tap consists of a fluted cuning edge
'lank with a drive square at one end. It's threaded along part
' its length - the cutting edges are formed where the flutes in-
ersect the threads (see illustration). Taps are made from
ardened steel so they will cut threads in materials softer than
taper intermediate plug
'1at they're made of.
Taps come in three different types: Taper, plug and bot-
2.31 Taper, plug and bottoming taps (left-to-right)
oming. The only real difference is the length of the chamfer on
1e cutting end of the tap. Taper taps are chamfered for the
rst 6 or 8 threads, which makes them easy to start but pre-
2-12 Chapter 2 Tools and equipment

2.33 A die (right) is used for cutting external threads (this one is a
split-type/adjustable die) and is held in a tool called a die stock
(left)
2.32 If you need to drill and tap a hole, the drill bit size to use for a
given bolt {tap) size is marked on the tap
good when used on threaded holes in aluminum engines. The
alternative is to buy high-quality taps if and when you need
them, even though they aren't cheap, especially if you need to
buy two or more thread pitches in a given size. Despite this, it's
the best option - you'll probably only need taps on rare occa-
sions, so a full set isn't absolutely necessary.
Taps are normally used by hand (they can be used in ma-
chine tools, but only in machine shop applications). The square
drive end of the tap is held in a tap Wrench (an adjustable T-
handle). For smaller sizes, a T-handled chuck can be used. The
tapping process starts by drilling a hole of the correct diame-
ter. For each tap size, there's a corresponding twist drill that
will produce a hole of the correct size. This is important; too
large a hole will leave the finished thread with the tops missing,
producing a weak and unreliable grip. Conversely, too small a
2.34 Hex-shaped dies are especially handy for mechanic's work hole will place excessive loads on the hard and brittle shank of
because they can be turned with a wrench the tap, which can break it off in the hole. Removing a broken
off tap from a hole is no fun! The correct tap drill size is nor-
mally marked on the tap itself or the container It comes in (see
illustration).
Dies
Dies are used to cut, clean or restore external threads.
Most dies are made from a hex-shaped or cylindrical piece of
hardened steel with a threaded hole in the center. The
threaded hole is overlapped by three or four cutouts, which
equate to the flutes on taps and allow metal waste to escape
during the threading process. Dies are held In a T-handled
holder (called a die stock) (see illustration). Some dies are
split at one point, allowing them to be adjusted slightly (opened
and closed) for fine contr-ol of thread clearances.
Dies aren't needed as often as taps, for the simple reason
it's normally easier to install a new bolt than to salvage one.
However, it's often helpful to be able to extend the threads of a
bolt or clean up damaged threads with a die. Hex-shaped dies
2.35 A bench vise is one of the most useful pieces of equipment are particularly useful for mechanic's work, since they can be
you can have in the shop - bigger is usually better with vises, so turned with a wrench (see illustration) and are usually less ex-
get a vise with jaws that open at least four inches pensive than adjustable ones.
The procedure for cutting threads with a die is broadly
vents them from cutting threads close to the bottom of a hole.
similar to that described above for taps. When using an ad-
Plug taps are chamfered up about 3 to 5 threads, which makes
justable die, the initial cut is made with the die fully opened, the
them a good all around tap because they're relatively easy to
adjustment screw being used to reduce the diameter of suc-
start and will cut nearly to the bottom of a hole. Bottoming
cessive cuts until the finished size is reached. As with taps, a
taps, as the name implies, have a very short chamfer (1-1 /2 to
cutting lubricant should be used, and the die must be backed
3 threads) and will cut as close to the bottom of a blind hole as
off every few turns to clear swart from the cutouts.
practical. However, to do this, the threads should be started
with a plug or taper tap. Bench Vise
Although cheap tap and die sets are available, the quality The bench vise (see illustration) is an essential tool in a
is usually very low and.they can actually do more harm than shop. Buy the best quality vise you can afford. A good vise is
 Chapter 2 Tools and equipment 2-13

2.36 Sometimes, the parts yo1,1 have to jig up in the vise are deli- 2.37 Although it's not absolutely necessary, an air compressor
cate, or made of soft materials - to avoid damaging them, get a can make many Jobs easier and produce better results, especially
pair of fiberglass or plastic "soft jaws" (A) or fabricate your own when air powered tools are available to use with it
....rth 1/8-inch thick aluminum sheet (B)

2.39 Get a set of good quality drill bits for drilling holes and wire
brushes of various sizes for cleaning up metal parts - make sure the
bits are designed for drilling in metal

drill. But if you have an air compressor and electricity, there's a

wide range of pneumatic and electric hand tools to make all
sorts of jobs easier and faster.
2.38 Electric drills can be cordless (above) or 115-volt, AC-
::iowered (below) Air compressor
An air compressor (see illustration) makes most jobs eas-
~llpensive, but the quality of its materials and workmanship are ier and faster. Drying off parts after cleaning them, blowing out
orth the extra money. Size is also important - bigger vises are passages, running power tools - the list is endless. Once you
;sually more versatile. Make sure the Jaws open at least four buy a compressor, you'll wonder how you ever got along with-
7Ches. Get a set of soft jaws to fit the vise as well - you'll need out It.
·tiem to grip parts that could be damaged by the hardened vise
aws (see illustration). Electric drills
A drill motor with a 3/8-inch chuck (drill bit holder) will han-
Power tools dle most jobs (see illustration). Collect several different wire
Really, the only power tool you may need Is an electric brushes to use in the drill and make sure you have a complete
 2-14 Chapter 2 Tools and equipment

shank

reduced
diall)eter
shank* ~~
.._____--"l___----1.~--:?
....

straight- shank taper shank

Ci }TY 2.41 Drill bits in the range most commonly used are available in
fractional sizes (left) and number sizes (right) so almost any $ize
hole can be drilled

2.40 A typical drill bit (top), a reduced shank bit (center), and a ta-
pered shank bit (bottom right)

set of sharp drill bits (see illustration). Cordless drills are ex-
tremely versatile because they don't force you to work near an
outlet. They're also handy to have around for a variety of non-
mechanical jobs.

Twist drills
Drilling operations are done with twist drills, either in a
hand drill or a drill press. Twist drills (or drill bits, as they' re of-
ten called) consist of a round shank with spiral flutes formed
into the upper two-thirds to clear the waste produced while
drilling, keep the drill centered in the hole and finish the sides
of the hole.
The lower portion of the shank is left plain and used to
hold the drill in the chuck. In this sectlon, we will discuss only
normal parallel shank drills (see illustration). There is another 2.42 If a bit gets dull (left), discard it or re sharpen it so it looks like
the bit on the right
type of bit with the plain end formed into a special size taper
designed to fit directly into a corresponding socket in a heavy-
duty drill press. These drills are known as Morse Taper drills largest. Letter sizes start with A (0.234-inch), the smallest, and
and are used primarily in machine shops. 90 through Z (0.413-inch), the largest
At the cutting end of the drill, two edges are ground to This bewildering range of sizes means it's possible to drill
form a conical point. They're generally angled at about 60-de- an accurate hole of almost any size within reason. In practice,
grees from the drill axis, but they can be reground to other an- you'll be limited by the size of chuck on your drill (normally 3/8
gles for specific applications. For general use the standard an- or 1/2-inch). In addition, very few stores stock the entire range
gle is correct - this is how the drills are supplied. of possible sizes, so you'll have to shop around for the nearest
When buyJng drills, purchase a good-quality set (sizes available size to the one you require.
1/16 to 3/8-inch). Make sure the drills are marked "High Speed
Sharpening twist drills
Steel'' or "HSS". This indicates they're hard enough to with-
stand continual use in metal; many cheaper, unmarked drills Like any tool with a cutting edge, twist drills will eventually
are suitable only for use in wood or other soft materials. Buying get dull (see illustration). How often they'll need sharpening
a set ensures the right size bit will be available when it's depends to some extent on whether they're used correctly. A
needed. dull twist drill will soon make itself known. A good indication of
the condition of the cutting edges is to watch the waste emerg-
Twist drill sizes ing from the hole being drilled. If the tip is in good condition,
Twist drills are available in a vast array of sizes, most of two even spirals of waste metal will be produced; if this fails to
which you'll never need. There are three basic drill sizing sys- happen or the tip gets hot, it's safe to assume that sharpening
tems: Fractional, number and letter (see illustration) (we won't is required.
get involved with the fourth system, which is metric sizes). With smaller size drills - under about 1/8-inch - it's easier
Fractional sizes start at 1/64-inch and increase in incre- and more economical to throw the worn drill away and buy an-
ments of 1/64-inch. Numoer drills range in descending order other one. With larger (more expensive) sizes, sharpening is a
from 80 (0.0135-inch), the smallest, to 1 (0.2280-inch), the better bet. When sharpening twist drills, the included angle of
 Chapter 2 Tools and equipment 2-15

i .,}t"'-'
'\l --

~ '.
~ .

t!ii

2.43 Inexpensive drill bit sharpening jigs designed to be used with 2.44 Before you drill a hole, use a center punch to make an inden-
a bench grinder are widely available - even if you only use it to re tation for the drill bit so it won't wander
sharpen drill bits, it'll pay for itself quickly
a center punch to make an indentation for the drill bit so it
·he cuttihg edge must be maintained at the original 120-de- won't wander. If you're drilling out a broken-off bolt, be sure to
-,rees and the small chisel edge at the tip must be retained. position the punch in the exact center of the bolt (see illustra-
.Vlth some practice, sharpening can be done freehand on a tion).
oench grinder, but it should be noted that it's very easy to If you're drilling a large hole (above 1/4-inch), you may
..,ake mistakes. For most home mechanics, a sharpening jig want to make a pilot hole first. As the name suggests, it will
· ,at mounts next to the grinding wheel should be used so the guide the larger drill bit and minimize drill bit wandering. Before
,frill is clamped at the correct angle {see illustration). actually drilling a hole, make sure the area immediately behind
the bit is clear of anything you don't want drilled.
Drilling equipment Drilling
Tools to hold and turn drill bits range from simple, inex- When drilling steel, especially with smaller bits, no lubrica-
~nsive hand-operated or electric drills to sophisticated and tion is needed. If a large bit is involved, oil can be used to en-
expensive drill presses. Ideally, all drilling should be done on a sure a clean cut and prevent overheating of the drill tip. When
1rill press with the workpiece clamped solidly in a vise. These
drilling aluminum, which tends to srneat around the cutting
rr1achines are expensive and take up a lot of bench or floor edges and clog the drill bit flutes, use kerosene as a lubricant,
space, so they're out of the question for many do-it-your- Wear safety goggles or a face shield and assume a com-
selfers. An additional problem is the fact that many of the fortable, stable stance so you can control the pressure on the
drilling jobs you end up doing will be on the engine itself or the
drlll easily. Position the drill tip in the punch mark and make
equipment it's mounted on, in which case the tool has to be sure, if you're drilling by hand, the bit is perpendicular to the
·aken to the work. surface of the workpiece. Start drilling without applying much
The best tool for the home shop is an electric drill with a pressure until you're sure the hole is positioned correctly. If the
3 18-inch chuck. Both cordless and AC drills (that run off house- hole starts off center, it can be very difficult to correct. You can
1old current) are available. If you're purchasing one for the first try angling the bit slightly so the hole center moves In the op-
time, look for a well-known, reputable brand name and variable posite direction, but this must be done before the flutes of the
speed as minimum requirements. A 1/4-inch chuck, single- bit have entered the hole. It's at the starting point that a vari-
speed drill will work, but it's worth paying a little more for the able-speed drill is invaluable; the low speed allows fine adjust-
arger, variable speed type. ments to be made before it's too late. Continue drilling until the
Most drill motors require a key to lock the bit in the chuck, desired hole depth is reached or until the drill tip emerges at
but some have keyless chucks which are tightened by hand. the other side of the workpiece.
Nhen removing or installing a bit, make sure the cord is un- Cutting speed and pressure are important - as a general
plugged to avoid accidents. Initially, tighten the chuck by hand, rule, the larger the diameter of the drill bit, the slower the
checking to see if the bit is centered correctly. This is espe-
drilling speed should be. Also, the harder the material is, the
cially important when using small drill bits which can get slower the drilling speed should be. With a single-speed drill,
caught between the jaws. Once the chuck is hand tight, use there's little that can be done to control It, but two-speed ot
:he key to tighten it securely - remember to remove the key af- variable speed drills can be controlled. If the drilling speed is
terwards! too high, the cutting edges of the bit will tend to overheat and
Preparation for drilling dull. Pressure should be varied during drilling. Start With light
If possible, make sure the part you intend to drill in is se- pressure until the drill tip has located properly in the work.
curely clamped in a vise. If it's impossible to get the work to a Gradually increase pressure so the bit cuts evenly. If the tip is
vise, make sure it's stable and secure. Twist drills often dig ln sharp and the pressure correct, two distinct spirals of metal
during drilling - this can be dangerous, particularly if the work will emerge from the bit flutes. If the pressure is too light, the
suddenly starts spinning on the end of the drill. bit won't cut properly, while excessive pressure will overheat
Start by locating the center of the hole you"re drilling. Use the tip.
2-16 Chapter 2 Tools and equipment

2.45 Use a large drill bit or a countersink mounted in a tap wrench 2.46 The vacuum gauge indicates intake manifold vacuum, in
to remove burrs from a hole after drilling or enlarging it inches of mercury (in-Hg)

or if a shape other than round is involved, different te6hniques

are required.
If a hole simply must be enlarged slightly, a round file is
probably the best tool to use. If the hole' must be very large, a
hole saw will be needed, but they can only be used in sheet
metal.
Large or irregular-shaped holes can also be made in sheet
metal and other thin materials by drilling a series of small holes
very close together. In this case the desired hole size and
shape must be marked with a scribe. The next step depends
on the size bit to be used; the idea is to drill a series of almost
touching holes just inside the outline of the large hole. Center
punch each location, then drill the small holes. A cold chisel
can then be used to knock out the waste material at the center
of the hole, which can then be filed to size. This is a time con-
suming process, but it's the only practical approach for the
home shop. Success is dependent on accuracy when marking
2.47 The vacuum/pressure pump can create a vacuum in a circuit, the hole shape and using the center punch.
or pressuriz.e it, to simulate the actual operating conditions
Troubleshooting tools
Decrease pressure as the bit breaks through the work-
piece. If this isn't done, the bit may jam in the hole; if you're us- Vacuum gauge
ing a hand-held drill, it could be jerked out of your hands, es- The vacuum gauge (see illustration) indicates ported or
pecially when using larger size bits. intake manifold vacuum, in inches of mercury (in-Hg).
Once a pilot hole has been made, install the larger bit in Vacuum/pressure pump
the chuck and enlarge the hole. The second bit will follow the The hand-operated vacuum/pressure pump (see illustra-
pilot hole - there's no need to attempt to guide it (if you do, the tion) can create a vacuum, or build up pressure, in a circuit to
bit may break offj. It is important, however, to hold the drill at check components that are vacuum or pressure operated. It
the correct angle. , can also be used as a vacuum gauge.
After the hole has been drilled to the correct size, remove
the burrs left around the edges of the hole. This can be done Safety items that should be in every shop
with a small round file, or by chamfering the opening with a
lc;1rger bit or a countersink (see illustration). Use a drill bit Fire extinguishers
that's several sizes larger than the hole and simply twist it Buy at least one fire extinguisher (see illustration) before
around each opening by hand until any rough edges are re- doing any maintenance or repair procedures. Make sure it's
moved. rated for flammable liquid fires. Familiarize yourself with its use
as soon as you buy it - don't wait until you need it to figure out
Enlarging and reshaping holes
how to use It. And be sure to have It checked and recharged at
The biggest practical size for bits used ih a hand drill is regular intervals. Refer to the safety tips at the end of this
about 1/2-inch. This is partly determined by the capacity of the chapter for more information about the hazards of gasoline and
chuck (although it's possible to buy larger drills with stepped other flammable liquids.
shanks). TI1e real limit is the difficulty of controlling large bits by
hand: drills over 1/2-inch tend to be too much to handle In any- Gloves
thing other than a drill press. If you have to make a larger hole, If you're handling hot parts or metal parts with sharp
 Chapter 2 Tools and equipment 2-17

2.48 Buy at least one

fire extinguisher before
you begin work • make
sure it's rated for
flammable liquid fires
and KNOW HOW TO
USE IT!
2.49 Get a pair of heavy work gloves for handling hot or sharp-
edged objects and a pair of rubber gloves for washing parts with
solvent or carburetor cleaner

edges, wear a pair of industrial work gloves to protect yourself

'ram burns, cuts and splinters (see illustration). Wear a pair of
heavy duty rubber gloves (to protect your hands when you
wash parts in solvent).

Safety glasses or goggles

Never use a drill, hammer and chisel or grinder without
safety glasses (see illustration). Don't take a chance on get-
ting a metal sliver in your eye. It's also a good idea to wear
safety glasses when you're washing parts in solvent or carbu-
retor cleaner.

Storage and care of tools

Good tools are expensive, so treat them well. After you're
through with your tools, wipe off any dirt, grease or metal chips
and put them away. Don't leave tools lying around in the work 2.50 One of the most important items you'll need in the shop is a
area. General purpose hand tools - screwdrivers, pliers, face shield or safety goggles, especially when you're hitting metal
wrenches and sockets - can be hung on a wall panel or stored parts with a hammer, washing parts in solvent or grinding some-
in a tool box. Store precision measuring instruments, gauges, thing on the bench grinder
meters, etc. in a tool box to protect them from dust, dirt, metal
chips,and humidity. or fiber inserts. Once they're removed, they lose their locking
ability. Install new locknuts.
Maintenance and repair techniques Flat washers and lockwashers, when removed from an as-
There are a number of techniques involved in maintenance sembly, should always be replaced exactly as. removed. Re-
and repair that will be referred to throu_ghout this manual. Ap- place any damaged washers with new ones. Never use a lock-
plication of these techniques will enable the home mechanic to washer on any soft metal surface (such as aluminum), thin
be more efficient, better organized and capable of performing sheet metal or plastic.
the various tasks properly, which will ensure that the repair job Apply penetrant to rusted nuts and bolts to loosen them
is thorough and complete. up and prevent breakage. Some mechanics use turpentine in a
spout-type oil can, which works quite well. After applying the
Fasteners rust penetrant, let it work for a few minutes before trying to
Fasteners - nuts, bolts, studs and screws - hold parts to- loosen the nut or bolt. Badly rusted fasteners may have to be
gether. Keep the following things in mind when working with chiseled or sawed off or removed with a special nut breaker,
fasteners: All threaded fasteners should be clean and straight, available at tool stores.
with good threads and unrounded corners on the hex head If a bolt or stud breaks off in an assembly, it can be drilled
(where the wrench fits). Make it a habit to replace all damaged and removed with a special tool commonly available for this
nuts and bolts with new ones. Almost all fasteners have a lock- purpose. Most automotive machine shops can perform this
ing deyice of some type, either a lockwasher, locknut, locking task, as well as other repair procedures, such as the repair of
tab or thread adhesive. Don't reuse special locknuts with nylon threaded holes that have been stripped out.
2-18 Chapter 2 Tools and equipment

Tightening sequences and procedures tighten them all one-half turn. Finally, tighten each of them
First, install the bolts or nuts finger-tight. Then tighten one-quarter turn at a time until each fastener has been tight-
them one full turn each, in a criss-cross or diagonal pattern. ened to the proper torque. To loosen and remove the fasten-
Then return to the first one and, following the same pattern, ers, reverse this procedure.

2.52 Typic.al assortment of E·Z-Out extractors

hole is 1/2-inch ih diameter, use a 15/32-inch drill bit.

This leaves a shell which you can pick out with a sharp
chisel.
If that doesn't w1:Jrk, you'll have to resort to some form
<>f screw extractor, such as E-Z-Out (see illustration).
!Screw extractors are sold in sets which can remove any-
2.51 There are several ways to remove a broken fastener
thing from 1/4-inch to Hnch bolts or studs. Most extrac~
A Fife it flat or slot it
tors are fluted and tapered hlgn-gn:tde steef. To use a
B Weld on a nut
screw extractor, drill a hole slightly smaller than the O.D.
C Use a punc;h to unscrew it
D Use a screw extractor (like an E-Z-Out) of the extractor you're going to use (ExtFactor sets in-
E Use a tap to remove the she/I clude the m~nufacturer's recommendations for what size
drill bit to use With each extractor size). Then screw in the
extractor, making sure it's centered, and back it - and
How to remove broken fasteners the broken fastener - out. Extractors are reverse~
Sooner or later, you're going to break off a boft or threaded, so they won't unscrew when you back thern
screw inside its threaded hole. Tntlre ar-e s~veral ways to out.
remove it. Before you buy an expensive extractor set, try A word to the wls~ Even though an E-Z-Out will usually
some S>f the following cheaper methods first. work, it can cause even more grief ff you're careless or
First, regardless of Which ofthe following methods you sloppy. Drilling the hole for the ~xttactor off-center, using
use, be sure to use penetrating oil. Penetrating oil is a too small or too big a bit for the size of the fastener
special light oil with excellent penetrating power for free-' you're removing, or break!n.9 off an E-Z Out will only
ing dirty and rusty fasteners. But it also works welt on make things worse. So be careful!
tightly torqu,ed broken fasteners. How to repair broken threads
If enougb of the fastener protrudes from its hole ~ and if
Sometimes, the internal threads of a nut or bolt hole
it ,Lsn't torqued dawn too tightly - you can often remove
can oecome stripped, usually from ovef'tightenlng. Strip-
it with vise-grips or a small pipe wrench. If that doesn't
ping threads is an all-too-common occurrence. espe-
work, or It the fastener doei;m't provide sufficient pur-
c;;jally when working with aluminum parts such as intake
chase for pliers or a wrench, try filing it down to take a
manifolds or other soft metals used in carburetor manu-
wrench, or cut a slot in it to accept a scr.ewdriver (see il-
facturin_g,
lustrc;1tion). If you still can't get it off- and you know how
Usually, external or intetnal threads are only partially
to weld - try welding a flat piece of steel, or a nut, to the
stripped. After they' ve been cleanetl up with a tap or die,
top of the broken fastener. If the fastener is broken off
they'll still work. Sometimes, however, threads are badly
flush with - or below - the-top of its hole, try tapping it out
damaged. When this happens, you've got three choices:
with a small, sharp punch. If that doesn't work, fry drilling
1) Drill and tap the hole to the next suitable oversize
out the t5roken fastener with a bit only sfightly smaller
and install a larger diameter bolt. screw or stud.
than the inside diameter- of the hole. For example, ff the
2) Drill and tap the hole to accept a threaded plug,
 Chapter 2 Tools and equipment 2-19

then drill and tap the plug to the origirial serew size. You
can also buy a plug already threaded to the original size.
Then you slmply dtifl a hole to the specified size, then
Standard Screw Fits In ... run the threaded plug into the hole With a bolt and jam
\ nut. Once tM plug is fully seatf)d, remove ttte'jam nµt
and bolt. ·
3) The third method uses a pateflted thread r:§pa;jr kit
flke Hell-Coil or Slimsert. These easy~to•use kits are de,.
Heli-coll Insert In ... signed to r.epair damaged threads fn spark plog 'holes\
Tapped Hole straighMhrough noles and blind holes. Both are available
as kits which can handle a variety <>cf sizes and 'tllread
pattern9. Dr111 the hole, then tap ]t with the speoiaf in-
cluded tap. Install the lieli-Goil (see illustration} (lll'ld the
hole is back to ifs 6riginat diameter and thread pitch.
2.53 To install a Heli-CoiJ, drili out the hple, tap It with the spe- Re§ar-dless of which method you usQ, be sure' to- pro-
cial inc1uded tap and screw in the Heli-Co'll ot
ceed calmly-and carefully. A little lm®,tience careless~
ness durfng one of these relativeJy simple procedJll;res
can ruin your whole day's work and cost yqu a Pundt~ if
,1ou .wreck an expensive component.

gasket and clean the gasket surface. You can also remove
Component disassembly some gaskets with a wire brush. If some gasket material re-
Disassemble components carefully to help ensure that the fused to come off, soak it with rust penetrant or treat it with a
µarts go back together properly. Note the sequence in which special chemical to soften it, then scrape it off. You can fash-
arts are removed. Make note of special characteristics or ion a scraper from a piece of copper tubing by flattening and
narks on parts that can be installed more than one way, such sharpening one end. Copper is usually softer than the surface
iS a grooved thrust washer on a shaft. It's a good idea to lay being scraped, which reduces the likelihood of gouging the
"e disassembled parts out on a clean surface in the order in part. The mating surfaces must be clean and smooth when
"nch you removed them. It may also be helpful to make you' re done. If the gasket surface is gouged, use a gasket
:etches or take instant photos of components before re- sealer thick enough to fill the scratches when you reassemble
oval. the components. For most applications, use a non-drying (or
When you remove fasteners from a component, keep semi-dryfng) gasket sealer.
cick of their locations. Thread a bolt back into a part, or put
e washers and nut back on a stud, to prevent mix-ups later. If Hose removal tips
at isn't practical, put fasteners in a fishing tackle box or a se- Warning: If the vehicle is equipped with air conditioning, do
as of small boxes. A cupcake or muffin tin, or an egg crate, is not disconnect any of the A/C hoses without first having the
j eaJ for this purpose - each cavity can hold the bolts and nuts system depressurized by a dealer service department or a ser-
· ·om a particular area (i.e. carburetor mounting studs and nuts, vice station (see the Haynes Automotive Heating and Air Con-
el bowl components, etc.). A pan of this type is helpful when ditioning Manual).
orking on assemblies wfth very small parts, such as the car- The same precautions that apply to gasket removal also
.iretor or valve train. Mark each cavity with paint or tape to apply to hoses. Avoid scratching or gougihg the surface
-0entify the contents. against which the hose mates, or the connection may leak.
When you unplug the connector(s) between two wire har- Take, for example, radiator hoses. Because of various chemi-
.,esses, or vacuum line connections, it's a good idea to identify cal reactions, the rubber in radiator hoses can bond itself to
· "le two halves with numbered pieces of masking tape or a the metal spigot over which the hose fits. To remove a.hose,
riair of matching pieces of colored electrical tape - so they can first loosen the hose clamps that secure it to the spigot. Then,
oe easily reconnected. with slip-joint pliers, grab the hose at the clamp and rotate it
around the spigot. Work it back and forth until it is completely
Gasket sealing surfaces free, then pull it off. Silicone or other lubricants will ease re-
Gaskets seal the mating surfaces between two parts to moval if they can be applied between the hose and the outside
prevent lubricants, fluids, vacuum or pressure from leaking out of the spigot. Apply the same lubricant to the inside of the hose
oetween them. Age, heat and pressure can cause the two and the outside of the spigot to simplify installation. Snap-On
parts to stick together so tightly that they' re difficult to sepa- and Mac Tools sell hose removal tools - they look like bent ice
-ate. Often, you can loosen the assembly by striking it with a picks - which can be inserted between the spigot and the radi-
soft-face hammer near the mating surfaces. When a part re- ator hose to break the seal between rubber and metal.
fuses to come off, look for a fastener that you forgot to remove. As a last resort - or if you're planning to replace the hose
Don't use a screwdriver or pry bar to pry apart an assem- anyway - slit the rubber with a knife and peel the hose from the
bly. It can easily damage the gasket sealing surfaces of the spigot. Make sure you don't damage the metal connection.
parts, which must be smooth to seal properly. If prying is abso- If a hose clamp is broken or damaged, don't reuse It. Wire-
utely necessary, use an old broom handle or a section of hard type clamps usually weaken with age, so it's a good idea to re-
wood dowel. place them with screw-type clamps whenever a hose is re-
Once the parts are separated, carefully scrape off the old moved.
2-20 Chapter 2 Tools and equipment

Notes
 Carburetor fundamentals
Introduction amount and speed of air flowing through it, then meters the
Let's face it: Carbureted fuel systems have become rather proper ratio of "atomized" (spray of fine droplets) fuel into the
complicated. When you open the hood of a modern vehicle airstrea_m. And it must do all this while constantly varying the
you're confronted by a nightmarish labyrinth of hoses, lines: fuel ratio to match changes in engine speed and load deter-
mkages, rods, springs, tubes, valves and wires, most of them mined by the demands of the driver and the engine's operating
attached directly to the carburetor. Yet, for all its seeming conditions.
complexity, the carburetor itself needn't be that difficult to un- The demands of the driver:
derstand. like any mechanical component that looks Idle
'ormidable when viewed as a single assembly, the carburetor Acceleration
Is simpler if you break it down into its individual parts and sub- Cruising
systems. Each of these parts and subsystems is, by itself, High speed
pretty elemehtary. Deceleration
You probably already know something about carburetors. The engine's operating condltions:
At the very least, you know the carburetor is a mechanical de- Cold or 'f,'arm start-up
vice that mixes gasoline with air to form a combustible mixture. Cold or warm operation
And you may even be familiar with some of the bits and pieces High or low engine load
- floats, jets, etc. - that constitute the modern carburetor. But High or low crankshaft speed
the fact that you're reading this manual means you probably High or low manifold vacuum
want to know more. High or low venturi vacuum
How does a carburetor really work? This question has
Finally, it must do all the above quickly and accurately
stumped weekend do-it-yourselfers and professional mechan-
enough to ensure good driveability, mileage and performance,
ics alike at one time or another. Everyone seems to have some
all the while providihg an 1air/fuel ratio that produces tailpipe
working knowledge about carburetors. But as with so many
emissions low enough to comply with state and Federal law.
other automotive components, a little knowledge about carbs
Obviously, carburetion on a modern automobile is a lot
can be a dangerous thing. So this Chapter goes back to
more complicated prop9sition than It was 50, or even 25, years
sqw~re one and starts from scratch. That way - perhaps even
ago. Does this mean you can no longer service your own car-
at_the risk ot insulting your Intelligence - we can eliminate any buretor? Absolutely not! Once you understand the basic oper-
m1sconceptIons you may have picked up somewhere. Once
ating principles of carburetors and the circuits they use to meet
you fully understand the information in this Chapter, you'll have
the above demands, you can rebuild and adjust any Rochester
the kind of theoretical background it takes to make sound
carburetor in this manual. So first, let's review those operating
judgments regarding adjustments, rebuilds and modifications
principles, then we'll examine the seven circuits you'll find on
to any carburetor In this manual.
most of the carburetors covered in this book. Finally, we'll dis-
What is a carburetor? cuss some of the more typical features found on modern
Roch esters.
Basically, the carburetor is a device that "senses" the
3-2 Chapter 3 Carburetor fundamentals
side your mouth. In other words, you're creating a partial vac-
Basic operating principles uum. So the liquid In the glass is forced up through the straw
and Into your mouth.
Pressure differential What's pressure differential got to do with carburetors?
Many people think that an engine sucks air into Its com- Everything. It's pressure differential that the idle and main cir-
bustion chambers and the carburetor simply dumps some fuel cuits use to push fuel out of the float bowl (which is vented to
into this airstream as It passes through the carb throat. In a atmospheric pressure), up through a tube or passage to the
sense, this is true. But ask them why - or how - it does this, low-pressure throat of the carburetor where it's dispersed into
and you're likely to get some vague answer about main jets the airstream moving through the venturi (see illustration}
and throttle valves and venturis. We'll get to float bowls and main circuits in a moment. Now
What is really happening inside a carburetor during its op- let's look at the second operating principle of the carburetor,
eration? Quite a lot, actually. Most carburetors have seven dif- manifold vacuum.
ferent circuits to deal with every conceivable combination of
driver demand and engine operating condition. But before we Manifold vacuum
look at those circuits, let's review the three important factors What is vacuum? In science, It's the total absence of air. In
that determine which circuit operates - and when. The first of automotive circles, vacuum is the term used to describe the
these is pressure differential. condition of lower-than-atmospheric pressure. Vacuum is usu-
A gas or a liquid -acted upon by two different pressures is ally expressed in inches of mercury (in-Hg). The numerically
pushed by the higher pressure toward the lower pressure area. higher the figure for in-Hg, the higher the vacuum.
In other words, a pressure differential causes the gas or liquid The term "manifold vacuum" refers to the condition of rel-
to move toward the lower pressure area. ative vacuum that exists in the intake manifold when the engine
Let's look at an everyday example of how a pressure dif- is running {see illustration). When they're in operation, the in-
ferential works. When you sip a drink through a straw, you're take and exhaust valves and the pistons work together to cre-
sucking the liquid up the straw, right? True, but what are you ate an air pump. As the intake valve opens and the piston
really doing when you suck on the straw? You're creating a moves down on its intake stroke, a relative vacuum Is created
pressure differential. The atmospheric pressure bearing down inside the volume displaced in the cylinder. Why? Because, the
on the surface of the liquid in the glass is a constant 14.7 air at atmospheric pressure in the intake system upstream from
pounds per square inch (psi) at sea level. When you suck on the carburetor can't fill the cylinder as quickly as the piston can
the straw, you lower the atmospheric pressure in your mouth, move downward toward the bottom of its stroke. So the vac-
creating a less~than-atmospheric (relatively low) pressure in- uum inside the cylinder is fairly strong, not quite so strong in

Atmosphereric
Pressure

Lower-than-
Atmosphereric
Pressure
(Relative
Vacuum)

3.1 Pressure differential - the tendency of a higher

pressure to push a fluid toward a lower pressure
area - is one of the three principles on which carbu-
retors are based; in this illustration, the float bowl is
vented to atmospheric pressure (14.7 psi at sea
level), so when the engine is running, the fuel in the
bowl is pushed toward the relatively lower pressure
areas at the throttle plate or the venturi, depending
on driver demand

Lower-than- - - - - - - :
Atmosphereric
Pressure
(Relative
Vacuum)
 Chapter 3 Carburetor fundamentals 3-3

ATMOSPHERE

3.2 Manifold vacuum is the difference in pressure between the at- 3.3 The venturi effect is the behavior of air molecules moving
mosphere and the inside of the intake manifold caused by the ob- through a tube with a restricted orifice: When they get to the re-
struction of the throttle plate in the base of the carburetor: The striction (commonly known as the venturi), they speed up because
more restricted the passage past the throttle plate, i.e. the more they're forced closer together, so the pressure in the venturi area
the throttle plate is closed, the greater the manifold vacuum drops below atmospheric pressure

the intake manifold and weaker still as we get farther away

from the empty cylinder and closer to the mouth of the intake
Carburetor Circuits
system, where the air is at atmospheric pressure. However,
there's always a significant difference in pressure between out- Introduction
side air and the air in the intake manifold. And if the choke A carburetor is basically a collection of cleverly designed
plate is closed during engine warm-up, or if the carburetor circuits. These circuits provide various ways by which fuel can
throttle plate is closed, as it is at idle and during deceleration, be atomized and mixed with incoming air for each specific op-
the pressure difference is even more pronounced. Idle circuits erating condition. Some circuits, like the float circuit, work all
in the carburetor use the high manifold vacuum condition to the time; others, like the main or high-speed circuit, work only
draw fuel from the float bowl and into the airstream during idle during certain operating conditions.
conditions. Most of the circuits listed below are found in every
Rochester carburetor in this manual (and in most other carbu-
The Venturi effect retors as well):
Another way a pressure difference is created is called the • The fuel inlet system or the float circuit
venturi effect. Imagine a tube with air flowing through it. If the • The idle circuit
walls of the tube are straight, i.e. the same diameter, from one • The off-idle circuit
end to the other, -the air molecules flow through the tube at the • The high-speed or main metering circuit
same speed. But what if we pinch our tube in the middle some-
where? Now the air molecules must crowd together to get • The power circuit
through the bottleneck. This bottleneck restriction is known as • The accelerator pump circuit
a venturi . When the air molecules arrive at the venturi, they not • The choke circuit
only crowd together, they also speed up. Once they get
through the venturi, they slow down again and resume their Fuel inlet system or float circuit
original speed (see illustration). The float bowl
In physics, the venturi effect, which is named after G.B. The carburetor stores its fuel in a reservoir known as the
Venturi, an Italian physicist (17 46 to 1822) is expressed like float bowl or fuel bowl (see illustration). Staged two- and
this: "If gas velocity increases, gas pressure decreases." The four-barrel Rochester carburetors have primary barrels that
molecules in any material, air included, are always moving open during normal operation, and secondary barrels that
around a lot. The molecules of air moving through our hypo- open whenever extra power is needed. Unlike most big Holley
thetical tube are bouncing off the walls of the tube and off of carburetors, which use separate float bowls and circuits for the
each other. which is what creates the pressure. As they speed primary and secondary barrels, most Rochester carbs (except
up through the venturi, they become more directional, so they the 4G/4GC) use a single float bowl for both the primaries and
have less time to bounce off the walls or each other, so the secondaries. The Quadrajet's central float bowl is located be-
pressure decreases. tween the two primary bores and adjacent to the two sec-
3-4 Chapter 3 Carburetor fundamentals

3.4 Carburetors store their fuel in a reservoir known as

the float bowl or fuel bowl; the float bowl shown here is 7 9
for an early Quadrajet 0676H

1 Pu/I clip 5 Float hinge pin

2 Float needle 6 Filter
3 Needle seat 7 FIiter relief spring
4 Internal bowl vent 8 Float
to air cleaner 9 Float bowl

ability to withstand sudden changes in attitude - turning, accel-

eration and deceleration - also depends on correct float height.
Let's look at how a typical float circuit works. Pressurized
fuel enters the float bowl through an inlet valve or float valve.
The inlet valve (see illustration) is a replaceable screw-in unit
consisting of a tapered needle and a seat. As the fuel fills the
bowl, it lifts the float. The float is attached to a hinged lever arm
that pushes on the needle as the float rises. When the fuel rises
to a preset level in the bowl, the needle seals against the seat,
and no more fuel can enter the float bowl. But as engine oper-
ation drains the bowl, the float drops again, pulling the needle
off its seat, and allowing more fuel into the bowl. When the fuel
level rises to its maximum level, the float closes the needle
against its seat again. And so on.
Thus, the fuel level in the float bowl is maintained at or
very near the preset level by the continually rising and falling
3.5 A typical inlet valve assembly: Screw-in, replaceable seat is on float. Maintaining the fuel in the float bowl at or near its maxi-
the left, tapered needle on the right; note the viton tip on the nee- mum level is critical to the proper operation of the other cir-
dle and the pull-clip which attaches the needle to the float lever
cuits. In fact, the float level is the overall determinant of the
ann
air/fuel mixture.
After a hot soak (engine Idling or stopped after it's been
ondary bores. This unique design assures adequate fuel deliv- heated up), the fuel pump may deliver spurts of liquid fuel and
ery to all bores. Intermittent pockets of fuel vapor. The float bowl capacity must
Fuel must be maintained at a certain level in the bowl to be generous enough to supply fuel to all circuits until the pump
assure correct fuel metering under all operating conditions. 1s purged of vapor. But making the float bowl bigger than nec-
The fuel circuits depend on the float system to maintain this essary can allow the fuel to slosh around during abrupt maneu-
specified level; they're calibrated to deliver the correct mixture vers. Besides, there are other ways of dealing with problems
only when the float level is adjusted correctly. The carburetor's such as vapors, or fuel sloshing around in the bowl.
 Chapter 3 Carburetor fundamentals 3-5
Bowl vents
The float circuit also acts as a vapor separator. An air pas- the inlet needle orifice) and, of course, the required fuel level.
sage or bowl vent connects the float bowl to the carburetor's How does the manufacturer decide how high to set the float? It
inlet air horn. Venting the float bowl to outside air (or to the must be high enough to provide fuel to ail the circuits, even
charcoal canister on vehicles with emissions control systems) during fast starts and stops and hlgh cornering speeds, but not
depressurizes the-fuel being pumped Into the float bowl by the so high that it will spill fuel when driven or parked on an 18-de-
fuel pump. Once inside the bowl, fuel Is no longer pressurized; gree slope (a 30-percent grade). On most Rochesters, the float
,t's at vented pressure, which is about the same as the outside height is set by measuring the float position in relation to a gas-
air. Vapors trapped in the fuel as it's pumped from the tank es- ket surface while the carburetor Is disassembled. On some
cape through the bowl vent so pressure doesn't accumulate models, you can adjust the float with a special tool without dis-
inside the bowl. The vent is usually positioned as close to the assembling the carburetor.
center of the fuel bowl as possible - and high enough to pre- A center-pivot float (pivot axis parallel with the vehicle
.1ent fuel from sloshing into the air horn during hard stops or axles) is the best design for high-speed cornering. Side-hung
high cornering speeds. floats (pivot axis perpendicular to the axles) work better than
Some pre-emission-control models were equipped with a center-pfvot designs under heavy acceleration and heavy brak-
mechanical vent valve that released vapors into the engine ing conditions. Rochester two-barrels and Monojets use side-
compartment at curb idle and when the engine was stopped. hung floats; Quadrajets and 4GCs have center-pivot types.
On some pre-emission carbs, a bimetal-actuated vent released Float design alone isn't always capable of preventing fuel
tuel vapor to the atmosphere only when it reached a certain in the bowl from sloshing back-and-forth and side-to-side as
temperature. These designs also maintained a constant near- the vehicle changes Its attitude, direction or speed. Extreme
atmospheric pressure in the float bowl, but they polluted the changes in any of the above can even cause the fuel to splash
atmosphere. out of internal vents into the air horn or uncover the main iet.
On most 1970 and later Rochesters, the float bowl is So Rochester carburetors also use three other ways to stabi-
vented to the evaporative emission control canister. When the lize the fuel. The bowl may use baffles to break the bowl into
engine is turned off and engine heat causes the fuel in the bowl small "compartments," isolating fuel slosh to tiny areas. Or the
to boil off, fuel vapors are directed to the evaporative canister, carburetor may use semi-solid air-horn gaskets which are solid
then drawn into the intake manifold when the engine Is running. in the area Immediately below the vent opening, preventing fuel
The vent to the vapor canister can be vacuum-operated, oper- from splashing out of the vents. And some fuel bowls are
ated by vapor pressure from the bowl or mechanically actu- stuffed with inserts that reduce bowl volume to prevent splash-
ated at idle. ing. For example, the Quadrajet uses a plastic filler block in the
float chamber just above the. float valve to prevent sloshing -
The float and possible stalling - during heavy braking. It also reduces to-
On some older carburetors, the float is made of thin brass tal fuel capacity, thereby reducing fuel vapor to the atmo-
stampings soldered together. The trouble with brass floats is sphere.
that they develop leaks, fill with gasoline and sink. A sunken The rounded end of the needle rests against the float lever
float opens the fuel Inlet valve, overfills the float bowl and arm, or is attached to the arm by a small pull clip, or hook. As
causes an excessively rich air/fuel mixture. Newer floats are the float rises, the tapered end of the needle closes against the
made from a closed-cell material that never leaks (though it inlet-valve seat. Some inlet needles are hollow; inside, a small
can slowly absorb gasollne and lose its buoyancy) and is im- damper spring and pin insulate the needle against road shock
pervious to gasoline and fuel additives. and vehicle vibration so It can meter fuel smoothly. Most mod-
Whatever material is used, the float must be buoyant ern Rochester inlet valves use a steel needle with a tapered
enough to shut the Inlet vAlve when the bowl is full. One of the seating surface tipped with viton. Viton-tipped needles resist
advantages of a closed-cell float is that the closed-cell material dirt and conform well against the valve seat even with low clos-
,s more buoyant than brass, so a smaller float can maintain a ing pressures.
constant fuel level as well as a larger brass float. The lever to A number of different inlet valves are available for inlet-ori-
which the float is attached is usually designed to provide a me- fices of various sizes. However, the orifice size isn't marked.
chanical advantage to the buoyancy of the float itself: The And the only way you can measure them is with plug gages or
longer the lever length, the greater the leverage of the float. drill bit shanks, but only if you have all number and fractional
Float vibration is usually caused by engine or vehicle vi- bit sizes between 0.060 and 0.140-inch.
bration or bouncing. A vibrating float can allow the inlet valve Seat diameter and orifice length are the determinants of
:o admit fuel into the float bowl even when the bowl is full, fuel flow at a certain pressure: A larger opening flows more
.vhich can cause wide variations in the amount of fuel available fuel; a smaller opening flows less. Seat size must be generous
:o the other circuits. On some models, a float spring Is added enough to fill the bowl quickly for quick acceleration after a
Jhder the float or on a tang to minimize float vibration. This de- l1ot-soak period (sitting parked with a hot engine) and for ex-
vice is known as a float bumper spring, The float spring is es- tended periods of high fuel demand, such as wide open throt-
pecially helpful In preventing float drop, which sometimes tle at high rpm. SmaHer needle seats are better than larger
opens the inlet valve during radical maneuvers such as accel- seats at controlling hot fuel in the lines because vapor pressure
erating or decelerating through a sharp turn. Some high perfor- in the fuel line has less area to push against to force the needle
mance carbs use a small spring Inside the lnlet valve Itself in- off its seat. So always use the smallest possible inlet valve that
stead of - or in addition to - the float bumper spring. will work. And remember: You must readjust the float height
Every Rochester carburetor has a specified float height or anytime you change the needle-and-seat, because you' re
float setting. This setting must take into consideration such changing the fuel-pressure forces against which the float must
things as fuel pressure, float buoyancy, seat size (the size of be balanced.
3-6 Chapter 3 Carburetor fundamentals
3.6 The choke plate blocks off air entering the intake through the carb;
the low pressure area that occurs underneath It provides enough vacuum
to ~ull fuel through the main jet and main nozzle during cold warm-ups,
which need more fuel than that provided by the idle discharge port to
5 keep the engine running (the choke system shown above is an automatic
type used on an early Quadrajet)
3

1 Vacuum brake rod 9 Fast idle cam

2 Air valve 10 Bucking spring
3 Air valve shift lever 11 Vacuum brake
4 Cold enrichment diaphragm unit
fuel channel 12 Unloader tang
' 5 Air valve lock-out 13 Fast idle adjusting
lever screw
6 Choke valve 14 Thermostatic
7 Choke rod choke -eoil & rod
4 8 Vacuum brake 15 Cam follower
lever

The choke system the main metering circuit (and sometimes even from the air
When it's cold, an engine doesn't start easily, nor does it bleed holes!). This extra fuel, added to the fuel being drawn out
run right while it's warming up. Gasoline doesn't atomize well of the Idle circuits just below the throttle plate, provides an ex-
when it's cold, especially when it's flowing through cold metal tremely rich mixture (about five parts air to one part fuel). Why
passageways in the intake manifold. And the starter spins the is such a rich mixture necessary? First, there's very little mani-
engine at such a low speed (50 to 75 rpm) that there's little fold vacuum to help vaporize the fuel. Second, the manifold is
manifold vacuum available to pull fuel from the float bowl until cold, so most fuel immediately recondenses and puddles onto
the engine catches and goes to fast idle. Obviously, cold starts the manifold surfaces. Third, the fuel itself is cold, so it's not
pose a formidable problem to the carburetor. Without a good very volatile. Fourth, the fuel from the main metering system is
strong vacuum signal, little fuel will be ctr.awn from the float more liquid than vapor because there's little air velocity avail-
bowl, and what little fuel does dribble Into the carburetor throat able to assist in atomizing it. Liquid fuel can't be evenly dis-
will likely condense back to a liquid state as soon as it contacts tributed to the cylinders. When it arrives there, it will not burn
the cold metal walls of the intake manifold runners and the well. During starting, only a small portion of the fuel actually
cylinders. reaches the cylinders as a well-vaporized mixture.

The choke plate The vacuum break diaphragm

When the throttle plate on a carburetor is almost closed While the engine is starting, a thermostatic bimetal spring
there's a high vacuum below the plate. This high vacuu~ holds the choke plate tightly closed, to provide the rich mixture
draws fuel from the idle discharge port below the plate, as well needed tor starting, but as soon as the engine starts, the choke
as pulling air past the partially open throttle plate. The available plate must be opened enough to let in some air so the engine
air/fuel mixture is adequate for warm engine idling. But the idle can run on a slightly leaner mixture. This is accomplished in
circuits alone cannot provide a sufficiently rich mixture during two ways: First, the off-center installation of the choke plate
cold starts. So there's another plate in the upper end of the shaft on most models allows airflow to open the choke slightly
carburetor bore, above the main nozzle. When it's closed, this to start leaning out the mixture as soon as the engine catches
plate, which is known as the choke plate or choke valve (see and starts. Second, the choke plate is pulled down to a preset
iJlustration), partially blocks off the airhorn. The vacuum that position by a piston or a vacuum break diaphragm (also
occurs beneath the choke plate, although not as strong as the known as a pull-off diaphragm or qualifying diaphragm) as
vacuum below the throttle plate, is sufficient to pull fuel from soon as vacuum is available (immediately after the engine
 Chapter 3 Carburetor fundamentals 3-7
starts). On some models, a temperature-modulated diaphragm Integral chokes
aries this preset opening with ambient temperature. When the Integral chokes use a metal tube to route heated air from a
.hoke assumes this partially-open position, it's still providing a stove around the exhaust manifold or the exhaust-heat
20 to SO-percent richer-than-normal mixture as the engine crossover to a thermostatic bimetal spring Inside a housing on
•,arms up and the choke "comes off" (opens all the way). the side of the carburetor. Some integral chokes use engine
On many older and some newer automatic choke designs, coolant or electricity to heat the bimetal.
·tie choke plate is pulled down to its preset partial opening by a An integral choke heated by hot air sometimes closes at
piston connected to engine vacuum. The piston pulls the the wrong time. A choke is unnecessary during hot starts. But
~hoke plate to this partially open position as soon as the en- because there's no flow of heated air past the bimetal spring
gine starts and vacuum is applied to the piston. In some older while the engine is off - and because the thermostatic spring
carburetors, this vacuum piston was internal, part of the choke cools off significantly faster than the engine - the choke closes
ousing or carburetor casting. The vacuum piston design was again, even though the engine could very well be warm enough
3 source of several problems at one time. The piston gummed for a choke-less start. Integral chokes heated by engine
up and stuck; or the housing distorted because of engine heat, coolant - known as hot water chokes - suffer from the same
causing the piston to hang up; or the plug in the end of the pis- problem. Another problem with integral chokes heated by hot
ton bore fell out. When these problems occurred, the carbure- air is deterioration with age. Carbon build-up in the hot air tube
·or had to be pulled, the housing torn down and the piston reduces or blocks the flow of heated air to the spring. When
·r eed. If the housing was warped, the piston bore had to be this happens, the choke either opens very slowly or doesn't
reamed so the piston could operate freely again. Many newer open at all.
carburetors have abandoned the piston setup for an external Integral electric chokes are usually found on aftermarket
bolt-on vacuum diaphragm unit that connects to the intake replacement carburetors which must fit a wide variety of intake
rnanifold by a hose. The diaphragm might leak or rupture, but manifolds. The spring housing contains a heating element that
'10t as frequently as the piston used to stick. And replacing a is connected to a 12-volt ignition~switch-controlled power
diaphragm is a lot easier than freeing a stuck piston. Now back source. When the engine is started, electrical current is applied
to starting the engine! to the heating unit and the spring undergoes the same type of
bimetal reaction created by exhaust heat. Electric chokes allow
The fast idle cam for a great deal of versatility on custom carb/manifold installa-
Depending on the ambient temperature, a richer mixture tions; they're easy to hook up without plumbing or other at-
alone may be insufficient to keep the engine running during en- tachments to the engine. They generally need only one wire,
gine warm-up. Sometimes, a higher idle speed is needed to usually from the ignition switch. (Don't use the coil or other ig-
overcome the friction of all those cold parts rubbing together, nition components as an electrical power source; the current
or the engine will stall. So the choke plate is connected to a drain could adversely affect the operation of the ignition sys-
fast idle cam by a linkage rod. Before starting a cold engine, tem.) But there are several disadvantages to electric chokes:
press the throttle all the way to the floor and release it. This al- • Current is drained from the battery when power require-
ows the choke mechanism to close and positions the fast idle ments are already high (during starting).
cam so the throttle plate is held partially open. While the fast • An electric choke resets itself when the engine is turned
idle cam is set, the engine idle is high (800 to 1100 rpm, or off, even if it's already warmed up, so the choke comes
even higher, on a cold engine). back on when the engine Is restarted.
What if you absent-mindedly pump the throttle a few times
• If the engine isn't started right after the ignition is turned
while trying to start a cold engine? If you pump it too much, the
on, the choke may open even though the engine is still
engine floods. With the choke still closed on a cold engine,
cold (powering the choke from the alternator circuit - so it
your chances of starting the engine aren't good. But if you
only gets power when the engine is actually operating is a
push the throttle all the way to the •floor, a little tang on the
quick fix for this problem}.
throttle lever called the unloader will contact the fast idle cam
and push the choke open far enough to admit some additional • The choke can come off while the engine is still cold.
air into the engine to lean out the mixture. The unloader can be Choke assemblies are adjusted and set at the factory for
bent to the desired adjustment so that it opens the choke the the make and mode.I vehicle on which they' re installed. The
right amount. phenolic housings on integral automatic chokes have index
As the engine warms up, the choke is gradually opened by marks to help you adjust the choke plate setting. The factory
the bimetal spring ln an automatic choke (or by you, if the setting closes the choke on a new carburetor when the choke
choke is a manual unit). This action also reduces the idle speed bimetal spring is about 70-degrees F. If you want to readjust
to a normal wcurb idle." the choke angle setting at this temperature, tap the carb
slightly to overcome any shaft friction and allow the choke
Automatic chokes plate to rotate to the angle established by the bimetal spring. If
On high performance carburetors and on older street you want less or more choke, move the choke index one mark,
carbs with a manual choke, you must learn how much to choke then try it. Don't make big choke adjustments all at one time.
the engine to get it started, and you must also learn how to not On most carburetors, arrows on the housing tell you which way
choke it so much that you flood it. You must also remember to to move the index to change the choke operating characteris-
turn off the choke as the engine warms up, or the fuel mileage tic (either LEAN or RICH). Rotating the housing in the rich di-
will be so bad you'll be stopping at every other gas station. rection increases spring preload, causing the choke plate to
Modern street carburetor chokes do all this automatically. open more slowly; turning It in the lean direction has the oppo-
There are two basic types of automatic choke: integral and di- site effect. You will seldom need to move a choke more than
vorced. one index mark from the factory settihg. Finally, be forewarned!
3-8 Chapter 3 Carburetor fundamentals
causing the choke coil spring to pull the choke plates open
within 90 seconds.
CHOKE LEVER Divorced, or remote, well-type chokes with an electric as-
sist operate in a similar manner, but the heating element is
separate from the choke and is wired to an external control
switch, which is connected to the ignition switch. Turning the
key to the "On" position activates the sensor, which passes
current at about 60-degrees F, but cuts it off at 110-degrees F.

The idle and off-idle circuit

The engine requires a richer mixture at idle than It does
during part-throttle operation. Unless the idle mixture is rich
enough, slow and irregular combustion will occur, mainly be-
cause of the dilution of the intake charge by residual exhaust
_ THERMOSTATIC gases that occurs duririg Idle. It's the idle circuit's job to pro-
BIMETAL SPRING vide this rich mixture. The idle system must also keep the en-
gine running at the specified idle speed even when accessories
such as the alternator, air-conditioning compressor or power-
steering pump are dragging down rpm. And, on vehicles with
3.7 Typical divorced (or remote) type choke setup. The bimetal an automatic transmission, the idle system has to compensate
spring sits in a well in the intake manifold for the load on the engine Imposed by the transmission.
Recall that the carburetor delivers fuel into the incoming
airstream because of the difference in pressure between the air
The choke covers on many emissions-era carburetors are riv- in the float bowl, which is vented to atmosphere, and the air
eted to prevent tampering. If you're modifying a carb for off- below the throttle plate, which is under a relative vacuum the
road or competition use, you may decide to drill out the rivets strehgth of which is contingent on the angle of the throttle
and replace them with sheet metal screws. plate. The Idle circuit is a good example of how this works. At
Divorced or remote-type chokes idle and low speeds, insufficient air is drawn through the ven-
Divorced or remote-type chokes use a thermostatic turi to operate the main metering system. However, intake-
bimetal spring mounted right on the intake manifold or in a well manifold vacuum is high on the engine-side of the throttle plate
in the exhaust-heat passage of the intake manifold (see illus- because the nearly closed plate restricts airflow through the
tration). A mechanical linkage rod from the bimetal spring op- carburetor. This high vacuum creates the pressure differential
erates the choke lever on the carburetor. Divorced chokes re- needed to operate the idle system,
spond accurately to actual engine operating conditions The Idle circuit (see illustration) begins at the main jet,
because the choke only operates when the engine is cold. The through which fuel enters the idle well. The fuel level in the idle
choke is gradually closed by a thermostatic spring as the en- well is established by the iloat system. Anytime the engine is
gine warms up. Engine vacuum is used to draw heated air from turned off, or the throttle plate is open too much to create a
a stove on the exhaust manifold into the choke housing, caus- low-pressure area at the curb-idle port, the fuel in the idle well
ing the spring to relax and allowing the choke to open. Most remains at this level. But when the engine is at Idle, i.e. the
choke plates have an offset shaft, so that the choke will open throttle plate is closed or almost closed, fuel is drawn up
by Its own weight if there is no spring pressure holding it through an idle tube from the idle well: The lower end of this
closed. To adjust a divorced choke, you simply change the tube may have a calibrated hole in it. This hole is known as the
length of the rod by bending it. For example, shortening the idle feed restriction, idle orifice or idle jet. ihe idle jet usually
rod applies more closing force to the choke so it closes at a picks up fuel after it has already passed through the main jet,
higher ambient temperature and stays shut longer. but the main jet is considerably larger in diameter than the idle
Jet, so It has no effect on the idle circuit. Once the fuel reaches
Electrically-assisted chokes the top of the idle tube, It flows through a crossover passage-
Limiting the duration of choke on-time to the absolute way which is higher than the level of fuel in the float bowl. At
minimum is critical because of hydrocarbon and carbon the point where it turns the corner and heads back down to-
monoxide emission levels. At first, engine heat was used to ward its final destination, outside air-is introduced into the idle
control the choke plate. Some earlier designs used a water- circuit through one or two idle air bleeds. From here, the
heated cap choke design In which a heater hose was routed air/fuel emulsion (the fuel is no longer in liquid form; it's
directly against the choke cap. Others ran the heated coolant trimmed, or leaned out, into an emulsion of globules of fuel
directly through the cap. Newer designs have exchanged the droplets and air bubbles) heads down, through another pas-
water-heated choke for one with an electric assist. Cap-type sageway, toward the vacuum side of the throttle plate. Increas-
chokes use a ceramic heating element hooked to the choke ing the size of the idle air bleed orifice(s) reduces the pressure
coil and to a bimetallic temperature switch which draws power differential across the bleed(s), which decreases the amount of
from the alternator on a constant basis. At a temperature be- fuel pulled over from the idle passage. Increasing idle air bleed
low, say, 60-degrees F, the switch stays open, preventing cur- size leans out the idle mixture, even if the idle-feed restriction
rent from reaching the ceramic heating element, and allowing fs unaltered. Conversely, decreasing idle air bleed size in-
normal choking action to take place using the thermostatic creases pressure drop in the system and richens the idle mix-
coil. But as the temperature climbs above this cutoff point, the ture. On some Rochester carburetors, auxiliary air bleeds, lo-
sensor switch closes to let current pass to the heating element, cated downstream from the usual idle air bleed, accomplish
 Chapter 3 Carburetor fundamentals 3-9

1
__/,.,.. ....

-~

~5

·-
-6
7

0678H
9\ 8
10
3.9 The idle circuit functions much like a small main metering
3.8 Typical idle circuit (early Quadrajet) circuit
1 Air bleed (think of It as the 8 Idle orifice is system's fuel
Idle air bleed 8 Throttle valve
venturij metering Jet
2 Axed idle air by-pass 9 Idle discharge hole
2 Channel restriction 9 Fuel from main Jet
3 Idle channel restriction 10 Constant bleed (canister
3 Venturi 10 Idle mixture needle
4 Idle tub purge)
4 Off-idle port (consider it the throttle in
5 Lower idle air bleed 11 Canister purge tube
5 Curb-idle port conjunction with the
6 Variable bleed (canister purge) 12 Idle mixer screw
7
6 Idle cross passage curb-idle hole and off-idle
Off-idle port 13 Main metering Jet
7 Idle tube port)

the same thing - lean out the mixture - as opening up the pri-
mary bleed.
On some carburetors, a calibrated channel restriction
(see lllustration) is located just below the idle air bleed(s}, in-
stead of or in addition to the one at the lower end of the idle
tube. Depending on the carburetor, this secondary metering for
the idle system can affect transition metering anywhere from
25 to 40 mph.
It should be noted that - although idle circuits all function
the same way - the actual routing of Idle fuel and air/fuel emul-
sion differs somewhat from one model to another. On
Rochester carburetors, the Idle circuit is in the main body cast-
ing (unlike some "modular" Holley carburetors, for example, in
which the idle circuit is actually inside a removable "metering
block"}. However, one thing all idle passages do is direct the
fuel up toward the top of the carburetor, where bleed air is ad-
mitted, before bringing It back down a vertical feed passage to 3.10 Typical curb-idle discharge port (upper arrow) and off-idle
the curb-idle and off-idle discharge ports. Why? Because the slot (lower arrow); the curb-idle port is always the one closest to
the flange
fuel in the idle circuit must be raised to a level higher than the
level of the fuel in the float bowl. Otherwise, the curb-idle dis-
charge port would just drain the float bowl! screw, situated right at the discharge hole. The needle tip of
the screw protrudes lnto the curb-idle port. The mixture screw
The curb-idle port and the mixture adjusting screw simply controls the amount of fuel emulsion allowed to flow
The idle mixture enters the airstream flowing past the through the curb-idle port. If the screw is turned in (clockwise),
throttle plate at the idle discharge hole or curb-idle port (see it allows less mixture to pass; if it's turned out, It allows more
illustration). The amount of mixture that can flow through the mixture to pass. When the air/fuel emulsion boils out into the
curb-idle port is determined by the strength of the pressure dif- air flowing past the partially open throttle plate, it atomizes into
ferential at the mouth of the discharge hole, by the area of the the actual mixture that allows the engine to idle. There's a mix-
port exposed by the throttle plate and by an adjustable needle, ture screw for each primary bore in the carburetor. Turning the
known as the idle mixture needle or mixture adjusting mixture screws in leans the mixture; turning them out richens
3-10 Chapter 3 Carburetor fundamentals

it. But mixture sorews have very little effect on engine idle machine. But ports or a slot, this is the important thing to keep
speed, which is controlled by the angle of the throttle plate in mind: When the port/slot is above the throttle plate, it's an
opening. air bleed; when it's below the plate, it's a fuel discharge port.
The angle of the throttle plate opening is set by a throttle Another peculfarity of off-idle systems is the adjustable
stop screw, not by the throttle bore itself. This prevents the off-idle air bleed used on some emissions carburetors. A sepa-
throttle from sticking in the bore. It also makes the idle system rate air channel bleeds air past an adjustment screw into the
less sensitive to mixture adjustments. The idle airflow specifi- idle system. The correct off-idle air/fuel mixture ratio, i.e. the
cation of each Rochester carburetor is set at the factory. It ratio that meets emission control r-equirements, is determined
should not be readjusted to seat the throttle in the bore. by the factory and set accordingly.
By the late Seventies, idle-mixture aqjustment had been
virtually eliminated. The factory idle adjustment was protected The idle-air bypass system
by an idle limiter cap, or the idle-mixture adjustment screw Some two and four-barrel Rochester carburetors have an
was hidden beneath a plug. This cap or plug, which is installed idle-air bypass system that allows the throttle plates to be vir-
at the factory after the idle mixture has been set, prevents tam- tually closed at idle. Gum, varnish and carbon deposits around
pering with the idle mixture adjustment by limiting idle mixture the throttle plates of conventional systems often disrupt an en-
screw adjustment to about 1/2-turn (caps) or eliminating It alto- gine's idle stability, but Rochester's design allows a steady idle
gether {plugs). even when the carburetor is dirty.
The curb-idle ports on some emissions carburetors may How does it work? At idle, some of the air moving through
also be smaller than than those used on pre-emission carbure- the carburetor takes a detour right above the venturi and goes
tors. For example, pre-1971 Quadrajets use a 0.095-inch di- around the closed throttle plates through a separate air chan-
ameter curb-idle port; 1971 and later Q-jets have 0.080-inch nel, reentering the carburetor bore just below the throttle
ports. This makes it impossible to over-richen the mixture by plates. The amount of bypassed air is regulated by an adjust-
backing out the mixture adjustment screws. ment screw in the idle-air bypass channel. This screw is lo-
cated at the rear of the float bowl casting. Turning the screw in
The off-idle port (clockwise) decreases idle speed; backing it out increases idle
At this point, the engine is idting smoothly on air entering speed.
around the throttle plate, combined with an emulsified mixture The idle air bypass system reduces an annoying phe-
of air and fuel entering each carb throat through an Idle port nomenon known as nozzle drip. When an engine is Idling at a
with an adjustable mixture screw. Now the problem is how to higher-than-normal idle speed (as is usually the case on emis-
obtain a smooth transition from curb idle to cruising speed. As sions era motors), the pressure drop near the booster venturi
the throttle opens, vacuum diminishes at the idle port, so less for the main circuit - caused by higher-than-normal idle air
fuel will be drawn from this port. So a second hole, known as speed through the booster - pulls a small but unwanted
the off-idle port or idle transfer port or idle transfer slot is amount of fuel through the main metering circuit and out the
drilled into the vertical passage feeding the curb-idle discharge discharge nozzle. On a-carburetor with an idle-air bypass sys-
port, only a little higher up, closer to the venturi, right above the tem, most of the Idle air misses the venturi. Nozzle drip is par-
edge of the throttle plate at its idle position. When the idle cir- ticularly annoying on large-displacement engines operating at
cuit is metering fuel through the curb-idle port, the off-idle port the higher speeds required for emission control.
serves as a lower air bleed air for the idle system. This extra Air is supplied to idle-air bypass systems by a combina-
bleed leans the air/fuel mixture further, which improves its abil- tion of fixed and adjustable pathways. Two-barrel carburetors
ity to atomize when it's discharged through the curb-idle port. use a hole in each throttle plate to provide a constant flow of
When the engine is idling, i.e. the throttle plates are air for some of the idle-air bypass requirements. The idle-air
closed, the off-idle port or slot is above the vacuum that occurs adjustment screw controls the rest of the idle air - and idle
just below the throttle plate at idle. But as the throttle plate is speed. Some Quadrajets have fixed idle-air passages which
opened, the off-idle slot is progressively uncovered. The vac- begin at the air horn and end at a point below the throttle
uum just below the edge of the plate moves up, growing pro- plates. With the additional air provided by these channels, the
gressively weaker at the curb-idle discharge port and stronger throttle plates can be almost closed at Idle, which lowers the
in the area of the off-idle port. The off-idle port ceases Its func- air speed through the carburetor, reducing the signal applied
tion as the lower air bleed for the curb-idle port and begins to to the main fuel nozzles by the venturi booster.
discharge air/fuel emulsion. As the throttle plate opens wider,
vacuum at the curb-idle port grows weaker and weaker. Less Idle air compensator
·and less fuel is drawh out of the curb-idle port, while more and When engine operating temperatures are extremely high,
more fuel comes out of the off-idle slot, because it's closer to fuel percolation causes an inordinate amount of fuel vapors to
the area of stronger vacuum right below the plate. At some enter the Intake manifold, enriching the mixture excessively.
point, the throttle is open far enough - and there's enough air- Under these conditions, the engine can idle poorly or stall.
flow through the venturi - so that fuel begins to flow out of the Some Rochester two-barrel carburetors use an idle-air com-
main nozzle. On a well-designed carburetor, the transition from pensator to offset the enriching effects of these excessive fuel
the idle and off-idle ports to the main circuit is smooth and un- vapors. The compensator, which Is mounted above the main
noticeable. venturi or at the rear of the float bowl, is a thermostatically~
Notice that we use the terms "port" and "slot'' when refer- controlled valve operated by a temperature-sensitive bimetal
ring to off-idle holes. That's because they can be a series of strip. Under normal operating conditions, the compensator
holes or a single slot. Both approaches provide correct air/fuel blocks off an air passage leading from the carburetor venturi to
mixtures and both operate in a similar and satisfactory manner. a point just below the throttle plates. At a preset temperature,
Slots are more typical, however, because they're cheaper to the bimetal strip bends and unseats the valve, which uncovers
the compensating air passage between the carburetor venturi
 Chapter 3 Carburetor fundamentals 3-11
and the underside of the throttle plates. Only enough air is Hot-idle compensator
added to offset the too-rich condition and maintain a smooth The hot-idle compensator, which was used on Q-jets from
,die. When the engine cools and the extra arr is no longer 1967 to the late '?Os, is a thermostatically-controlled valve that
rieeded, the bimetal strip closes the valve. If you're setting the uses a heat-sensitive bimetal strip. The compensator is a small
,die speed or adjusting the mixture on a carburetor with an chamber located either at the rear of the float bowl, adjacent to
idle-air compensator system, make sure the valve is closed to the secondary bores, or in the primary side of the float bowl. It
ensure correct adjustments. closes off an air channel leading from a vent in the air horn to a
Off-idle operation point below the secondary throttle valves, offsetting an overly
The off-idle discharge ports just above the throttle plates rich mixture caused by excessive fuel vapors during hot-en-
act as air bleeds for the idle system while fuel is flowing gine operation. The compensator valve is held closed by the
through the curb-idle discharge ports. But as the throttle plates bimetal strip's tension. During extremely hot operating condi-
open further to admit more air, they gradually uncover the slot- tions, excessive fuel vapors entering the engine manifold
ted off-idle ports, which are now below the throttle plates and richen the mixture excessively, causing a rough idle and
exposed to the same high manifold vacuum as the curb-idle stalling. When extra air is needed to offset this richening effect
discharge ports. This high vacuum pulls extra fuel from the off- of fuel vapors, the bimetal strip bends at a: preset temperature,
idle ports, richening the denser charge moving through the c::ar- unseating the compensator valve. The air channel opens, air is
buretor. Without this correction provided by the off-idle slots drawn through the passage into the Intake manifold, the rich
during the transition from idle to the main metering system, mixture is leaned out and the idle smooths out. When the en-
driveability suffers. At best, you experience a lag in throttle re- gine cools down and extra air is no longer needed, the bimetal
sponse as the mixture leans out; at worst, the engine backfires strip closes the valve and normal operation resumes.
as a result of Incomplete combustion. The accelerator pump
helps, of course, but only when throttle movement is quick The cruising or main-metering or
enough to activate it. As the throttle plates open still further,
high-speed circuit
the air velocity through the venturi causes the low pressure
area to move up the bore to the vicinity of the lower idle-air Introduction
bleeds, which begin discharging fuel. They continue to do so Once the engine speed or airflow Increases to the point at
throughout part-throttle operation all the way up to wide open which the idle and accelerating pump systems are no longer
throttle. Meanwhile, the Idle and off-idle system taper off and needed, the main-metering system (see illustration) takes
finally quit as air velocity through the carb increases and over. This circuit supplies the correct air/fuel mixture to the en-
moves the low-pressure area farther from the throttle plates gine during cruising-and-higher speeds.
and closer to the venturi.

3.11 Typical main metering cir-

cuit (early Quadrajet)

1 Power piston 7 Main fuel well 11

2 Ak bleed adjustment 8 Throttle valve
screw 9 Vacuum channel 10
3 Main well air bleeds 1a Main metering jet
4 Main discharge nozzle 11 Power piston spring ' 0681H
5 Boost venturi 12 Main metering rod
6 Main venturi 9
3-12 Chapter 3 Carburetor fundamentals

The throttle plate top-end horsepower is reduced, even though the carburetor
When you step on the gas pedal, you open the throttle may provide a good fuel/air mixture at cruising speeds. So
valve or throttle plate in the base. of the carburetor. Interest- manufacturers compromise. They use carbs with smaller-than-
ingly, the throttle shaft is slightly offset in the throttle bore optimal airflow capacities to get good fuel atomization, vapor-
(about 0.020-inch on primaries and about 0.060-inch on sec- ization and good distribution, which enhances economy for the
ondaries). In other words, the throttle plate area on one side of stop-and-go and cruising speeds at which most of us drive
the throttle shaft is larger than the area on the other side of the most of the time. High performance carburetors have a small
shaft. Why? Because, believe it or not, the throttle plates are primary venturi with a bigger secondary venturi for better top-
actually self-closing! There are two reasons why they're set up end flow.
this way. First, because of the sizable closing force generated Although it might seem reasonable to assume that the the-
when manifold vacuum is high - which it is at idle - throttle oretical low-pressure point and the point of highest velocity
plates with offset shafts return to idle more consistently. Sec- would be at the venturi's minimum diameter, fluid friction
ond, offset shafts are a safety measure. In the event you moves this point about 0.030-inch below the point of smallest
should accidentally fail to reconnect the linkage or throttle re- diameter. This low-pressure, high velocity peint of maximum
turn spring, they prevent over-revving the engine because air- suction is known as the vena contracta. Most modern carbs
flow past the throttle plates tends to close them. have double, even triple, venturis known. as venturi boosters
One popular misconception about the throttle is that it (which we'll get to in a minute) to strengthen the suction at the
controls the volume of air/fuel mixture that goes Into the en- vena contracta The center of the discharge nozzle or the trail-
gine. Actually, engine displacement never changes, so the vol- ing edge of the booster venturi is always placed at this point
ume of air pulled inio the engine is constant for any given because it supplies the strongest vacuum signal for the main
speed. What the throttle controls is the density or mass flow of metering system. This signal travels to the main and power
the air pumped into the engine by piston action: The charge systems via an aspirator channel. The aspirator channel is al-
density is lowest (the air/fuel mixture is thinner), at idle, and ways plumbed to the point of greatest "depression" (i.e. the
highest (air/fuel mixture is thicker) at WOT. Put another way, lowest vacuum) in the booster venturi on an upward angle to
the cylinder can fill its volume more completely when the throt- the vertical fuel pickup channel. This passage, in turn, delivers
tle plate is open. A dense charge has more air mass, so higher fuel from the main and power circuits to the booster venturi.
compression and burning pressures - and higher power output
- can be achieved. The throttle controls engine speed and The main jet and the main fuel well
power by varying the density of the charge - not the volume of Fuel for the main-metering circuit is stored in a special
air - supplied to the engine. chamber known as the main fuel well,or simply the marn well,
a vertical passage cored into the main casting. The amount of
The venturi fuel that enters the main well from the float bowl is determined
The partial vacuum created by the downward stroke of the by the main jet, a calibrated orifice screwed into the bottom of
pistons draws air into the air cleaner and through the carbure- the well, through which fuel must travel from the float bowl to
tor where the air picks up fuel, and goes Into the engine. As the the main well. The size and the shape of this hole determine
air passes through the bore of the carb, it goes through a how much fuel can pass through the jet for a given pressure
smooth-surfaced restriction - the venturi - that's slightly nar- difference. At a low pressure difference, little fuel flows through
rower than the rest of the carb bore. The venturi pinches down the main jet. And since the jet provides very little restriction to
this flowing column of air, then allows it to widen back to the low flow, lrttle turbulence is created as the fuel comes out of
diameter of the throttle bore. This inrushing air column has a the jet into the main fuel well. But as the throttle is opened fur-
certain pressure. To get through the constricted area, it must ther, higher airflow through the venturi creates a greater pres-
speed up. Remember that in a venturi, there's a pressure drop, sure difference in the main metering system. As the flow
or relative vacuum, which increases in proportion to the speed through the main jet increases, more fuel must go through the
of the air flowing through it {which in turn is determined by en- small hole in the main jet, creating greater turbulence. Interest-
gine speed and throttle position). A gentle diverging section - ingly, as the pressure difference increases across the main jet,
which starts at the smallest area of the venturi and continues to the proportion of fuel flowing through it for a given pressure
the lower edge of the tapered section - recovers most of the difference is less. So the air/fuel mixture at higher speeds be-
pressure. comes leaner. Up to a point, this increased leanness improves
If you take a hollow tube and run it in a straight line from fuel economy. Of course, If you open the throttle still further,
inside the fuel bowl to this low-pressure area, the suction of the fuel supplied by the main-metering circuit may be insuffi-
the partial vacuum will draw fuel out of the bowl. The venturi cient; under these conditions, the power circuit or the acceler-
supplies fuel in proportion to the mass of air moving through it. ator pump circuit, or both, may have to be activated. We'll get
The size of the venturi determines the pressure difference to those two circuits in a moment.
available for the main metering system: The smaller the venturi, The passage from the main well to the venturi is called the
the greater the pressure difference, the sooner the main sys- main discharge nozzle. When the air velocity in the venturi
tem is activated and the better the mixture of fuel and air. The reaches the point at which It produces a vacuum signal strong
engine speed at which the main system begins to feed fuel into enough to create a difference in pressure between the nozzle
the venturi depends on the displacement of the engine that's tip and the (vented-to-atmosphere) fuel in the main well, fuel in
pulling air through the carburetor. the discharge nozzle is pulled from the main well to the venturi.
For a given engine size, a bigger carb needs a higher en- With low pressure in the venturi acting in the same manner
gine speed to activate the main system, a smaller carburetor, a as a suction pump, there fs no reason why fuel should exit the
lower rpm. Venturi size also determines the maximum amount discharge nozzle in anything other than a liquid state. Remem-
of air available at wide-open throttle. ff the venturi is too small, ber our pressure difference analogy of sucking fluid through a
 Chapter 3 Carburetor fundamentals 3-13

leaned-out mixture ratio. If the vehicle is pushed to a very high

speed, the main metering circuit alone will deliver a very lean
mixture.
Most main air bleeds used In production Rochesters are
fixed-dimension restrictions, sized so that fuel flow is initiated
at specific vacuum levels. Rochester engineers advise against
modifications to bleed size. Without the sophisticated equip-
ment needed to analyze fuel flow, it's Impossible to accurately
assess the result of such alterations.
The level of fuel in the float bowl - and, therefore, the main
well - is critical to the main-metering circuit. If it's correct, there
Will be fuel available just below the tip of the main nozzle, ready
to be sucked into the venturi. But if the fuel level in the float
bowl is low, the fuel level inside the main nozzle will also be
low, Le. too far below the tip of the main nozzle. This condition
will delay the introduction of fuel from the nozzle Into the ven-
turi for a btief instant when you step on the throttle, and the en-
3.12 A Ouadrajet triple-booster venturi (the main venturi plus two gine will run lean or have a flat spot. If the fuel level in the bowl
concentric boosters)j that hole in the center booster is an air bleed is too high, fuel will actually drip from the- end of the nozzle,
for the main metering circuit discharge nozzle (the nozzle actually whether the engine is running or shut off. This condition can
faces down) seriously affect mileage when the engine is running, and fill the
oil pan with gasoline when it isn't. In other words, the float level
straw? Suction alone initiates flow, but it doesn't provide any
means of converting liquid gasoline to a spray mist. Some at- determines the distance the fuel must be lifted to flow out the
omization occurs when a stream of liquid is introduced into a main delivery tube and into the venturi area. The lower the float
column of fast-moving air. But many of the gasoline droplets level, the greater the pressure difference necessary to move
fuel up into the main delivery tube. And a higher float level lets
are still too large to be atomized thoroughly enough for com-
plete combustion. What's needed is a complete liquid-to-mist more fuel flow for a given airflow through the carburetor, which
makes the mixture richer; a lower float level setting causes the
breakdown between the fuel bowl and the discharge nozzle.
This process is known as pre-atomization or emulsification. mixture to be leaner. Obviously, the float level affects not only
the idle and off-idle circuits, as discussed previously, but it
An emulsion is a light, frothy mixture of fuel and air.
also has a marked effect on the main-metering circuit as well.
The main well air bleed
The main nozzle
The main well air bleed, also known as a high speed
bleed makes this emulsification possible. The main well air
The tube from the main mixing well to the venturi is called
bleed "senses" total air pressure; it's unaffected by airflow the main delivery tube or main nozzle. When the air velocity
variations. With an air passage leading from the air bleed to the 1n the venturi reaches the point at which it produces a vacuum
passage for the discharge nozzle, the same suction (low pres- signal strong enough to create a difference in pressure be-
sure) force that c.;auses fuel flow now draws air into the dis- tween the nozzle tip and the (vented-to-atmosphere) fuel in the
charge nozzle passage as well as fuel. The effect is similar to mixing well, the fuel in the delivery tube begins traveling from
what happens when you try to suck up the last little bit of liquid the well to the venturi.
in the bottom of an iced drink with a straw: Much of the liquid The booster venturi
that surrounds the Ice cube is drawn up the straw with some If the discharge nozzle In the venturi were nothing more
amount of air. In some instances, the liquid breaks down into than a tube, an unacceptably high airflow would be needed to
smaller droplets as it travels up the straw. develop a signal strong enough to pull fuel from the main well.
However, the air bleed's function isn't just emulsifying the Unless it's necked down to a configuration that would strangle
fuel. It also exerts control over fuel flow by "bleeding off" some the engine at high speed, the venturi alone cannot provide a
of the suction force or "signal" which exists at the discharge pressure difference great enough to pull the emulsified air/fuel
nozzle. By varying the size of the bleed, the amount of suction mix out of the tube at low air velocities. The pressure differ-
(vacuum) required to initiate fuel flow can be specified As ence must be amplified somehow. And that's what the boost
bleed size 1s enlarged, vacuum necessary to initiate fuel flow is or booster venturi {see illustration) does - it's a signal ampli-
increased. Conversely. a reduction in bleed siz.e reduces vac- fier. By amplifying the signal available for main system opera-
uum requirements. The air bleeds contained in production car- tion, the boost venturi enables the main circuit to function well
buretors are precisely measured restrictions, ::;i.ted such that even at lower speeds and, therefore, lower airflows. This ability
fuel flow is started at specified airflow rates. 1s even more advantageous in high-performance carburetors
The main air bleed is the part of the main metering circuit because a boost venturi doesn't seriously impede the carbure-
that affects the air/fuel ratio. Because of the pressure drffer- tor's airflow capacity.
ence created by the venturi (and the booster venturi, which Booster venturis have a number of advantages, the most
we'll get to in a minute), this small precisely machined hole important of which are the following. First, the trailing edge of
draws air into the main well. If the pressure difference is strong the booster venturi dlscha,rges at the low-pressure point (vena
enough, the level of fuel in the well drops below the level of fuel contracta) in the main venturi. So boost venturi airflow is al-
in the float bowl and air is added to the fuel via the main air ways accelerated to a higher velocity because it "sees" a
bleed. When this happens, the final mixture is leaned out. As greater pressure differential than does the main venturi. The
air volume through the carburetor increases, so does the air/fuel mixture which emerges from the boost venturi is travel-
3-14 Chapter 3 Carburetor fundamentals
ing faster than the surrounding air, so there's a "shearing" ef- carburetor tall enough to permit such a configuration. Booster
fect between the two airstreams which enhances fuel atomiza- venturis allow a much shorter main venturi so the carb can fit
tion. under the hood. Carburetor designers achieve essentially the
Booster venturis also enhance cylinder-to-cylinder fuel same results with ohe or two booster venturis stacked in the
distribution.The "ring" of air flowing between the booster and main venturi as they can achieve with a single longer venturi of
the main venturis channels the charge toward the center of the the ''optimal" length.
airstream, which means less of it ends up clinging to the carb Every booster design creates a vacuum signal of a differ-
wall below the venturi, and more of it reaches the hot intake ent intensity, so you can see that fuel metering requirements
manifold where it can be further vaporized before being and air bleed dimensions must also vary from one carburetor
sucked through each Individual intake runner into a cylinder. to the next, even though they may have identical throttle bore
Bottom line: More air/fuel mixture actually gets to the cylinders. and venturi diameters. By juggling these variables, Rochester
The intensity and direction of the air/fuel mixture can be tai- engineers can create a wide array of fuel delivery characteris-
lored to each specific carb/intake manifold/engine combination tics.
in the dyno room by varying the shape of the booster and by But that doesn't mean you should try to fiddle with air
adding bars, cut-outs, tabs and/or wings to the basic booster bleed dimensions or booster venturis. Without the proper tools
shape. and diagnostic equipment, altering either bleeds or boosters is
Some of these boosters are less-than-ideal at distributing virtually impossible. Bleeds aren't designed to be modified. Pe-
fuel evenly around the throttle bore. Poor manifold designs on riod. And neither are boosters. Reckless, misguided enthusi-
some vehicle have exacerbated this problem, so Rochester en- asm can ruin a perfectly functioning carburetor. If you want to
gineers either added a tab, bar or wing to get the desired direc- fiddle with the main metering circuit, experiment with replacing
tional effect for good cylinder-to-cylinder distribution with a the main jets (see Chapter 8). Swapping jets is the only way a
particular manifold. These modifications "shape" the low-pres- ·do-it-yourselfer can alter fuel flow characteristics in the main
sure area so that the fuel is pulled Into a more effective distri- metering circuit.
bution pattern as it exits the discharge nozzle.
Finally, it's difficult to build a carburetor with a correctly The power circuit
shaped main venturi that will still fit under the hood of a typical When you want extra power from your engine for acceler-
modern automobile. Ideally, manufacturers want a 20-degree ation or passing, the power circuit (see illustration) provides
entry angle and a 7 to 11-degree diverging angle below the the richer mixture that's needed to do the job. Here's how it
vena contracta. However, it's usually impossible to make a works. Manifold vacuum is a very good indicator of engine

3.13a A typical power circuit on an early Quadrajet

1 Primary main metering rod 11 Eccentnc cam

2 Power piston 12 Hingepin
3 Power piston spring 13 Air valve
4 Engine manifold vacuum 14 Metering rod lever
5 Secondary metering rods 15 Accelerator well & tube
6 Metering orifice plates 16 Secondary main well air 14
7 Secondary throttle valve bleed tube 16 15
8 Fuel well
9 Main discharge nozzle
10 Baffle
1

3
0681H

5 6
 Chapter 3 Carburetor fundamentals 3-15

3.13b The tapered tips of the main metering rods in a Quadrajet 3.13c Here's what the primary-side metering rods and power pis-
stick down into the main jets in the floor of the float bowl; the vac- ton assembly look like out of the carburetor. This is a rather
uum-actuated power piston and spring are inside the cylindrical unique arrangement, since it controls the power "circuit" as well
casting in the middle as the main metering circuit (in other words, the power circuit is
just an enrichened main circuit!)

load. Vacuum is usually stronger at idle, weaker at open throt- Power piston and metering rods (Monojet, Varajet,
tle. Think of the power piston and metering rods or the power
Dualjet and Quadrajet series)
valve as a "switch" operated by manifold vacuum. As the load
increases - you come to a hill, for example, or pull out to pass The primary side power circuit is operated by a vacuum
piston in a cylinder connected to intake manifold vacuum by a
another car - you must open the throttle valve more to maintain
passage (see illustrations). When intake manifold vacuum is
a certain speed or to increase your speed. But as you open the
high, the piston is pulled down against spring tension, which
throttle plate, manifold vacuum drops because, with the throt-
pulls the thicker part of the main metering rod ends into the
tle plaies open, there's less restriction to the air flowing
through the carburetor. In fact, if it weren't for the power cir- main metering jets (see illustration). This provides a mixture
sufficient for the operating condition but lean enough for good
cuit, this condition would normally result In a leaner air/fuel
fuel economy.
mixture just when you need a richer one.
As you increase the opening of the throttle plates (when
Power valve (2G and 4G series) the engine is under load), manifold vacuum starts to drop off
A vacuum passage In the carburetor directs manifold vac- and the fuel mixture starts to lean out. With no vacuum sucking
uum to the power valve, which usually consists of a spring- the piston down, the piston is pushed up by its spring, raising
loaded, vacuum-actuated piston. At idle and normal cruising the metering rods, which allows more fuel to flow through the
speeds, manifold vacuum holds the piston closed against main ]et (because It Isn't as restricted as it was), enrichening
spring pressure. But when the throttle plate is opened, mani- the fuel mixture.
fold vacuum drops. This drop In manifold vacuum is the signal On the Quadrajet, a similar system is used on the sec-
to the power circuit to open up. Below a preset point, usually ondary side of the carburetor, but it isn't actuated by vacuum.
about six inches of mercury (in-Hg), there's Insufficient vacuum
to keep the piston closed. The spring overcomes manifold vac-
uum and opens the valve. Fuel flows through the power valve
and through a restriction to merge with the fuel already flowing
into the main well from the main jet. The result is a richer mix-
ture. How much richer depends on the size of the restriction, a
tiny hole located in the power valve passage between the float
bowl and the main well. The diameter of this restriction, not the
size of the power valve, regulates the amount of fuel admitted
through the circuit. When you no longer need the extra power, -~ ~

you lift the accelerator pedal, the throttle plates close, manifold t ' 't ..t' ....
vacuum rises and the vacuum signal acts on the piston to
overcome spring tension, closing the power valve and shutting
off the extra fuel supply.
Manifold vacuum fluctuates significantly at idle and low
speed on some high-performance engines in response to valve 3.14 A set of typical secondary metering rods. These rods all look
. timing as well as throttle position or engine load. If vacuum similar, but they're not. There are three types: pre-1968 rods have
a single taper at the tip; 1968 and later rods have a double taper at
dips low enough In response to swings in valve timing, the the tip; but there are two types of double-taper rods - 1968
power valve can start metering extra fuel at idle! Power valves through 1974, and 1975 through 1980 models. Don't mix them up!
on a racing carburetor may have to be modified so they don't
open and close in response to valve timing variations.
 3-16 Chapter 3 Carburetor fundamentals

11

10 3.15 A typical accelerator pump circuit on an early Quadrajet

9 mentarily halted, so the mixture sucked into the cylinders is ul-

tra-lean. A moment later, some pressure difference returns to
activate the main circuit, but by then it's too late - the engine
hesitates or stumbles on the lean mixture.
8 In other words, when the throttle Is moved quickly, there's
a time lag between demand (throttle opening) and main system
activation. Part of the reason for this phenomenon is engine
load. Put the transmission in neutral, rev out the engine and
what happens? The engine accelerates smoothly. Why? Be-
cause when the throttle is opened in the absence of a load, en-

1 Pump lever
.. 7 Discharge check ball
gine speed can build smoothly and quickly. So manifold vac-
uum returns to its normal 14 to 17 in-Hg rather quickly. But put .
2 Pump suction breaker 8 Pump return spring the transmission in gear and do the same thing. Now the en-
3 Pump jet 9 Cup seal gine may stumble badly if the accelerator pump isn't operating
4 Discharge passage 10 Pump plunger
properly. Why? Because when the engine is put unde·r a load,
5 Discharge ball retainer 11 Duration spring
6 Pump rod
airflow and vacuum stay low for a lot longer than when the en-
gine is unloaded. During this period, the carburetor flows little
fuel because without airflow and vacuum, the regular circuits
The secondary metering rods (see illustration) are attached can't do much.
to a cam that is operated by the air valve (the plate at the top The accelerator pump system {see illustration) makes
of the air horn that covers the secondary throttle bores. So, up for this deficiency by squirting a stream of raw fuel into the
when airflow past the secondary throttle plates is sufficient to carburetor right above the venturi. The mechanically-actuated
open the air valve a certain amount, the secondary metering accelerator pump (see illustration) is linked to the throttle
rods are lifted up, which allows more fuel to flow through the lever to provide a squirt of fuel each time the throttle is opened
secondary metering orifices. quickly. When you open the throttle, the pump linkage pushes
down on a plunger and piston inside a pump well. This raises
Accelerator pump circuit the fuel pressure in the pump well, which (on m1d-60s
Fuel is quite heavy compared to air. Remember that the Rochesters) forces the pump-inlet check ball inside the
only thing that keeps it well vaporized at idle is the high mani- plunger head onto its seat so fuel won't escape from the pump
fold vacuum produced by the closed throttle plate. But when well. Some models have an inlet check ball at the bottom of
you open the throttle abruptly to accelerate from idle, manifold the pump well, at the mouth of the passage from the- float bowl
vacuum drops to zero. Also recall that the only thing that keeps to the pump well, instead of in the plunger head. The rise in fuel
fuel well vaporized at cruising speeds is the high venturi vac- pressure also raises the discharge check ball off its seat, al-
uum produced by the speed of the air rushing through the car- lowing fuel to be injected or discharged through a pump jet or
buretor. But when you open the throttle quickly to accelerate "shooter" into the venturi. Some shooters are aimed at the
from cruising speeds, airspeed through the carb - and there- throttle plate or against the bore. But on carbs with venturi
fore venturi vacuum - lags behind engine speed momentarily. boosters, shooters are usually aimed right at the booster. The
In either case, some of the bigger fuel droplets in the vaporized shot is pulled toward the trailing edge of the booster by air
air/fuel mixture condense back Into liquid form (an especially streaming into the carb, breaking up the fuel for better vapor-
thorny problem on big-port and large-plenum manifolds since ization.
there's more surface area for fuel to condense onto). A throttle As the throttle moves toward its closed position, the throt-
bore that's suddenly opened needs a significant increase in tle-to-pump linkage returns to its original position, pulling the
fuel to replace the fuel which falls out of suspension. But the piston back to its "at-rest" position and creating a vacuum in
throttle plate is already too far past the idle and idle-transfer the pump cavity, which pulls the pump-inlet check ball valve
ports for them to help out. And, without a strong vacuum signal off its seat to allow the pump well to refill from the float bowl.
in the venturi area, the main circuit can't flow a drop. The re- This vacuum In the pump well also pulls the discharge needle
sult? Air rushes through the carburetor, but fuel flow is mo- or check ball onto its seat, so the next shot of fuel pulled from
 Chapter 3 Carburetor fundamentals 3-17

the float bowl stays in the pump well until the next squirt. The scribed previously).
discharge needle or ball is really a check valve. It is fit into the Rochester secondary systems are activated by mechani-
pump discharge passage to allow fuel from the pump to be cal linkage with velocity (or auxiliary) valves (4GC) or mechani-
discharged - but not to allow air to enter the passage when the cal linkage with air valves (Quadrajet).
pump piston is returning to its "up" position. If there were no Mechanical secondaries with velocity valves
check valve, air could flow through the pump shooter, down On 4G and GC carburetors (used on GM vehicles from
the passage and into the space under the pump piston as it 1952 to 1967), velocity valves {or auxiliary valves) are located
rose and no fuel would flow into the pump well from the float above the secondary throttle plates. The secondary throttle
bowl. The weight of a discharge check needle is sufficient to . plates are connected by a linkage to the primaries. When the
keep it closed against the vacuum signal created by the air primaries reach a 45-degree opening angle (approximately},
rushing by the shooter nozzles, so fuel won't be pulled out of the secondaries begin to open. Not much air flows past the
the pump circuit secondaries until the manifold vacuum under the velocity
Later models - -in fact, all current Rochesters - use a valves is strong enough. The velocity valves delay the airflow
"floating-cup" pump inlet valve instead of a check ball in the through the secondaries, so there isn't a "flat spot" as the sec-
plunger head or In the bottom of the accelerator pump well. ondary throttle plates open. When engine speed is high
This design fills the pump well through the center of the pump enough, the velocity of the air rushing through the secondaries
cup. The cup is designed to fit on the plunger with a small can force the spring-loaded velocity valves open in half a sec-
amount of vertical clearance. During the delivery stroke, the ond once the primary throttles are completely opened. When
cup is forced up against the piston face, sealing off a fill hole in full throttle is applied at low engine speeds, the velocity valves
the face. As the plunger and piston travel upward on the return start to open but close quickly (under their own spring tension)
stroke, the cup drops a few thousandths of an inch from the because there's insufficient airflow through the secondaries to
piston face, and fuel enters through the hole in the face, filling, force them open.
the well for the next shot. The pump can refill and fire at inter-
Mechanical secondaries with an air valve
vals of two to three seconds.
The mechanical secondaries on Quadrajets and Varajets
Secondary systems are controlled by an air valve, which is a large plate mounted
above the venturis (It looks a bit like a choke plate). When the
So far, we've covered the primary side of the carburetor.
primaries reach an opening angle of abol,lt 35-degrees, the
Many two-barrel carburetors only have primary throttle bores -
secondaries start to open. But no air can flow through the sec-
both throttle plates share the same throttle shaft and open at
ondaries until the vacuum under the air valve Is strong enough
the same time. These are known as single stage carburetors
to allow it to open. The air valve opens only far enough to han-
and were used for many years. Basically, a single-stage two
dle the additional airflow needed by the engine. The rate at
barrel is like two one-barrel carburetors mounted side-by-side
which it opens is controlled by a damping diaphragm and link-
add operating at the same time.
age rod, so bogging doesn't occur {see illustration).
To better regulate the air/fuel mixture and enhance perfor-
mance over the entire rpm range of the engine, staged carbu-
retors were developed. In this design, one side of the carbure- Carburetor controls
tor handles all of the primary functions. The other side comes
into play when additional air/fuel mixture is needed. At this point, we have a carburetor that will do the job. But
The primary and secondary main metering circuits in modern carburetors must not only do their job - they must do it
staged Rochester carburetors are somewhat alike. Think of the cleanly enough to satisfy state and Federal emissions regula-
secondary system in a staged carburetor as another carburetor tions. And they must offer good driveability. To accornpllsh
in parallel with the primary system, but as stated before, oper- these often conflicting goals, a number of gadgets have been
ating only when required. This "parallel-carburetor" strategy hung on Rochester carburetors. The most important of these
expands the metering range of the carburetor significantly.The devices are described below.
secondary has a rnain metering circuit and some secondaries
have an idle system (Quadrajets don't). The differences in their Anti-dieseling solenoids
design are determined by what they're used for and when Have you ever turned the ignition off, only to discover that
they're used. Staged carbs use smaller primary venturis to get the engine kept running In a kind of jerky, jumpy way? Then
the main metering system going, and to provide good vapor- you're already acquainted with run-on, or dieseling. Dieseling
ization and air/fuel mixing during cruising and light load, i.e. problems were virtually unheard of before the smog-reduction
lower rpm, conditions. Then they use larger venturis for top- era began. Nowadays, with the lean mixtures and high idle
end power at higher engine speeds. The primary side of a speeds needed to keep engines from puffing out smog at idle,
staged carb is similar to a single-stage carb. The slightly it's not uncommon to turn the key off and have the engine keep
smaller venturi size Is the only obvious visual difference. The running, especially when it' s really hot. Why does the engine
two secondary barrels are operated'only when maximum air- do this? Because the throttle is opened so far. To fix it,
flow is needed for more power. In effect, the secondary side is Rochester engineers designed a gadget which closes the
simply another carburetor that opens later than the primary throttle all the way when you turn off the ignition. it's called an
side. It has its own main metering system and (on some mod- anti-dieseling solenoid.
els) its own idle system. Varajets and Quadrajets also use a When the ignition is on, the solenoid is energized and the
variable metering system which alters the diameter of the sec- plunger protruding from the end of the solenoid holds the
ondary main metering orifice(s), effectively enriching the main throttle open at its normal curb idle. Idle speed is adjusted ei-
metering circuit In a manner similar to a power valve (for more ther by screwing the solenoid in or out of its bracket or by ad-
information on this system , refer to The power circuit de- justing the threaded plunger. While the plunger is energized,
3-18 Chapter 3 Carburetor fundamentals

3.17 Typical air valve setup (early Quadrajet)

1 Air valve shift lever 5 Vacuum brake diaphragm

2 Air valve (closed) assembly
3 Air valve (open) 6 Vacuum brake diaphragm
4 Actuating rod restriction

the idle-speed screw is held off Its seat. Turning the ignition off which lets the plunger in slowly. The spring returns the plunger
de-energizes the solenoid, which retracts the plunger and lets for the next stroke.
the throttle drop back so that the idle-speed screw goes Dashpots are adjustable, usually by varytng the length of
against Its seat on the carburetor. So there are two idle adjust- the plunger with a screw. The dashpot should let the throttle
ments on solenoid-equipped carburetors: The curb idle is set return slowly enough so that the engine doesn't die, but not so
at the solenoid; the key-off idle is set with the usual idle-speed slowly that the vehicle tries to keep going through an intersec-
screw. To operate properly, the solenoid must be wired so that tion!
it goes off with the ignition switch. If It is mistakenly wired so
that It is hot all the time, then it won't drop back when the key Bow/vents
is turned off, and the engine will diesel. The external bowl vent allows hot fuel vapors to escape
from the float bowl through a hose which routes the fumes to
Anti-stall dashpot the evaporative emissions control system (i.e. the charcoal
Let's say your vehicle has an automatic transmission, and canister). If these vapors were not vented from the bowl, they
yol:l accelerate away from a light by stomping authoritatively on could get through the internal vent, which could create too rich
the throttle, then suddenly change your mind as you realize a mixture during idling and make hot starts difficult.
that you're on a colliston course with an 18-wheeler which also An internal bowl vent is a tube that looks something like a
wants to occupy the same intersection at the same time as main nozzle, except that it is larger and is located up high near
you. You have no choice but to lift your foot off the accelerator the choke plate. Any fuel vapors that escape from the float
pedal and stomp on the brakes. And your engine, of course, bowl during acceleration and cruising conditions are allowed to
dies - unless you have an anti-stall dashpotfitted to your car- escape right into the carburetor, where they're sucked into the
buretor. On a vehicle with a manual transmission, this situation intake manifold along with the air/fuel mixture and burned. The
would never occur, because you'd quickly declutch and the internal bowl vent is placed in the airstream through the carbu-
engine would simply rev up a little. But an automatic doesn't retor at an angle so that air is forced into the float bowl above
disengage when you lift your foot off the gas; It immediately the fuel level. This slightly pressurizes the fuel in the bowl and
pulls the engine down to a normal idle. This kills the engine be- helps to push the fuel out the main nozzle.
cause a big glob of air/fuel mixture is still on the way to the
cylinders. In effect, the combustion chambers are flooded by Deceleration controls
this mixture. The anti-stall dashpot solves this problem by let- During deceleration, particularly when you snap the throt-
ting the engine return to its normal Idle slowly, giving the com- tle plate shut very quickly, a high vacuum is created in the in-
bustion chambers time to bum off the extra-rich mix. take manifold. This high vacuum is caused by the engine turn-
Dashpots used on Rochester carburetors are mounted on ing over at higher-than-idle speeds with the throttle plate
the carburetor. A dashpot is easy to identify: It consists of a closed, which pulls extra fuel out of the idle circuit, creating a
chamber, diaphragm and spring. A plunger protrudes from the very rich mixture, so rich that the engihe misfires. And misfiring
chamber and just touches the throttle linkage. When the throt- increases emissions.
tle pushes against the plunger, the diaphragm tries to force air One way to reduce this high emission-causing manifold
out of the chamber, but the only exit is through a small hole, vacuum is to have the throttle held open slightly. Another solu-
 Chapter 3 Carburetor fundamentals 3-19
tion is to provide a special passage to let alr bypass the throttle technically and financially costly jump to electronic fuel injec-
valve. Air allowed past the throttle valve reduces the manifold tion? Or should they develop more accurate fuel metering sys-
vacuum. Then the mixture will lean out. The device on the car- tems for their existing product lines? Most carburetor manu-
buretor that holds the throttle open slightly during deceleration facturers, including Rochester, decided that the technology,
is known as the dashpot or throttle controller. the parts suppliers and public acceptance for electronically-
controlled fuel injection were still a few years off. Rochester
Hot idle compensators elected to stick with carbs for a few more years. The result was
A cold engine needs a very rich mixture because the gaso- the feedback carburetor system, which is worth looking at
line doesn't vaporize well when surrounded by all that cold not just because it's the state-of-the-art in current carburetor
metal. In order to get enough gasoline vaporized so that a cold design - and probably the final stage in the long evolution of
engine will run, we choke the carburetor to provide a rich mix- the carburetor - but because it's probably what you have on
ture. Logically, you might think that if a cold engine needs the family car if it was manufactured in the early to mid-Eight-
more fuel, then an extremely hot engine needs less fuel. This is ies.
true. When an engine is idling in traffic on a hot day, underhood To achieve the further reductions in NOx mandated by the
temperatures are hot enough to cook on. Engines start to run late-Seventies EPA regs, auto manufacturers turned to a more
rough at idle when they get this hot because the Increased sophisticated type of catalytic converter known as the three-
temperature can improve fuel vaporization so well that the mlx- way catalyst. A three-way oat not only oxidizes HC and CO, it
ture is just rich enough to upset the Idle. removes oxygen from NOx emissions. This portion of the TWC,
The hot idle compensator is a little air valve that allows which is located in the front portion of the cat, is known as a
fresh air to enter the manifold and lean the mixture when the reduction catalyst. Here's how it works: Oxygen released from
engine is hot. Various types of hot idle devices are used on NOx combines with HC and CO. NOx becomes just plain nitro-
Rochester carburetors. Some models use a bimetal thermo- gen (N2), which is an inert gas, and the HC and CO become
statically controlled air bleed valve which admits additional air water and carbon dioxide, just like an oxidation catalyst. The
into the idle system and relieves overrich idle conditions during only catch was, for a TWC to work right, the engine had to emit
prolonged hot idling (and subsequent high engine tempera- the right balance of HG, CO and NOx. This balance occurs
tures). On these models, you'll find a small bimetal spring when the air/fuel mixture ratio is close to the stoichiometric
housed in a little recess in the carb casting right abov'e the ratio of 14.7:"1.
throttle linkage. When the engine is hot, this spring opens the
small check ball built into the end of the spring, which opens The Computer Command Control system
an air passage In the carb casting. The hot idle compensator To achieve this goal, Rochester engineers turned to a
valve can be replaced by removing the access plate and cork closed-loop or feedback system of engine information sen-
gasket. Although the location of the hot idle compensator valve sors supplying data to a microprocessor (computer) that ma-
may vary from model to model, they all look and work pretty nipulates a mixture control (M/C) solenoid in the carburetor.
much alike. The Computer Command Control (CCC) system debuted on
GM California passenger vehicles In 1980; In 1981, it was in-
Feedback carburetors stalled on GM 49-state vehicles as well. Various versions of the
CCC system have been used on Dualjet, Varajet and Quadrajet
carburetors. The following description of a typical system is the
Internal combustion engines which use gasoline for fuel
one used on Quadrajets, but it applies equally to two-barrels
produce three toxic emissions - hydrocarbons (HC), carbon
as well. All CCC systems use an array of information sensors, a
monoxide (CO) and oxides of nitrogen (NOx). How much HC,
microprocessor, a mixture control (M/C) solenoid and, on
CO and NOx a vehicle is allowed to emit is determined by Fed-
some models, a throttle position sensor and an electronic
eral and state laws which began in the late Sixties and which
idle speed control.
have since then become progressively stricter. Carburetor de-
The microprocessor controlling the CCC system is known
velopment evolved accordingly.
as the Electronic Control Module (ECM). The ECM, a solid-
In 1975, the catalytic converter was introduced as a
state computer in a metal box, is located in the passenger
means of reducing HC and CO. The first generation of cats
compartment behind a kick panel or somewhere under the
were known as oxidation catalysts because they converted HC
dash. The ECM monitors a wide variety of engine operating
and CO emissions into harmless byproducts by adding oxygen
conditions such as the amount of oxygen in the exhaust
to them. Carbon monoxide was converted to carbon dioxide
stream, manifold absolute pressure, coolant temperature,
(CO2) (which is a "greenhouse" gas, though it's otherwise
throttle angle and engine rpm. The ECM is nothing more than a
harmless) and hydrocarbons were converted into water (H2O)
fast-acting switching device, taking in information, making a
and carbon dioxide. Oxides of nitrogen were reduced by low-
quick decision and sending voltage signals to a circuit or con-
ering compression ratios and adding an exhaust gas recircula-
necting a circuit to ground at the right time to turn it on or off.
tion (EGR) valve that lowered combustion temperatures by di-
These voltage values and time values, which are programmed
luting the fresh Intake charge of air/fuel mixture with a small
into the ECM's memory, differ from one engine to another. For
portion of exhaust gases.
example, if the ECM " reads" a voltage value for the correct
These modest measures worked for a few years. Then, in
length of time, It performs a certain function, such as turning
the late Seventies, the Environmental Protection Agency (EPA)
on the EGR system as the engine warms up. However, if the
mandated much stricter regulations regarding exhaust emis-
voltage or time interval isn't correct, the ECM recognizes this
sions and fuel economy standards. These stringent new regu-
and does not perform its function. And it may even turn on a
lations left carburetor manufacturers like Rochester in a
"CHECK ENGINE" light on the dash to let you know something
quandary. Should they scrap their highly-refined line of carbu-
is wrong.
retors they had developed over many years, and make the
 3-20 Chapter 3 Carburetor fundamentals
To make accurate decisions, the ECM requires extremely harmful pollutants from the exhaust. If the mixture gets too
accurate voltage signals from the sensors. If battery voltage lean, NOx goes up; if the mixture gets too rich, HG and CO go
were used, any load on the electrical system - even slight ones up. It's a neat system, but there's a catch. The oxygen sensor
such as changes in engine speed - would raise or lower sen- must be heated up - usually to around 500-degrees F - before
sor-voltage output. Even slight variatlons can create a false It will work correctly. So the closed-loop system is worthless
signal to the ECM. To avoid this, the ECM sends a five-volt ref- during cold starts. Under these conditions, the system must re-
erence signal to the sensors. This low voltage level is impervi- vert to open-loop control. Mixture control is set at a fixed
ous to slight or even significant fluctuations in battery voltage. value by the program in the ECM memory until the engine is
The EGM operates the CCC system in one of the following sufficlehtly warmed up and the oxygen sensor is ready to go to
five modes: work. A temperature sensor in the engine water jacket moni-
1 Shutdown mode - This mode makes sure no current tors engine coolant temperature and tells the ECM when the
is supplied to the M/C solenoid when the engine is engine is warmed up and ready for closed-loop control.
stopped or insufficient voltage is supplied to the ECM to During open-loop operation, the ECM can only "guessti-
allow proper operation of the M/C solenoid. If the engine mate" the correct air/fuel mixture ratio. It pulses the M/C
speed is less than 200 rpm and battery voltage is less than solenoid 10 times a second. The mixture ratio would be more
nine volts, the system goes into shutdown mode. accurate If the solenoid could be cycled on and off at a quicker
2 Start-up enrichment mode - This mode provides a rate, but It can't. In fact, it can't even respond quickly enough
rich signal to the M/C solenoid for a short time after any to this 10-times-per-second rate. So it compromises. When
start up. The length of this mode ls determined by the the ECM signals for more fuel, the plunger pulsates upward;
temperature of the coolant sensor when started. It over- when the EGM signals for less fuel, the plunger pulsates down-
rides the next three modes. ward. Because it's constantly moving up and down as it tries
3 Open-loop mode - This is the operating mode of the to keep up with the EGM, it's actually producing an average of
system when the engine and the oxygen sensor are warm- the required air/fuel mixture. In other words. the plunger never
ing up, but haven't yet reached operating temperature. really supplies a perfect mixture. This averaged mixture was
4 Closed-loop mode - This is the regular operating good enough for emission standards in the early and mid-
mode of a warmed-up engine and an oxygen sensor warm Eighties, but it's no longer acceptable. This is why electronic
enough to generate a working signal to the ECM (the sys- feedback carburetors were finally replaced by fuel injection
tem also waits a predetermined amount of time before go- systems.
Ing to closed loop). On some vehicles, a few minutes at The CCC system also goes into open-loop mode when a
idle causes the 02 sensor to cool and the system to return heavy load is placed on the engine (wide-open throttle (WOT)
to open loop; on these vehicles, the system may even conditions, pulling a heavy load up a hill, etc.). The engine re-
switch back and forth as the 02 sensor temperature rises quires a richer mixture during these conditions than it does
and falls. when it's operating under normal conditions (normal rate of
5 Enrichment or near-WOT mode - When the system speed on a level road). The CCC system determines engine
is in open or closed loop modes and the throttle is opened load by monitoring manifold vacuum. A Manifold Absolute
to near WOT, the ECM sends a steady power enrichment Pressure (MAP) sensor in the intake manifold detects
signal to the mixture solenoid. changes in manifold vacuum and sends a variable analog sig-
The EGM has a built-in timer clock which provides time nal to the ECM, which converts this information to digital data,
delays for various functions. If a sensor circuit fails to function processes it and alters the air/fuel mixture ratio by raising or
at its programmed time, the ECM recognizes the malfunction lowering the M/C solenoid.
and turns on the Check Engine light and stores the related The ECM also computes the correct air/fuel mixture ratio
trouble code. Other malfunctions, such as open circuits, by monitoring the amount of throttle opening - idle, part throt-
grounds or shorts, or incorrect oxygen sensor voltage level, will tle, wide open throttle, etc. - with a Throttle Position Sensor
also store codes. (TPS). If the TPS tells the ECM that the engine is being oper-
The oxygen (02) sensor, which Is installed in the exhaust ated at W'OT, the ECM pt,Jts the system into enrichment mode
manifold or the exhaust pipe (before the catalytic converter), is (ignores oxygen sensor feedback) and supplies a steady rich
the most important information sensor because the amount of mixture based on instructions stored in the computer program.
oxygen in the exhaust varies in proportion to the air/fuel mix- When the heavy throttle condition ends, the EGM returns the
ture ratio. Which means the oxygen content of the exhaust gas system to closed-loop mode.
can be used to adjust the air/fuel mixture. The 02 sensor com- Another condition which has a strong bearing on the mix-
pares the oxygen content in the exhaust with the oxygen con- ture required by the engine is engine speed (an engine doesn't
tent in the outside air. The difference between the two is ex- need as much fuel when it's operating at idle as it does when
pressed as a low-voltage analog signal (a variable voltage it's operating at high rpm). The ECM monitors engine speed via
output). This analog signal is sent to an electronic control mod- a tachometer signal from the distributor. Now let's look at the
ule (ECM) that converts it to a digital signaJ and interprets it by two basic carburetors used with the CCC system, the Varajet
comparing it to a map (program) stored inside its memory. tf E2SE and the Dualjet E2ME/Quadrajet E4ME.
the oxygen content increases - exhaust gas is lean - the volt-
The Varajet E2SE
age output decreases; if the oxygen content decreases - ex-
haust gas is rich - the voltage output increases. The ECM looks The Varajet E2SE M/C solenoid, an electrical device lo-
at this data and alters the air/fuel mixture accordingly by ener- cated in the float bowl, controls fuel flow from the float bowl to
gizing the M/C solenoid. the main well and also controls an idle circuit air bleed. The
As long as the CCC systems keeps the air/fuel ratio close solenoid coil and plunger are mounted In a housing attached to
to stoichiometric, the three-way cat can do its job of removing the air horn. The tip of the plunger stem is seated in the bottom
 Chapter 3 Carburetor fundamentals 3-21
of the float bowl, where it controls a passage between the bowl E4ME is also located in the float bowl (in the same location as
and the main well. It functions as a metering valve that can be the power piston on conventional Dualjets and Q-jets). It uses
opened or closed at a rate of ten times per second. The upper a spring-loaded plunger that moves up and down like a power
end of the solenoid rod plunger is a viton-tipped valve that also piston, but much more rapidly. The underside of this spring-
opens and closes rapidly. When the solenoid is energized, the loaded plunger pushes agai.nst a pair of stepped metering
plunger moves down, opening the idle air bleed and closing rods, the lower ends of which are inserted into the main jets.
the main well passage, leaning out both the idle and main me- Each jet has an extension that acts as a metering rod guide
tering mixtures; conversely, when the solenoid is de-energized, and spring seat. The upper side of the solenoid plunger head
the plunger moves up, closing the idle air bleed and opening contacts an idle air bleed valve. Every time the plunger moves
the main well passage, richening the idle and main metering up or down, it actuates both the metering rods and the idle air
mixtures. bleed valve.
Fuel from the float bowl enters the main well area through Here's how the system works: When exhaust oxygen con-
two paths: It enters through a lean mixture screw assembly, a tent decreases, i.e. when the exhaust mixture is richened, the
factory-adjusted main metering jet. And it enters through the analog voltage signal from the 02 sensor goes up, the ECM en-
solenoid-controlled passage, which is also regulated by a fac- ergizes the M/C solenoid, the plunger moves down to its lean
tory-adjusted rich mixture screw. The rich mixture screw lim- position, the metering rods move back into the main jets and
its maximum fuel flow through the solenoid valve when the the idle air bleed opens. Lowering the metering rods into the
valve is de-energized. jets restricts fuel flow to the main well; opening the idle air
Once Inside the main well, fuel follows the normal path bleed plunger adds air to the idle circuit. Both actions reduce
through the remainder of the idle circuit: It flows past an upper fuel flow.
air bleed, through an idle channel restriction, past a lower air When oxygen content Increases, i.e. when the exhaust
bleed, past an off-idle port and down to an idle port with a mix- mixture is leaned, the analog voltage signal from the 02 sensor
ture screw. However, the amount of air which can enter the up- drops, the ECM de-energizes the M/C solenoid, the plunger
per air bleed Is varied by the solenoid upper valve. Filtered air moves up to its rich position, the metering rods move up and
from the air cleaner flows past - or is blocked by - the solenoid the idle air bleed closes. Raising the metering rods out of the
valve. It then flows past a factory-adjusted idle air bleed screw. jets increases fuel flow to the main well; closing the idle air
This screw limits the size of the air bleed, the solenoid turns the bleed plunger reduces air to the idle circuit. Both actions in-
air bleed on and off. And since the amount of idle fuel flow is crease fuel flow.
less than the minimum flow of the metering jet(s), idle mixture The travel of the plunger head is critical. If it's too much or
is controlled by this variable air bleed. too little, the mixture will be too lean or too rich, respectivel)-4.
During the transition period between the idle and the main So plunger travel is determined by a couple of factory-adjusted
metering systems, the variable idle air bleed still controls the stop screws. The solenoid lean stop screw locates the
mixture ratio because fuel is still delivered through the off-idle solenoid coil body and provides a down travel stop. The rich
po_rt. Once the main metering system takes over, fuel is deliv- stop screw provides the plunger up stop.
ered from the main well through the main discharge nozzle into The idle circuit itself is quite different than a conventional
the venturi area. At this point, enough fuel is moving through idle circuit. Air moves into the side of the air bleed valve, down
the two paths described above to exceed the capacity of the the center to the plunger seal area. then out side holes to pas-
lean mixture screw passage. Now, the M/C solenoid controls sages to each idle circuit, between the idle tube and the chan-
the mixture by regulating the level of fuel in the main well. The nel restriction. An O-ring seal prevents leaks between the "air
lower the main well fuel level, the leaner the mixture delivered in" and "afr out" areas of the bleed valve.
to the main discharge nozzle. And vice-versa. The main metering circuit is similar to other main metering
The M/C solenoid varies the air fuel ratio based on an circuits, except that the metering rods are controlled more
electrical input from the ECM. When the solenoid is on, fuel Is rapidly and precisely by the solenoid.
restricted and air is admitted. This produces a lean alr fuel ratio The throttle position sensor on a Dualjet E2ME or a Q-jet
of about 18:1. When the solenoid is off, fuel is less restricted. E4ME is identical to the TPS employed by the Varajet E2SE.
This produces a richer air fuel ratio of about 13:1 . During For a description of the TPS, refer to the previous description
closed-loop operation, the ECM tries to produce an average of the E2SE.
air/fuel ratio of about 14.7:1 by determining how long the M/C
solenoid should be turned on, then off, then on, then off, etc. Idle speed controls
Its only limitation is Its maximum cycling rate of ten times per Because of the extremely lean idle mixtures mandated by
second. emissions regulations, it's become necessary to increase Idle
The ECM also needs to know the position of the throttle speeds. Higher idle speeds reduce misfiring caused by lean
plate to regulate the M/C solenoid, electronic spark timing, idle mixtures and they reduce emissions. The CCC system needs
speed control and (on some models) the torque converter an accurate way to control idle speeds for driveablllty and for
clutch. It gets this Information from the throttle position sensor fuel economy, especially on smaller displacement engines. It
(TPS), a variable resistor mounted in the float bowl. The sensor achieves this goal with the Idle Speed Control (ISC) system.
shaft contacts the pump extension lever. As the throttle posi- The ECM monitors and processes the output data from several
tion varies, so does the voltage signal to the ECM, which mea- information sensors, then alters idle speed accordingly with a
sures this output. At closed throttle, voltage is one volt or less. reversible electric motor, regardless of any load - the air condi-
As throttle opening increases, voltage Increases to about five tioner, for example - imposed on the engine.
volts at WOT. Here's how It works: The temperature sensor (previously
The Dualjet E2ME and Quadrajet E4ME described in the section of the CCC system) tells the ECM the
temperature of the engine coolant. When the engine is cold,
The M/C solenoid on the Dualjet E2ME and Quadrajet
3-22 Chapter 3 Carburetor fundamentals
the ECM directs the lSC motor to maintain a higher idle speed transmission is shifted from Neutral to Reverse, a signal from
until the engine coolant is warm enough, at which point it re- the park/neutral switch tells the ECM to anticipate a higher
duces the idle speed. The fast idle cam indexes the fast idle load and raise the engine idle speed as the shift occurs. The
when the engine ls cold. When a cold signal is received at the system also anticipates certain loads placed on the engine
ECM, the ISC motor extends only slightly more than the normal such as the air conditioner, alternator, etc. For example,
(warm engine) idle speed. On a warm engine, the ECM pro- there's a time lag between the point at which an accessory
grams a normal idle speed. If the engine gets hot, the ECM in- switch is flipped on and the point at which the added load it
creases idle speed to help cool down the engine. creates is actually placed on the engine. During this time lag,
How does the ECM know what the actual idle speed is? It the ISC adjusts the plunger to maintain the correct engine Idle
monitors the distributor speed sensor signal. If the actual idle speed.
speed is too low, the ECM directs the ISC motor to increase Some 1982 and later models use an !SC relay. The pur-
the idle; and vice-versa. The idle speed motor tells the plunger pose of this relay is to make sure the idle speed control plunger
to either extend (increase idle speed) or to retract (decrease retracts fully when the engine is shut off.
idle speed). An incorrectly adjusted ISC motor will raise or lower the
How does the ECM know when to put the engine under curb idle speed outside of its correct setting. It can also cause
ISC control? The ISC idle speed motor has a throttle switch or engine roughness or lag when the vehicle is put into gear or
nose switch which feeds inputs to the ECM to tell the ECM when the air conditioning compressor comes on. For a com-
whether the throttle lever is resting against the ISC motor plete description of the lSC adjustment procedure, refer to
plunger. When the throttle lever is resting on the plunger, the Chapter 7.
ECM controls the idle speed. When the throttle lever isn't Idle load compensator (ILC)
touching the plunger, the driver controls engine speed.
The idle load compensator (ILC) is a non-ECM-controlled
There are several other circumstances under which the
alternative for controlling curb idle speed. The compensator
ECM can direct the ISC motor to increase idle speed. First, an
detects changes in engine load by sensing changes in mani-
air conditioning clutch signal tells the ISC plunger to increase
fold vacuum. It compensates for these changes by adjusting
idle speeds when the air conditioning system is in operation, to
curb idle speed with a spring-loaded, vacuum-sensitive di-
maintain the normal engine idle speed under the load Imposed
aphragm with a plunger. If manifold vacuum decreases, the
by the air conditioning compressor. Second, a battery signal fs
spring overcomes the low vacuum In the diaphragm and the
used to sense system operating voltage at the ECM. If the volt-
plunger extends, opening the throttle plate; if vacuum in-
age signal falls below a pre-determined level, the ECM in-
creases, the diaphragm compresses the spring, the plunger re-
structs the ISC plunger to extend, increasing engine speed.
tracts and the throttle plate closes.
This increases alternator speed and alternator output (assum-
A delay valve in the vacuum hose to the ILC delays the
ing the charging system Is functioning correctly). Finally, a
vacuum signal to the ILC when the throttle is closed suddenly.
park-neutral switch tells the ECM of a pending transmission
This delay valve performs the same function as an anti-stall
change, which affects engine loading and, therefore, engine
dashpot.
idle speed. This prevents, for example, uneven engine idle
speeds as the transmission selector is moved from neutral to Idle stop solenoid (ISS)
reverse. The idle stop solenoid (iSS) was originally installed to pre-
vent dieseling or run-on: For an instant after the ignition was
Idle speed control operation turned off, the engine continued to turn over because of the in-
Engine speed is always under closed-loop control of the ertia of its moving parts. And since the throttle plates were still
ECM during closed throttle operation, regardless of engine open, air-fuel mixture continued to flow through the carburetor
temperature or accessory loads. The normal engine idle speed to the cylinders. ff the cylinders were hot enough to burn the
is programmed into the ECM - it can't be adjusted. The ECM mixture, the engine continued running without ignition! This
continuously monitors engine idle speed and issues com- phenomenon, which became known as dieseling, occurred be-
mands to the !SC to move the throttle stop to maintain the cor- cause high idle settings kept the throttle plates cracked open.
rect idle speed. Under these conditions, there was no way to stop the engine.
Idle speed is maintained by a small reversible electric mo- When an iSS-equipped engine is idling, the idle stop
tor. The ECM sends commands to the motor to maintain the solenoid forces the throttle plates open to what would be the
idle speed required for a particular operating condition and the normal idle position on an engine without ISS. However, when
motor clianges the throttle-plate opening angle by moving the the ignition is turned off, power to the solenoid is cut off and
position of the idle stop in and out. the throttle plates close far enough to preclude any possibility
But how does the !SC system know when to control throt- of run-on.
tle position? The position of a throttle switch in the ISC motor Air-conditioning speed-up solenoid
determines whether the ISC should control idle speed or not. The air-conditioning speed-up solenoid is identical in ap-
When the accelerator pedal is released, a tang on the throttle pearance to the idle stop solenoid. In fact, they're identical
lever contacts the ISC plunger, closing the throttle switch; parts! But the air-conditioning speed-up solenoid has a differ-
throttle plate angle - and, therefore, Idle speed - is put under ent purpose: When the air conditioner is turned on, the speed-
ECM control. When the throttle lever moves off the !SC actua- up solenoid raises the idle slightly to compensate for the
tor, the throttle switch opens, the ECM extends the actuator added load imposed on the engine at idle by the air condition-
and idle speed commands from the ECM cease. Idle speed is ing compressor.
back under driver control. To positively identify an air conditioning speed-up
Signal inputs are used to either increase or decrease throt- solenoid, turn the ignition switch to the On position and listen
tle plate angle in response to engine load. For example, as the for the solenoid to click on.An idle stop solenoid will click, but
 Chapter 3 Carburetor fundamentals 3-23
an air-conditioning speed-up solenoid won't. After turning the An air-conditioning speed-up solenoid will turn on and off as
key to On, move the air conditioning control lever from its Off the air conditioning mode selector lever is moved from Off to
position to the air conditioning mode (do it two or three times). air conditioning mode.

independently of one another. The primary barrel is

smaller than the secondary barrel. It has idle and off-idle
Carburetor types circuits and supplies the air/fuel mixture at low and
moderate loads and speeds. The primary barrel also
One-barrel carbs usually includes the main metering and power systems
One-barrel carbs have one barrel, one throttle plate and and the accelerator pump.
one sat of metering circwts to meet all air/fuel require- The throttle of the secondary barrel opens at higher
ments. They usually have an airflow capacity of about speeds and loads when the primary throttle fs about half-
150 to 300 cubic feet per minute (cfm) and are used pri- open. The secondary barrel supplies additional fuel and
marl!y on smaller four and six~cyljnder engines. air to the engine. It includes off-idle, main metering and
power systems. The secondary throttle ls operated by a
Single-stage two-barrel carbs mechanical linkage. Most two-stage two-barrel carbs
have airflow capacities of about 150 to 300 cfm (they're
Single-stage two-barrel carbs are basically two one-
barrel carb5'With a common main body. They have one usually used on small engines).
float bowl, float, choke and accelerator pump. The me- Four-barrel carbs
tering systems for both barrels work simultaneously, but
Four-barrel carbs are used mostly on V-8 engines. They
the idte mixtures for each barrel are adjusted separately.
have airflow capacities of about 400 to 800 cfm (and
Single--stage two-barrels have two throttte valves that
some high-performance models can flow over 1000
open and close together on a common shaft. These
cfm!). Four-barrels have two primary and two secondary
carbs have airflow capacities of about 200 to 550 cfm barrels in a single body. At low and moderate loads and
and are used on many six and eight-cylinder engines. speeds, the two primary barrels work together like a sln-
gle·stage two-barrel carb. At higher speeds and loads,
Two-stage two-barrel carbs the secondary barrels work in a fashion similar the the
Two-stage two-barrel carbs were introduced in the secondary barr~ls on a two-stage two-barrel.
early Seventies to improve fuel economy and perfor- The primary barrels have idle, low-speed, high-speed
mance and to lower emissions on four and small six- and power systems. They also contain the choke and ac-
cylinder engines. They use a single float and float bowl celerator pump. The secondary barrels have separate
but have two barrels anc;i two throttles that operate semi- hlgh-speed and power systems.
3-24 Chapter 3 Carburetor fundamentals

Notes
 Carburetor identification
The Monojet
The earliest Rochester one-barrel carburetors date back
to 1950. However, this book's coverage begins with the Mono-
jet, or 1 M series (see illustrations) because it was the first
Rochester designed to provide fuel metering sophisticated
enough for the Federally-mandated emission and fuel econ-
omy standards which began to make greater demands on car-
buretor design during the '60s. The Monojet was the
workhorse one-barrel for GM vehicles from the mid-60s to
1979, and - thanks to metering controls which could be modi-
fied to meet stricter emission standards - was still in use on
some trucks through 1986.
Manual choke Monojets are designated by the letter M;
automatic choke models are designated MV. The letter V refers
to the vacuum-break diaphragm on the carburetor. Some MVs
have a thermostatic coil on the engine; others have an electri-
cally heated element on the choke housing itself. Other ways to 4.1 You can identify a Monojet by the removable bracket (upper
identify a Monojet: Look for a thick insulator gasket between arrow) for the air cleaner stud and by the characteristic "Monojet"
logo (lower right arrow) on the side of the float bowl; the di-
the throttle body and the float bowl; this gasket protects the
aphragm housing (lower left arrow) is the choke vacuum break
float bowl from engine heat. Monojets also have an internally- unit; note the electrical connector for the electrically-heated
balanced vent hole in the air horn (an external idle-vent valve is choke coil
also used on some 1971 models).
4-2 Chapter 4 Carburetor identification

4.2 Many Monojets use an idle-stop solenoid (arrow) like this as 4.3 The identification numbers on a Monojet are stamped into the
an anti-dieseling device end of the float bowl right above the fuel inlet

A tube-type discharge nozzle dispenses fuel into a multi- on trucks; BC series units have an automatic thermostatic
ple-venturi booster. A mechanically and vacuum-operated choke mounted on the air horn and were used on cars and
variable-area main jet controls fuel flow through the main me- trucks; BVs have a remote bimetal coil mounted on the ex-
tering circuit. The jet's orifice is fixed; but its flow capability is haust manifold.
varied by a tapered metering rod, connected by linkage to the The Model B has a unique design: A donut-shaped float
main throttle shaft, which is raised to richen the mixture and bowl forms a ring around the venturi. The combination of a cir-
lowered to lean it out. The metering rod is also vacuum oper- cular float bowl and a centrally located nozzle prevents fuel
ated by a power piston, providing it with what amounts to a spillover during quick turns or stops. All metering passages -
power circuit. This clever design improves performance during except the idle passages - are in the air horn. These passages
moderate-to-heavy acceleration. are insulated from engine heat by the air-horn gasket and the
Some Monojets used in the early 1970's use a different fuel in the float bowl, so B models provide consistent, steady
setup. Instead of a metering rod and vacuum-operated power fuel metering and are less likely to vapor lock than their prede-
system, they have a conventional metering jet with an airflow- cessors.
actuated power valve. This design was developed out of GM's The model B is different than most carburetors, in that it
desire to achieve better fuel mileage for the smallest engine in- uses a snatch-idle circuit. A horlzontal idle tube carries Idle fuel
stalled in the Chevy Vega. This engine produced very little vac- from a vertical idle passage on the same side as the float bowl,
uum during acceleration and cruise, so a vacuum-controlled across the top of the throttle bore and over to the other side of
system would signal for fuel enrichment before it's needed. the carburetor, where it's pulled down another vertical idle
The Monojet's main metering circuit is supplemented by passage to the idle and off-idle ports. Besides the two conven-
the Adjustable Part Throttle (APT) system, a circuit which tional air bleeds located on the upper side of the tube, an un-
can be adjusted to control part-throttle fuel mixtures more ac- usual third "bleed" faces straight down into the middle of the
curately than a fixed orifice. APT fuel detours around the main booster venturi. This arrangement allows the idle tube to do
jet, Instead going directly from the float bowl to the discharge double duty as the main metering circuit discharge tube. Under
nozzle feed well. idle conditions, vacuum is strong down at the throttle plate, so
The power circuit is integrated into the main metering cir- the downward facing bleed augments the two conventional
cuit. Fuel flow through both circuits is regulated by the same bleeds in emulsifying the idle fuel on its way to the idle and/or
tapered metering rod in the main jet. At part-throttle and cruis- off-idle ports. This system gets its funny name from the fact
ing speeds, high manifold vacuum holds the power piston that fuel Is "snatched" across the gap at this upside-down air
against spring tension. The upper side of the power-piston bleed. As airflow through the carburetor picks up, the strong
groove is held against the top of the drive rod so the metering vacuum signal moves to the booster venturi, which pulls fuel
rod is kept low in the jet for maximum economy. When acceler- from this bleed, which at this point becomes the discharge
ation reduces manifold vacuum, the power-piston spring nozzle for the main metering circuit! The advantage of this
pushes the piston up, lifting the metering rod so more fuel can setup is that the passage for the main discharge nozzle is al-
flow through the main jet. ways primed and ready to supply fuel the instant Its gets a suf-
ficiently strong vacuum signal from the booster venturi. In other
words, throttle response is very good with this system. There's
TheMode/B virtually no lag time between the point at which the off-idle dis-
The Model B one-barrel (see illustration) was installed on charge port ceases operation and the main metering circuit
most Chevrolet six-cylinder engines produced from 1950 kicks in. And this, in turn, leads to another benefit: A small-ca-
through 1967. Letter designations Indicate the style of choke pacity accelerator pump with a short stroke is more than ade-
used: B series carbs have a manual choke and were used only quate for this system.
 Chapter 4 Carburetor identification 4-3

~
57 k-4) I
4.4 An exploded view of a typical Model
B/BC/BV carburetor

~-~~----, 1
2
3
Upper choke rod retainer
Lower choke rod retainer
Choke rod
4 Choke suction tube nut
• '58 5 Screw and washer-bowl cover
6 Bowl cover assembly
7 Pin-float lever hinge

~~
8 Float and lever assembly
9 Rotary valve and gasket assembly
"-.__~22 21 10 Main well support screw and washer
11 Main well support assembly
24 23 12 Power piston
13 Power piston spring
14 Power valve plug
49
.L 4
15
16
Power valve spring
Power valve ball

~~ 17
18
Main metering Jet
Main well support screen
19 Bowl cover gasket
20 Fuel inlet fitting
21 Stat cover screw
22 Stat cover retainer
23 Stat cover and spring assembly
24 Stat cover gasket
25 Choke baffle plate
26 Choke housing
27 Choke housing gasket (not shown)
28 Pump link retainer
29 Pump link
30 Pumprod
31 Pump plunger
32 Pump plunger spring
33 Pump spring washer
34 Pump return spring
SCREEN POSITION
1963-64 1-()DELS 35 Pump discharge bal/ guide
WHERE. USED. 36 Pump discharge ball spring
37 Pump discharge ball
38 Throttle body-to-bowl screw and washer
39 Throttle body assembly
40 Body flange gasket
41 Float bowl
42 Choke suction tube packing
43 Idle adjusting needle
44 Idle adjusting needle spring
45 Fuel inlet fitting
46 Fuel inlet fitting gasket
47 Fuel filter gasket
1 48 Fuel inlet filter
49 Fuel inlet filter spring

1
50 Idle vent valve (BV models)
51 Idle vent valve spring (BV models)
52 Idle vent valve nut (BV models)
53 Vacuum control rod retainer (BV models)
54 Vacuum control rod (BV models)
55 Stat rod fever screw (BV models)
57 Vacuum control attaching screw

I ~.., -~ 44 43 58
59
(BVmodels)
Vacuum break control (BV models)
Vacuum break control hose (BV models)

312
~
/ 60 Vacuum channel tube 0-ring
(partial-starting 1965 models)
4-4 Chapter 4 Carburetor identification

TheMode/H sively. The Model H is an inexpensive and simple design. Like

The Model H (see illustration) was used on only one vehi- motorcycle carburetors, the float bowl and throttle body are
cle - the Chevrolet Corvair. It was installed in either a twin or combined into one integral casting. So maintenance and over-
four-carb configuration. Four-carb setups are linked progres- hauls are a snap.

1-(in13 4 5
2-vdA l ,-6
a-7
~~
13--, I
1-15
•--14 1
4.5 An exploded view of a typical Model
H carburetor (used only on Corvairs)
Fuel in/et fllter nut
,_
14-e 2 Fuel Inlet nut gasket
3 Fuel inlet filter gasket
4 Fuel inlet filter
5 Fuel inlet filterspring
1960-63 USE BOWL COV 6 Cover screw
GASKET WITHOUT HOLE "A" 7 Cover
1964-68 USE BOWL COVER 8 Pump rod retainer
GASKET WITH HOLE "A" 9 Pump rod retainer (hakpin)
0 10 Pumprod
22 11 Idle adjusting needle
0
12 Idle needle spring
13 Air horn screw (long)
--=:;.--..,o 14 Lock washer

:~-,,f r: 15
16
17
18
Air horn screw (short)
Float hinge pin
Float assembly
Pump plunger clip

··m :
19 Pump plunger assembly
20 Needle and seat assembly
21 Needle seat gasket
22 Air horn gasket
23 Air horn assembly
24 Pump return spring
18 -11 25 Pump dtscharge needle
~30 26 Venturi cluster screw (long)
27 Venturi cluster screw (short)
19--
31 28 Lock washer
29 Venturi cluster assembly
30 Venturi cluster gasket
31 Main well insert
32 Main-metering jet
33 Body and bowl assembly
34 Heat insulator
35 Power Enrichment Needle (A/11965 through 1967
primary carburetors; not used in secondaries on
4-carb setups)
 Chapter 4 Carburetor identification 4-5

4.6 A typical Model 2GV carburetor with vacuum break diaphragm 4. 7 The serial numbers (arrow) for a 2GV are located on the side of
(upper arrow); the choke thermostatic coil isn't missing - it's lo- the float bowl right below the fuel inlet
cated on the exhaust manifold. This is a later-model 2GV: Note the
idle-s.t op solenoid (lower arrow)

One of the most innovative features of the Model H was 1ts

fuel discharge assembly for the main metering circuit. A radial
discharge nozzle replaced the conventional boost venturi.
This unique booster has four projections which discharge fuel
near the outer circumference of the booster (Rochester-rival
Holley didn't try this trick until 1976, when it introduced a "vane
type" booster for its line of Economaster carbs).
Main-well-tube inserts help to emulsify the idle fuel mix-
ture, which improves idle stability when the engine is hot and
prevents fuel percolatron and general hot starting problems.
. There's no power system on early Model H carbs. Be-
cause of more stringent emissions control requirements, later
models were- equipped with a power system similar to the sys-
tem used on the Monojet for the Vega engine.

TheModel2G
The Rochester 2G carburetor (see illustrations) was used
on a wide variety of VB engines from 1955 until 1978, when 4.8 The Model 4G is easily Identified by its four vents protruding
emission and fuel economy standards forced it into early retire- from the air horn into the mouth of the carburetor
ment. G model carburetors are simple to service - most of the
calibrated metering parts are in the venturi cluster assembly.
And they're simple to understand: There are two throttle bores, tains all metering systems. The secondary side has separate
two venturis and two Identical metering systems - one per float and power circuits for high-speed and passing conditions.
bore. There are three versions of the G model: The 2G, the The primary venturis are smaller - much smaller - than the sec-
2GC and the 2GV. ondaries. This keeps air velocity high enough to provide a
The- 2G is equipped with a manual choke. It was used in strong vacuum signal during normal low-speed driving. Once
marine and truck applications. The 2GC is a 2G with an integral the primary throttle plates reach and opening angle some-
automatic choke (that's the "C"). The automatic choke housing where between 42 and 60-degrees, the secondary throttle be-
and thermostatic coil are located either on the air horn or on gin to open. The linkage connecting the secondaries to the ·pri-
the throttle body, depending on the application. The 2GV uses maries is designed so that they're fully open by the time the
a divorced type automatic choke with the thermostatic coil on primaries are fully open. The secondaries also use a spring-
the exhaust manifold. It also uses a vacuum-break diaphragm loaded auxiliary valve, or velocity valve, that provides further
instead of a conventional choke housing with a choke piston. metering control (see Chapter 3 for a complete description of
this device).
The4G
The 4G (see illustrations) was Rochester's first four-bar- The Dua/jet
rel carburetor. It was used from 1952 to 1967 on many GM ve- By the mid-Seventies, the two-barrel 2GC had reached
hicles. The impetus for its design was the dual need for lower the end of its development. New, stiffer emission standards
hood lines and more power. The 4G was the result. It was basi- were looming, but further improvements were impossible with-
cally two 2-barrel carburetors in tandem. The primary side con- out a complete redesign. The primary side of a 2GC was sim-
4-6 Chapter 4 Carburetor identification

4.9 An exploded view of a typical Model 4G or 4GC carburetor

1 Fuel inlet fitting 48 Secondary venturi

2 Fuel inlet fitting gasket cluster
1 2 3 Fuel inlet screen 49 Secondary venturi
3 4 Pump rod upper retwner cluster gasket
5 Pump rod lower retainer 50 Secondary main
34
6 Pumprod metering jets
7 Choke rod upper retainer 51 Primary venturi cluster
27 28 8 Choke rod lower retainer screw and lock-washer
26~ 9 Chokerod 52 Primary venturi cluster
1O Fastldle cam screw 53 Primary venturi cluster
11 Fast idle cam gasket

ri
12 Intermediate choke rod 54 Main well inserts

~
retainer 55 Primary main metering
13 Intermediate choke rod jets

@) 14 Stat retainer screw and 56 Power valve and gasket

I
e lock washer assembly
32 15 Stat cover plain retainer 57 Pump return spring
16 Stat cover toothed 58 Ba/I-pump Intake (Used
retainer in types with seat in
17 Stat cover and spring casting)
lory Inlet
lveWIU assembly 59 Pump discharge ball
Pl.ACE 18 Stat cover gasket guide
40.41. 19 Choke baffle plate 60 Pump discharge ball
45 20 Choke housing screw spring
21 Choke and piston 61 Pump discharge ball

IT MAYSE
NfCESSAAY
TO USE THE
}44 22
23
24
assembly housing
Choke housing gasket
Idle vent valve screw
Idle vent valve shield
62

63
64
Idle compensator valve
screw
Idle compensator valve
Idle compensator
ORIGINAL 25 Idle vent valve valve screw
SPRINGS. 26 Trip lever screw 65 Throttle body attaching
27 Trip lever screw and lock-washer
28 Choke lever and collar (center hole)
29 Bowl cover screw and 66 Throttle body attaching
lock- washer screw and lock-washer
30 Bowl cover screw and 67 Throttle body assembly
lock-washer 68 Body flange gasket
31 Bowl cover assembly 6Ba Body flange gaskets with
32 Pump plunger retainer vapor vent slots (can
33 Pump plunger replace No. 68)
34 Pump plunger boot 69 Auxiliary throttle valve
35 Secondary float hinge assembly
pin 70 Float bowl assembly
36 Secondary float and 71 Idle adjusting needles
lever assembly 72 Idle adjusting needle
37 Primary float hinge pin springs
38 Primary float and lever 73 Idle air adjusting needle
assembly (for bypass idle system)
39 Seat and gasket 74 Idle air adjusting needle
assembly primary needle spring
40 Seat and gasket 75 Vacuum control rod
assembly secondary 76 Vacuum control
needle attaching screw and
41 Needle and seat strainer lock-washer
screen 77 Vacuum break control
42 Bowl cover gasket assembly
43 Power piston assembly 78 Hot water type choke
9 44 Power piston with stat cover and spring
float-assist spring assembly
assembly 79 Filter retainer
45 Power piston spring 80 Air Intake filter
46 Float balance spring 81 Throttle return check
47 Secondary venturi assembly
cluster screw and lock 82 Float torsion spring
washer
 Chapter 4 Carburetor identification 4-7

4.10 A typical early model Dualjet with no electronic controls 4.11 A typical later model Dualjet with mixture-control solenoid
and idle speed control (ISC) motor

Chapter 3 for a more complete look at Dualjets, which are, re-

member, nothing more than Quadrajets with no secondaries.

The Varajet
By 1978, Rochester engineers realized that there were lim-
its to the Dualjet's versatility. Its adaptation to medium-size,
low-performance GM vehicles had been only modestly suc-
cessful. Further refinements to make it suitable for smaller en-
gines were impossible. Rochester also looked at the ancient
Monojet, but decided against fiddling with that design for
largely the same reasons they had rejected the idea of trying to
update the 2G and had decided instead to come out with the
Dualjet: The idle, low speed and main metering circuits could
not be controlled enough to meet late-170s emission and fuel-
economy standards. If the Monojet had been downsized
enough, and the venturi had been redesigned so that it was
sensitive enough to meet emission and fuel-economy require-
4.12 You'll find the identification numbers stamped into a Dualjet
on the flat side of the main body casting, near the left corner ments, it would have been too anemic during full-thtottle con-
ditions. Rochester concluded that an all-new carburetor was
the only solution for the new, smaller engines that were being
ply too inefficient to meet the new emissions requirements. At installed in compact front-wheel-drive vehicles. It would also
the time, the only Rochester with a primary side efficient have to be small enough to fit under the increasingly lower
enough to do the job was the Quadrajet. So Rochester engi- hood lines of modern vehicles. The 2SE Varajet (see illustra-
neers simply cut the Q-jet in half. The Dualjet (see illustra- tions) was introduced in i979 in response to these require-
tions) was introduced in 1976. Think of it as a Q-jet with no ments.
secondaries. The 2SE Varajet was an all-aluminum staged two-barrel
The first version of the Dualjet was the Model 200, or designed primarily for GM front-wheel-drive vehicles (although
M2MC, introduced in 1977. It uses a separated main well for it was eventually used on rear-wheel-drive vehicles with small
the main metering system, triple venturis and 1-3/8 inch bores. engines). The 2SE Varajet was used on all 2.5L "Iron Duke"
The model 210 was introduced In 1978. It was basically a 200 fours and 2.8L V6s until GM began replacing it with first throttle
with a smaller 1-7/32 inch throttle bore. Model 21 Os were more body and later port fuel injection systems throughout the early
suitable for smaller engines. Dualjets were widely used on GM to mid-Eighties. The 2SE had a 35mm primary bore for good
engines during the mid-to-late Seventies, but never on any- throttle response and fuel metering control during idle and
thing bigger than a 305 V8. part-throttle conditions. The 46mm secondary bore was big
The Dualjet provides good - though hardly excellent, by enough to handle heavier throttle conditions. The secondary
today's standards - mixture ratios during idte, off-idle and part- uses an air valve and a single tapered metering rod.
throttle ranges. But when its jetting is leaned out for improved The first generation 2SE Varajet was a conventional carbu-
cruising and light-throttle operation, low-speed and medium- retor. Less than two years later, a Computer Command Control
to-heavy acceleration are adversely affected. In the early '80s, (CCC) system with a mixture control solenoid and electronic
electronic Dualjets eliminated this problem. On these models, a idle-speed control was added to the 2SE Varajet. From that
microprocessor controls the mixture ratio in all driving ranges. point it was known as the E2SE - the E stands for electronic
Refer to the discussions of Quadrajets in this Chapter and in control.
4-8 Chapter 4 Carburetor identification

4.13 One of the more common E2SE Varajet applications, the 2.8L 4.14 You'll find the 2SE Varajet identification numbers on the front
V6 used on many GM vehicles and even on other makes, such as of the main body casting
this Jeep Cherokee

4.15 A typical earlier Quadrajet without electronic controls 4.16 The identification numbers for a Quadrajet are stamped into
the main body casting adjacent to the throttle linkage

The Quadrajet The vacuum-responsive power piston positions the metering

The Quadrajet (see illustrations), or Q-jet, as it's com- rods in the jets to supply only enough fuel as required by vari-
monly referred to, has survived longer than any other ous engine loads.
Rochester carburetor. It debuted in 1965, and since that time New emission standards in 1975 mandated alterations to
has survived the cut over and over as the emissions era elimi- the !die, off-idle and main meterihg circuits. An Adjustable
nated one carburetor after another. The basic design of the Q- Part Throttle (APT) system, first introduced on the Monojet,
jet was so good that subtle modifications and refinements allowed closer adjustment at the factory (for an explanation of
were sufficient to keep It alive, even when fuel injection re- the APT system, refer to the description of the Monojet at t,he
placed carburetors on most vehicles. Three Q-)et models were beginning of this Chapter). These more refined Q-jets were fit-
built between 1965 and the late-Seventies. The 4M was the ba- ted first to passenger cars and, over the following six-year pe-
sic Q-jet with a manual choke; the 4MV got an automatic riod, were installed on trucks and commercial vehicles as well.
choke with a thermostatic coil mounted on the manifold; the They're easily identified by a distinctively shaped air horn and
4MC also had an automatic choke, but the choke housing and the number 1 as the first dlgit of their part number.
thermostatic coil were mounted on the float bowl. Except for The addition of an aneroid altitude compensator was
the various choke mechanisms, all these early Q-jets were vir- another change that occurred in 1975. This device, which Is In-
tually identical in operation until 1980. The Q-jets used on 1981 stalled integrally with the APT system, automatically controls
and later passenger vehicles perform the same functions but the air/fuel mixture as the altitude increases. Basically, the
they don't work the same way because their mixture and me- compensator is a bellows device that contracts at lower alti-
tering functions are computer-controlled. tudes and expands at higher altitudes, lowering or raising, re-
The main metering system is calibrated by its air bleeds spectively, the metering rods for the main metering system.
and its tapered and stepped metering rods In the main jets. The altitude compensator was short-lived, however, because
 Chapter 4 Carburetor identification 4-9

improvements to ignition and emission hardware enabled man- Feedback carburetors

ufacturers to comply with emissions regulations without it. There are three different Rochester feedback carburetors:
In 1981, the Q-jet was integrated into the the Computer the Varajet E2SE, the Dualjet E2ME and the Quadrajet E4ME.
Command Control (CCC) system to meet ever-more-stringent These electro-mechanical carburetors are easy to distinguish
emission and fuel economy standards. This system included from other Rochester carburetors because they're equipped
an array of information sensors, a mioroprocessor and a Q-jet with electrical devices other than the choke, including a mix-
modified for electronic control of the idle and part-throttle ture control solenoid, a throttle position sensor (some models)
air/fuel mixture. Thus modified, this final iteration of the venera- and an idle speed control (ISC) motor (some models}. They can
ble Q-jet was still, amazingly enough, basically the same car- also be easily identified by their 2-inch long inlet filters, capped
buretor it had been a decade and a half earlier, albeit with a idle mixture screws, riveted choke covers, extra air horn
few important differences. Nearly every portion of the Q-jet had screws and plunger seals in the air horn for the accelerator
been subtly altered since its 1965 introduction, yet the basic pump and the TPS plunger.
design was un9hanged.
4-10 Chapter 4 Carburetor identification

Notes
 Troubleshooting
General information Engine idles roughly and stalls
A malfunctioning carburetor can cause a variety of prob- Engine runs unevenly or surges
Engine hesitates on acceleration
lems, ranging from obvious symptoms like a no-start condition
or deiseling (run-on after the engine has been shut off) to prob- Engine loses power during acceleration or at high speed
lems that are harder to track down, such as an intermittent fuel Poor fuel economy
smell, a flat spot at a certain engine rpm or decreased fuel Engine backfires
mileage.
This Chapter provides a reference guide to the more com-
mon carburetor-related problems which may occur during the
Symptom-based
operation of your vehicle. However, many of the symptoms de-
scribed could have causes related to other systems. Review
troubleshooting
the following list and make sure all of these criteria are met be-
Note: All adjustment procedures are contained in Chapter 7.
fore attempting to diagnose carburetor problems.
To operate properly, the carburetor requires: Engine cranks but won 1t start, or Is hard to
A constant fuel supply start when cold
All linkages and emission control systems hooked up • Improper starting procedure is being used
Good engine compression Verify that the proper starting procedure - as outlined in
Healthy ignition system firing voltage
the owner's manual - is being used.
Correct ignition spark timing
An airtight intake manifold • There's no fuel in the gas tank
Engine at operating temperature Add fuel. Check the fuel gauge for proper operation.
All carburetor adjustments performed correctly • The choke valve is not closing sufficiently when cold
Problems in the above areas can cause the following Adjust the choke.
symptoms: • The choke valve or linkage is binding or sticking
Engine cranks but won't start, or is hard to start when cold Realign the choke valve or linkage as necessary. If you
Engine is hard to start when hot find dirt or "gum" (varnish), cleah the linkage with carburetor
Engine starts, then stalls cleaner spray. Note: Do not oil the choke linkage.
5-2 Chapter 5 Troubleshooting
• There's no fuel in carburetor The engine starts, then stalls
1 Disconnect the primary (low voltage) wires from the
coil. • The engine does not have a fast enough idle speed
2 Disconnect the fuel line at the carburetor. Connect a when cold.
hose to the fuel line and run it into an approved fuel con- Adjust the fast-idle speed.
tainer. • The choke vacuum diaphragm unit is not adjusted to ,
3 Crank the engine. If there is no fuel discharge from the specification or It's defective.
fuel line, check for kinked or plugged lines. 1 Adjust the vacuum break to specification.
4 Disconnect the fuel line at the tank and blow it out With 2 If it's already correctly adjusted, check the vacuum
compressed air, reconnect the line and check again for opening for proper operation as follows. Note: Always
fuel dischar~e. If there's still no fuel discharge, replace the check the fast idle cam adjustment before adjusting the
fuel pump. vacuum unit.
5 If the fuel supply is okay, check the following:
a) Inspect and - If plugged, replace - the fuel filter(s). • The choke coil rod is out of adjustment (models with a
b) If the fuel filter is okay, remove the air horn or fuel divorced choke)
bowl and check for a sticking float mechanism or a Adjust the choke coil rod.
sticking inlet needle. If they're okay, adjust the float • The choke valve and/or the linkage is sticking or binding
level. 1 Clean and align the choke valve and linkage. Replace it
• The engine is flooded if necessary.
2 If you have to replace the linkage, be sure to readjust it.
Note: To check for flooding, remove the air cleaner. With
the engme off, look into the carburetor bores. Fuel will be • The idle speed setting is incorrect
dripping off the nozzles and/or the carburetor will be very Adjust the idle speed to specifications (refer to the VECI
wet. decal in the engine compartment).
1 Verify that you're using the correct carburetor unload- • There's not enough fuel in the carburetor
ing procedure. Depress the accelerator to the floor and
1 Check the fuel pump pressure and volume.
verify that the choke valve is opening. If it isn't, adjust the
2 Check for a partially plugged fuel inlet filter. Replace
throttle linkage and unloader.
the filter if it's dirty
2 Dirt in the carburetor preventing the inlet needle from
3 Check the float level and adjust, if necessary.
seating. Clean the system and replace the fuel filter(s) as
necessary. If you find excessive dirt, remove the carbure- • The engine is flooded
tor, disassemble it and clean it. Refer to the procedure under Engine cranks but won' t
3 Defective needle and seat. Check the needle and seat start.
for a good seal. If the needle is defective, replace it with a
Holley matched set.
4 Check the float for fuel saturation, a bent float hanger
The engine idles roughly and stalls
or binding of the float arm. • The idle mixture adjustment is incorrect
5 Adjust the float. Adjust the idle mixture screws as described in the proper
overhaul chapter.
Engine is hard to start when hot • The Idle speed setting is incorrect
• The choke valve is not opening completely Reset the Idle speed in accordance with the procedure
1 Check for a binding choke valve and/or linkage. Clean outlined on the VECI decal in the engine compartment
and free up or replace parts as necessary. Note: Do not oil Check the operation of the solenoid, if equipped.
the choke linkage - use carburetor spray cleaner only. • The manifold vacuum lines are disconnected or
2 Check and adjust the choke thermostatic coil. improperly installed
3 See if the choke thermostatic coil Is binding In the well Check all vacuum hoses leading to the manifold or carbu-
or housing. retor base - make sure they're not leaking, disconnected
4 On an Integral choke system, check for a vacuum leak. or connected improperly. Install or replace vacuum lines
• The engine is flooded as necessary.
Refer to the procedure under Engine cranks but won't • The carburetor is loose on the intake manifold
start. Tighten the carburetor-to-manifold bolts to 100 in-lbs."
• There's no fuel in the carburetor • The intake manjfold is loose or the gaskets are defective
1 Check the fuel pump. Run a pressure and volume test. Using a pressure oil can, spray light oil or kerosene around
2 See if the float needle Is sticking to its seat, or If the the manifold and the carburetor base. If the engine RPM
float is binding or sunk. changes, tighten the bolts or replace the manifold gaskets
or carburetor base gaskets as necessary.
• The float bowl is leaking
• The hot-idle compensator (if equipped) is not operating
Fill the bowl with fuel and check for leaks.
Normally, the hot idle compensator should be closed
• Fuel is percolating when the engine is running, but still cold, and open when
Open the throttle all the way and crank the engine to re- the engine is hot (about 140-degrees F). Replace it 1f it's
lieve an over-rich condition. defective.
 Chapter 5 Troubleshooting 5-3
• The carburetor is flooding • The fuel level is too high or too low
Refer to the procedur~ under Engine cranks but won't Check for a sticking float needle or binding float. Free up
start. or replace parts as necessary. Check and reset the float
1 Remove the air horn and check the float adjustment. level to specification.
2 Check the float needle and seat for a good seal. If the
• The air horn-to-float bowl gasket is leaking
needle is defective, replace it with a match_ed set.
Tighten the air horn-to-float bowl fasteners.
3 Check the float for fuel contamination, a bent float
hanger or binding of the float arm. Adjust to specifications. • The carburetor is loose on the manifold
4 If excessive dirt is found in the carburetor, clean the Tighten the carburetor mounting bolts/nuts to:
tuel system and the carburetor. Replace the fuel fllter(s) as Long bolts - 84 in-lbs
necessary. Short bolts - 132 In-lbs
• The TPS is out of adjustment
The engine runs unevenly or surges On feedback (ECM-controlled) carburetors, check the ad-
• There's a fuel restriction justment of the TPS.
Check all hoses and fuel lines for bends, kinks or leaks.
Straighten and secure them 1f necessary. Check all fuel fil-
There's no power during heavy acceleration
ters. If a filter is plugged or dirty, replace rt. or at high speed
• The carburetor throttle valves aren't opening all the way
• There's dirt or water in the fuel system
Push the accelerator pedal to the floor. Adjust the throttle
Clean the fuel tank and lines. Remove and clean the car-
linkage to obtain wide-open throttle.
buretor.
• The fuel filters are dirty or plugged
• The fuel level is too high or too low
Inspect the filter(s) and replace as necessary.
Adjust the float. Verify that the float and float needle valve
operate freely. • The power enrichment system is not operating
Piston type:
• The main metering jet is loose or is the wrong size
Check the power piston for free up-an-down movement. If
Tighten or replace as necessary. the piston is sticking, check the piston and cavity for dirt
• The power system in the carburetor is not functioning or scoring. Check the power piston spring for distortion.
properly Clean or replace as necessary.
1 A power valve or piston is sticking In the down position. Power valve type:
Free it up or replace it as necessary. Check the power-valve for sediment buildup. Clean if nec-
2 The power valve is loose, has the wrong gasket or is essary.
. leaking around the thre_ads. Tighten or replace as neces-
• The float level is too low
sary.
3 The diaphragm is leaking. Test it with a hand-operated Check and resetthe float level to specification.
vacuum pump and replace as necessary. • The float is not dropping far enough into the float bowl
• There's a vacuum leak somewhere Check for a binding float hanger and for proper float align-
ment in the float bowl.
It is absolutely necessary that all vacuum hoses and, gas-
kets are properly installed, with no air leaks. The carbure- • The main metering jets are dirty or plugged, or are the
tor and manifold should be evenly tightened to the speci- wrong size
fied torque values. 1 If the main metering jets are plugged or dirty, or if
there's a lot of dirt in the fuel bowl, the carburetor should
• There is a problem with the ISC system
be completely disassembled and cleaned.
On feedback (ECM-controlled) carburetors, check the ISC 2 Check the jet and metering rod (if equipped) sizes.
motor and any codes that may have been detected by the
self-diagnosis system. The engine is getting poor fuel economy
• The engine needs a complete tune-up
The engine hesitates on acceleration Check engine compression. Examine the spark plugs. If
• The accelerator pump system is defective they're dirty or improperly gapped, clean and regap or re-
1 A quick check of the pump system can be made as fol- place them. Check the condition of the ignition points (if
lows: Wrth the engine off, remove the air cleaner, look into equipped) and the dwell setting. Readjust the points if
the carburetor bores and watch the pump stream while necessary and check and re.set the ignition timing. Clean
briskly opening the throttle valve. The pump jet should or replace the air cleaner element if it's dirty. Check for re-
emit a full stream of fuel which strikes near the center of strictions in the exhaust system and inspect the intake
the venturi area. manifold for leaks. Make sure all vacuum hoses are prop-
2 Remove the air horn and check the pump cup. If it's erly connected. Make sure all emission systems are oper-
cracked, scored or distorted! replace the pump plunger. ating properly.

• There's dirt in the pump passages or in the pump jet • The choke valve is not opening all the way
Clean and blow out the passages and jet with compressed 1 Clean the choke and free up the linkage.
air. 2 Check the choke thermostatic bimetal coil for proper
adjustment. Adjust the choke if necessary.
5-4 Chapter 5 Troubleshooting

• Fuel is leaking somewhere Disconnect the diverter valve signal line. With the engine
Check the fuel tank, the fuel lines and the fuel pump for running, you should feel a vacuum. With 'the engine Idling,
any fuel leakage. hold your hand at the exhaust port. You shouldn't feel any
air. If the valve or the hoses are defective, replace them.
• The main metering jet is defective or loose or is the
wrong size
Replace as necessary. The secondary throttle valves don't open
• The power system in the carburetor is not functioning • The throttle valves are sticking
properly. The power valve or piston is sticking in the up 1 Readjust the secondary throttle valve stop screw.
position 2 The throttle valves are nicked or the throttle shaft is
binding.
Free up or replace as necessary.
3 Repair or replace the throttle valve.
• There's a high fuel level in the carburetor or the carbure- 4 Check the throttle body tor warpage.
tor is flooding. 5 Tighten the throttle body screws evenly.
1 Inspect the needle and seat for dirt. If either is dam-
aged, replace the needle and seat assembly with a Holley Engine diesels (continues to run) after
matched set. shut-off
2 Check the float for fuel contamination.
3 Reset the float to specifications. • On non-feedback carburetors, check for an incorrectly
4 If there's a lot of dirt in the float bowl, clean the carbu- adjusted idle speed, idle stop solenoid or dashpot.
retor. • On feedback carburetor systems, check for the correct
• Fuel is being pulled from the accelerator pump system operation of the ISC solenoid or motor.
into the venturi through the pump jet
Run the engine at a speed sufficient to squirt fuel from the
nozzle and watch the pump jet. Warning: Use a mirror to
do this. DO NOT/ook directly into the carburetor while the
engine is running. If fuel is feeding from the jet, check the
Basic vacuum troubleshooting
pump discharge ball for proper seating by filling the cavity
above the ball with fuel to the level of the casting. No What is vacuum?
"leak-down" should occur with the discharge ball in place. First, let's look at what vacuum is. In science, the term
Restake/replace the leaking check ball, defective spring or "vacuum" refers to a total absence of air; in automotive me-
retainer as necessary. chanics, vacuum refers a pressure level that's lower than the
• The air bleeds or fuel passages in the carburetor are earth's atmospheric pressure at any given altitude. The higher
dirty or plugged the altitude, the lower the atmospheric pressure.
1 Clean and, if necessary, overhaul the carburetor. You can measure vacuum pressure in relation to atmo-
2 If gum or varnish is present in the idle or high speed air spheric pressure. Atmospheric pressure is the pressure ex-
bleeds, clean them with carburetor cleaner spray. erted on every object on earth and Is caused by the weight of
the surrounding air. At sea level, the pressure exerted by the
atmosphere is 14.7 "pounds per square Inch" (psi). We call this
The engine backfires measurement system ''pounds per square inch absolute"
• The choke valve is fully or partially open, or is binding or (psia).
sticking But vacuum gauges don't measure vacuum in psia; in-
Free up the choke valve with carburetor cleaner spray. Re- stead, they measure it in ''inches of Mercury" (in-Hg). Once in a
align or replace it if bent. while, you'll see another unit of measurement on some gauges;
• The accelerator pump is not operating properly it's expressed in "kilopascals" (kPa). Another unit of measure-
1 With the engine off, remove the air cleaner, operate the ment, used on manometers, is expressed in "inches of water"
throttle and watch the pump discharge. Replace the pump (in-H 20). The relationship of these confusing units of measure-
cup if necessary. ment is shown in the accompanying table (see illustration). In
2 Adjust the pump stroke. some Japanese factory manuals (and on our table), vacuum is
3 Restake or replace the pump intake or discharge valve. referred to as "negative pressure." Don't let this term mislead
you; the manufacturer Is simply referring to in-Hg.
• The spark plugs are old or dirty (fouled)
Clean or replace the spark plugs. How is vacuum created in an internal
• The spark plug wires are old or cracked combustion engine?
Test with a scope if possible, or watch the wires on a dark Positive pressure always flows to an area with a "less pos-
night with the engine running. Replace the wires if neces- itive," or lower, pressure. This is a basic law of physics. Viewed
sary. from this perspective, an engine is really nothing more than an
• The fuel filter is partially clogged. air pump. As the crankshaft rotates through two full revolu-
tions, the engine cycles through its intake, compression, power
Replace the filter.
and exhaust strokes. The first and last of these strokes - the in-
• The air pump diverter valve 1s defective (If the engine take and exhaust strokes - are identical to the action of the in-
backfires on deceleration) take and exhaust strokes of any air pump: The Intake "pulls" in
Check the hoses and fittings for tightness and leakage. air; the exhaust expels it.
 Chapter 5 Troubleshooting 5-5

D B GB
__________ AUTOMOTIVE
_______
,.,....__..,
SERVICE GAUGES

VACUUM VACUUM MANOMETER

ATMOSPHERIC
PRESSURE 0 14.7 29.92 0 0 0

------ -5 ---- 10 ---- 20 68 - - - - - 10 - - - - - 34 - - - - - 136

---- -10 ----- 5 ----- ,o .34 - - - - - 20 - - - - - 68 .- - - - - 273 - - -

PERFECT -15 0 0 102 410

0 30
VACUUM
PSIG PSIA IN. HG. ABS. ATM IN. HG kPa IN.H2()
(POUNDS (POUNDS (INCHES OF ATMOSPHERES (INCHES OF (KILO· (INCHES OF
PER SQUARE PER SQUARE MERCURY) PASCALS) WATER)
MERCURY
INCH GAUGE) INCH
ABSOLUTE)' ABSOLUTE) •

• ABSOLUTE PRESSURE ... a pressure scale having as its zero point the complete absence of pressure, Atmospheric pressure on the
absolute scale 14.7 psi or 29.92 inches of mercury (Hg).

5.1 This table shows the relationship of common units of measurement used for measuring vacuum

Deceleration backfiring
Dur1ng the intake stroke, the piston moves downward from
Detonation
its top dead center position. At the- same time the exhaust
Hard start condition
valve closes and the intake valve opens. This downward move-
Knocking or pinging
ment of the piston in the cylinder creates a relative vacuum, Overheating
drawing the air/fuel mixture into the cylinder through the open
Poor acceleration
intake valve.
Poor fuel economy
After the engine compression and power strokes are com- Rich or lean stumbling
pleted, the intake valve is still closed but the exhaust valve
Rough idling
opens as the piston begins moving upward on its exhaust
Stalling
stroke. The rising piston forces the spent exhaust gases out Won't start when cold
through the open port.
The major cause of vacuum-related problems is damaged
The partial vacuum created by the engine's intake stroke
or disconnected vacuum hoses, lines or tubing. Vacuum leaks
is relatively continuous, because one cylinder is always at can cause problems such as erratic running and rough idling.
some stage of Its intake stroke in a four, six or eight-cylinder
For instance, a rough idle often indicates a leaking vac-
engine. On carbureted engines, this intake vacuum is regu- uum hose. A broken vacuum line allows a vacuum leak. which
lated, to some e-xtent, by the position of the choke plate and
allows more air into the Intake manifold than the engine is cali-
the throttle valve. When the choke plate or throttle valve is in its brated for. Then the engine runs roughly due to the leaner
closed position, airflow is reduced and intake vacuum is
air/fuel mixture.
higher; as the plate or valve opens, airflow increases and vac- Another example: Spark knock or pinging sometimes indi-
uum decreases. The accompanying cutaways show how vac-
cates a kinked vacuum hose to the EGR valve. If this hose Is
uum levels change during various engine loads (se-e illustra-
kinked, the EGA valve won't open when it should. The engine,
tions).
which requires a certain amount of exhctust gas in the combus-
tion chamber to cool it down, pings or knocks.
Finding vacuum leaks Here's another: A misfire at idle may indicate a torn or rup-
Vacuum system problems can produce, or contribute to, tured diaphragm in some vacuum-activated unit (a dashpot or
numerous driveability problems, including: EGR valve, for instance). The torn diaphragm petmits air move-
5-6 Chapter 5 Troubleshooting

TABLE 1 - VACUUM LEVELS DURING VARIOUS ENGINE LOADS

COLD START-UP, OPERATION AT FAST IDLE

The throttle plate opening uncovers the "S" then the CHOKE
"E" and ''P" ports. Vacuum pressure at these ports and
FULLY
ON
the manifold port is equal. The choke is full on.
Port Vacuum Level PRIMARY
• "E" port p E THROTTLE
STRONG
• "P" port
• "S" port
• Manifold
(MAXIMUM)
•se• (ON FAST
IDLE CAM}

COLD DRIVEAWAY, LIGHT THROTTLE

The throttle plate is farther open and vacuum decreases CHOKE

FULLY

!
slightly. Vacuum will be strong with the choke plate ON
closed and moderate when the choke starts to open.
Vacuum Level PRIMARY
• "E"Port
port p E THROTTLE
• "P" port
• "S" port
• Manifold
STRONG to MODERATE
•se• 30-40
DEGREES

WARMUP DAIVEAWAY, OR CRUISE, PART THROTTLE

The choke is partly off and the throttle plate has CHOKE
opened to a pol nt where vacuum signals are equal and PARTLY
fairly strong. OFF
Port ~ Vacuum Level PRIMARY
• "E" port p E

•se•
THROTTLE
• ''P" port STRONG to MODERATE 30 DEGREES
• "S" port
• Manifold

HOT CRUISE, PART THROTTLE

Vacuum at the manifold, "P" and "S" ports is equal and
moderately strong. Even though the "E" and "P" ports CHOKE
are closely positioned, "E" port vacuum is weakened OFF
because it "bleeds" off in the EGA valve integral
transducer control.
p E

•ss•
PRIMARY

I
Port Vacoum Level
THROTTLE
• "E" port ...................... MODERATE to WEAK
• "P." port
• "$" port STRONG to MODERATE ..__ ___,
• Manifold

5.2a These cutaways (this and facing page) of a typical carburetor show how vacuum levels change during various engine loads
 Chapter 5 Troubleshooting 5-7

At this relatively "heavy" throttle positioning with the CHOKE

choke open, the vacuum level at all ports is weak. OFF

PRIMARY
"£" port } THROTTLE
"P" port WEAK AT55
"S" port DEGREES
Manifold
MANIFOLD

With the choke off and the throttle wide open, vacuum CHOKE
signals are very weak to none. OFF

PRIMARY
"E" port } THROTTLE
" P" port WEAK to ZERO WIDE
"S'' port OPEN
Manifold

CHOKE
With the throttle closed and choke off, the "E," "P" and OFF
"S" ports are cut off from vacuum signals {below the
throttle plate). Manifold vacuum is very strong. PRIMARY
THROTTLE
CLOSED
''E" port)
" P" port '-. ZERO
"S" port f
Manito Id .... . .. ... . . ........... .. .. MAXIMUM

SPARK VACUUM
"S" PORT

PURGE
"P'' PORT (1982-83)

5.2b Carburetor cutaways (continued)

5-8 Chapter 5 Troubleshooting

TIRMINAl IDENTIFICATION

0 GROUND uJ StRJAL DATA

~ DIAGNDSTICTERMINAl

~
T.C.C. (IF USED)
~ A.I.It, (lF USED)
FUEL PUMP (NOT USED
~ SERVICE ENGINE SOON LAMP ON AU SERIES I

5.4 On most GM models the ALDL connector is located under the

5.3 This vacuum hose was routed too close to an exhaust mani- dash, usually on the driver's side - to output trouble codes, jump
fold - after being overheated repeatedly, it finally cracked and terminals A and B with the ignition key ON
broke

ment into the intake manifold below the carburetor. This air
thins out the already lean air/fuel mixture at idle and causes a running at idle. If the idle speed smooths out momentarily,
misfire. A misfire may also indicate a leaking intake manifold you've located your leak. Tighten the intake manifold or the
gasket or a leaking carburetor or throttle body base gasket. If a carburetor fasteners to the specified torque and recheck. If the
leak develops between the mating surfaces of the intake mani- leak persists, you may have to replace the gasket. An alterna-
fold and the cylinder head, or between the carburetor base tive to spraying solvent is to use a short length of vacuum hose
gasket and the intake manifold, the extra air getting into the as a sort of "stethoscope," listening for the high-pitched hiss-
engine below the gasket causes a misfire. ing noise that characterizes vacuum leaks. Hold one end of the
If you suspect a vacuum problem because one or more of hose to your ear and probe close to possible sources of vac-
the above symptoms occurs, the following Visual inspection uum leakage with the other end. Warning: Stay clear of rotat-
may get you to the source of the problem with no further test- ing engine components when probing with the hose.
ing.
• Make sure everything is routed correctly - kinked lines Feedback carburetor troubleshooting
block vacuum flow at first, then cause a vacuum leak Note: Because engine management systems may differ from
when they crack and break. year-to-year, certain trouble codes may indicate different prob-
• Make sure all connections are tight. Look for loose con- lems from one year to the next. Not a/I of the codes listed apply
nections and disconnected lines. Vacuum hoses and lines to all models. Since this is the case, it would be a good idea to
are sometimes accidentally knocked loose by an errant el- consult your dealer or other qualified repair shop before replac-
bow during an oil change or some other maintenance pro- ing any electrical component, as they are usua/ly expensive and
cedure. can' t be returned once they are purchased.
• Inspect the entire length of every hose, line and tube for The first step in diagnosing any feedback carburetor drive-
breaks, cracks, cuts, hardening, kinks and tears (see Il- ability problem is to use the self-diagnosis system and check
lustration). Replace all damaged lines and hoses. for any codes that have been stored in the comput<:ir. This sys-
• When subjected to the high underhood temperatures of a tem is a big help for the home mechanic because it eliminates
running engine, hoses become brittle (hardened). Once many tedious and involved testing procedures and "trial and
they're brittle, they crack more easily when subjected to error" methods of diagnosing a driveabllity problem.
engine vibrations. When you inspect the vacuum hoses The "CHECK ENGINE" light on the instrument panel will
and lines, pay particularly close attention to those that are come on whenever a fault in the system has been detected, in-
routed near hot areas such as exhaust manifolds, EGR dicting that one or more codes pertaining to this fault are set in
systems, reduction catalysts (often right below the ex- the Electronic Control Module (ECM). To retrieve the codes,
haust manifold on modern FWD vehicles with transverse you must use a short jumper wire to ground the diagnostic ter-
engines), etc. minal. This terminal is part of an electrical connector known as
• Inspect all vacuum devices for visible damage (dents, bro- the Assembly Line Diagnostic Link (ALDL) (see illustr.ation).
ken pipes or ports, broken tees in vacuum lines, etc. On most models the ALDL is located under the dashboard on
• Make sure none of the lines are coated with coolant, fuel, the driver's side. If the ALDL has a cover, slide it toward you to
oil or transmission fluid. Many vacuum devices will mal- remove it. With the ignition key On, push one end of the jumper
function if any of these fluids get Inside them. wire into the ALDL diagnostic terminal and the other into the
ground terminal. Caution: Don't crank the engine with the di-
What if none of the above steps eliminates the leak? Grab agnostic terminal grounded - the ECM could be damaged.
your vacuum pump and apply vacuum to each suspect area, When the diagnostic terminal is grounded with the ignition
then watch the gauge for any loss of vacuum. On and the engine stopped, the system will enter Diagnostic
And if you still can't find the leak? Be sure to check the In- Mode and the "CHECK ENGINE" light will display a Code 12
take manifold or the base gasket between the carburetor and (one flash, pause, two flashes). The code will flash three times,
the manifold. To test for leaks in this area, squirt carburetor display any stored codes, then flash three more times, continu-
cleaner spray or WD-40 along the gasket joints with the engine ing until the jumper is removed.
 Chapter 5 Troubleshooting 5-9
Trouble code identification
Code Probable cause

Code 12 No distributor reference pulses to the ECM. This code ls not stored in memory and will only flash while the
fault is present

Code 13 Oxygen sensor circuit. The engine must run up to five minutes at part throttle, under road conditions,
before this code will set

Code 14 Shorted coolant sensor circuit.

Code 15 Open coolant switch circuit.

Code 21 Throttle position sensor (TPS) circuit. The engine must run up to 25 seconds, at specified curb idle speed,
before this code will set

Code 23 Open or grounded mixture control (M/C) solenoid circuit

Code 24 Vehicle speed sensor (VSS) circuit. The car must operate up to five minutes at road speed before this code
will set

Code 32 Barometric pressure sensor (BARO) circuit low, or altitude compensator low on J-car

Code34 Manifold absolute pressure (MAP) or vacuum sensor circuit. The engine must run up to 5 minutes, at the
specified curb idle speed, before this code will set

Code35 Idle speed control (ISC) switch circuit shorted. Must operate over 50 percent throttle for over 2 seconds

Code 44 Lean exhaust indication. The engine must run up to five minutes, ih closed loop mode, at part throttle and
road driving conditions before this code will set

Code 44 and 45 If these two codes flash at the same time, there is a faulty oxygen sensor or circuit

Code 45 Rich exhaust indication. The ehgine must run up to five minutes, in closed loop, at part throttle and road
driving conditions before this code will set

Code 51 Faulty calibration unit (PROM) or installation.

Code 54 Shorted mixture cohtrol (MIC) solenoid circuit and/or faulty ECM

Code 55 Grounded V reference (terminal 21). Faulty oxygen sensor or ECM

Note 1: This is a parlial list of the available codes for feedback carburetor systems. The remaining codes (not listed) such as the EST
system, ESC system etc. may not directly perlain to the fuel system, therefore, they are not listed. Refer to the proper HA YNES
manual for your vehicle for additional information on the self-diagnosis system.
Note 2: Component replacement may not cure the problem in all cases. For this reason, you may want to seek professional advice
before purchasing replacement parts.

After checking the system, clear the codes from the ECM
memory by Interrupting battery power. Turn off the ignition
switch (otherwise the expensive ECM could be damaged) dis-
conhect the negative battery cable for at least ten seconds,
then reconnect it.
Here are some simple checks for testing the main compo-
nents (actuators and sensors) of the feedback carburetor sys-
tem: THROTnE
CONTACT
SWITCH
Idle Speed Control (/SC) motor
General description
The ISC motor is a more advanced version of a throttle po-
sitioner (see illustration). The motor is under direct control of
the computer, which has the desired idle speed programmed
into its memory. The computer compares the actual idle speed
from the engine (taken from the distributor or crankshaft posi- 5.5 A typical ISC motor
tion sensor ignition impulses) to the desired rpm reference in
5-10 Chapter 5 Troubleshooting

5.6 Use a jumper wire (arrow) to connect the tachometer lead to 5.7 Typical MAP sensor - they're sometimes mounted on the fire-
the TACH tetminal on the distributor (HEI systems only) wall, like this one, or on the side of the air cleaner housing

memory. When the two do not match, the ISC plunger Is zero Instead of from sea-level atmospheric pressure (14.7 psi)
moved in or out. This automatically adjusts the throttle to hold as most gauges and sensors do). The MAP sensor reads vac-
the idle speed, regc1rdless of engine loads. uum and pressure through a hose connected to the Intake
Many ISC motors have a throttle contact switch at the end manifold. A pressure-sensitive ceramic or silicon element and
of the plunger. The position of the switch determines whether electronic circuit in the sensor generates a voltage signal that
or not the ISC should control Idle speed. When the throttle changes In direct proportion to pressure.
lever is resting against the ISC plunger, the switch contacts are Under low-load, high-vacuum conditions, the computer
closed, at which time the computer moves the ISC motor to leans the fuel/air mixture and advances the spark timing for
the programmed idle speed. When the throttle lever is not con- better fuel economy. Under high-load, low-vacuum conditions,
tacting the ISC plunger, the switch contacts are open and the the computer richens the fuel/air mixture and retards timing tci
ECM stops sending the idle speed commands and the driver prevent detonation. The MAP sensor serves as the electronic
controls engine speed. equivalent of both a vacuum advance on a distributor and a
power valve in the carburetor.
Check
With the engine warmed to normal operating temperature, Check
remove the air cleaner assembly and any other components Anything that hinders accurate sensor Input can upset
that obscure your view of the ISC motor. Hook up a tachome- both the fuel mixture and ignition timing. This includes the MAP
ter (see illustration) in accordance with the manufacturer's in- sensor itself as well as shorts or opens in the sensor wiring cir-
structions and check the VECI label under the hood to deter- cuit and/or vacuum leaks in the intake manifold or vacuum
mine what the correct idle rpm should be. hose. Some of the most typical driveability symptoms associ-
Have an assistant start the engine. Check that the engine ated with problems in the MAP sensor circuit Include:
rpm is correct. Have your assistant turn on the air conditioning 1) Detonation and misfire due to Increased spark advance
(if equipped), headlights and any other electrical accessories. If ' and a lean fuel mixture.
the vehicle is equipped with power steering, have your assis- 2) Loss of power and/or fuel economy and sometimes
tant turn the steering wheel from side-to-side. Note the reading even black smoke due to retarded ignition timing and a
on the tachometer. The engine speed should remain stable at very rich fuel mixture.
the correct idle speed. If the vehicle is equipped with an auto- 3) Poor fuel economy
matic transmission, block the wheels and have your assistant 4) Hard starts and/or stalling.
set the parking brake, place his/her foot firmly on the brake Note: A vacuum leak in the hose to the MAP sensor causes the
pedal and place the transmission in Drive. Again the engine MAP sensG>r to indicate a higher than normal pressure (less
rpm should remain stable at the correct speed. Warning: Do vacuum) in the manifold, which makes the computer think the
not stand in front of the vehicle during this test. engine is under much more load than it really is. As a result, the
If the ISC motor is not functioning as it should, first check ignition timing is retarded and the fuel mixture is richened.
the condition of the wiring and electrical connector(s). Make When a MAP sensor trouble code is detected, be sure to
sure the connector is securely attached and there Is no corro- first check for vacuum leaks In the hoses or electrical connec-
sion at the terminals. For further diagnosis of this system, refer tors or wiring damage in the MAP sensor circuit. Kinks in the
to factory service manual for your particular vehicle or take the line, blockage or splits can occur and deter the sensor's ability
vehicle to a dealer service department or other qualified shop. to respond accurately to the changes in the manifold pressure.
check for anything that is obvious and easily repaired before
MAP (Manifold Absolute Pressure) sensor actually replacing the sensor itself.
A MAP sensor will typically produce a voltage signal that
General description will drop with decreasing manifold pressure (rising vacuum).
The MAP sensor (sometimes referred to as the pressure Test specifications will vary according to the manufacturer and
differential sensor) reports engine load to the computer which engine type. A typical MAP sensor will read 4.6 to 4.8 volts with
uses the information to adjust spark advance and fuel enrich- 0 In-Hg vacuum applied. Raise it to 5 in-Hg vacuum and the
ment (see illustration). The MAP sensor measures intake reading should drop to about 3.75 volts. Raise it up again to 20
manifold pressure and vacuum on the absolute scale (from in-Hg and the reading should drop to about 1.1 volts.
 Chapter 5 Troubleshooting 5-11

5.8 Check the TPS signal voltage and observe that as the throttle 5.9 First check the TPS resistance with the throttle closed and ...
opens, the signal voltage INCREASES

Barometric pressure (BARO) sensor sitlon. A separate Wide Open Throttle (WOT) switch may be
used to signal the computer when the throttle is wide open.
General description The TPS consists of a variable resistor that changes resistance
The BARO sensor detects ambient pressure changes that as the throttle changes its opening. By signalling the computer
occur as the result of changes in the weather and/or the alti- when the throttle opens, the computer can richen the fuel mix-
tude of the vehicle. It then sends an electronic signal to the ture to retain the proper air/fuel ratio. The initial setting of the
ECM that is used to adjust the air fuel ratio and spark timing. TPS is very important because the voltage signal the computer
receives tells the computer the exact position of the throttle at
Check
idle.
A problem with the BARO sensor will usually set a Code
32. To check the sensor, begin by checking the voltage from Check
terminal A to terminal B at the sensor electrical connector. Throttle Position Sensors typically have their own types of
Compare your voltage reading with the chart below. driveability symptoms that can be distinguished from other In-
Altitude (in feet} Voltage range formation sensors. The most common symptom of a faulty or
Below 1000 3.8 to 5.5 misadjusted sensor is hesitation or stumble during accelera-
1000 to 2000 3.6 to 5.3 tion. The same symptom of a bad accelerator pump in a noh-
2000 to 3000 3.5 to 5.1 feedback, carbureted engine.
3000 to 4000 3.3 to 5.0 . There are basically two voltage checks you can perform to
4000 to 5000 3.2 to 4.8 test the Throttle Position Sensor. Note: ft is best to have the
5000 to 6000 3.0 to 4.6 correct wiring diagram for the vehicle when performing the fol-
6000 to 7000 2.9 to 4.5 lowing checks.
7000 to 8000 2.8 to 4.3 The first test is for the presence of voltage at the TPS sup-
8000 to 9000 2.6 to 4.2 ply wire with the ignition key ON. The sensor cannot deliver the
9000 to 10000 2.5 to 4.0 correct sighal without the proper supply voltage. You can de-
termine the function of each individual wire (ground, supply,
2 Connect a hand-held vacuum pump to the port of the sen-
signal wire) by probing each one with a voltmeter and checking
sor (you may have to remove a small filter to do this), apply 10
the different voltages. The voltage that remains constant when
in-Hg to the sensor and check the voltage again. the throttle is opened and closed will be the supply voltage. If
3 If the change is more than 2.3 volts, replace the sensor. there's no voltage at any of the wires, there's probably an open
4 If the voltage change is less than 1.2 volts, check for a
or short ih the wiring harness to the sensor.
short between sensor terminals B and C. If there's no short, re- The second check is for the proper voltage change that
place the sensor. occurs as the throttle opens and closes. As the throttle goes
4 If the voltage change is between 1.2 to 2.3 volts, the prob-
from closed-to-wide open, the voltage at the signal wire should
lem lies in the wire to ECM terminal no. 1, a bad connection at typically increase smoothly from 1 volt to 5 volts (see Illustra-
the ECM or a defective ECM. tion). To check the resistance of the sensor, unplug the electri-
cal connector and hook up an ohmmeter to the supply and sig-
Throttle Position Sensor (TPS) nal terminals. With the ignition key OFF, slowly move the
General description throttle through the complete range (see illustrations}. Ob-
The TPS Is either mounted externally on the throttle body serve carefully for any unusual changes in the resistance (the
or inside of the carburetor. The TPS output voltage varies ac- change should be smooth) as it increases from iow to high.
cording to the angle of the throttle. Its job is to inform the com- Also, be sure to check for trouble- codes. Be sure you have
puter about the rate of throttle opening and relative throttle po- checked all the obvious items before replacing the TPS.
5-12 Chapter 5 Troubleshooting

5.10 ... then with the throttle open. Resistance 5.11 A typical oxygen sensor (arrow) mounted in the
should INCREASE exhaust manifold

Oxygen sensor Before an oxygen sensor can function properly it must

reach a minimum operating temperature of 600-degrees F. The
General description
warm-up period prior to this is called "open loop." In this
The oxygen sensor is located in the exhaust manifold (or in mode, the computer detects a low coolant temperature (cold
the exhaust pipe near the exhaust manifold) and produces a start) and wide open throttle (warm-up) condition. Until the en-
voltage signal proportional to the content of oxygen in the ex- gine reaches operating temperature, the computer Ignores the-
haust (see illustration). A higher oxygen content across the oxygen sensor signals. During this tlme span, the emission
sensor tip will vary the oxygen differential, thereby lowering the controls are not precise! Once the engine is warm, the system
sensor's output voltage. On the other hand, lower oxygen con- Is said to be in "closed loop" (using the oxygen sensor's input).
tent will raise the output voltage. Typically the voltage ranges Some manufacturers have designed an electric heating ele-
from 0.10 volts (lean) to 0.90 volts (rich}. The computer uses ment to help the sensor reach operating temperature sooner. A
the sensor's input voltage to adjust the air/fuel mixture, leaning typical heated sensor will consist of a ground wire, a sensor
it out when the sensor detects a rich condition or enrichening it output wire (to the computer) and a third wire that supplies bat-
when it detects a lean condition. When the sensor reaches op- tery voltage to the resistance heater inside the oxygen sensor.
erating temperature (BOO-degrees F), it will produce a variable Be careful When testing the oxygen sensor circuit! Clearly iden-
voltage signal based on the difference between the amount of tify the function of each wire or you might confuse the data and
oxygen in the exhaust (internal) and the amount of oxygen in draw the wrong conclusions.
the air directly surrounding the sensor (external). The ideal sto-
chiometric fuel/air ratio (14.7:1) will produce about 0.45 volts. Check
There are basically two types of oxygen sensors on the Sometimes an apparent oxygen sensor problem Is not the
market. The most popular type uses a zirconla element in Its sensor's fault. An air leak in the exhaust manifold or a fouled
tip. The latest type of oxygen sensor uses a titania element. In- spark plug or other problem in the ignition system causes the
stead of producing its own voltflge, the titania element resis- oxygen sensor to give a false lean-running condition. The sen-
tance will alter a voltage signal that is supplied by the com- sor reacts only to the content of oxygen In the exhaust, and it
puter itself. Although the titania element works differently than has no way of knowing where the extra oxygen came from.
the zirconia element, the results are basically identical. The When checking the oxygen sensor it is important to re-
biggest difference is that the titania element responds faster member that a good sensor produces a fluctuating signal that
and allows the computer to maintain more uniform control over responds quickly to the changes in the exhaust oxygen con-
a wide range of exhaust temperatures. tent. To check the sensor you will need a 10 mega-ohm digital
Contamination can directly affect engine performance and voltmeter. Never use an ohmmeter to check the oxygen sensor
life span of the oxygen sensor. There are basically three types and never jump or ground the terminals. This can damage the
of contamination; carbon, lead and silicon. Carbon buildup due sensor.
to a rich-running condition will cause inaccurate readings and Connect the meter to the oxygen sensor circuit. select the
increase the problem's symptoms. Diagnose the fuel injection mV (millivolt) scale. If the engine is equipped with a later style
system or carburetor feedback controls for correct fuel adjust- (heated) oxygen sensor, be sure you are connected to the sig-
ments. Once the system is repaired, run the engine at high rpm nal wire and not one of the heater or ground wires. Start the
without a load (parked in the driveway) to remove the carbon engine and let it idle. Typically, the meter will respond with a
deposits. Avoid leaded gasoline as it causes contamination of fluctuating millivolt reading when connected properly. Also, be
the oxygen sensor. Also, avoid using old-style silicone gasket sure the engine is in closed loop (warmed-up to operating tem-
sealant (ATV) that releases volatile compounds into the perature).
crankcase which eventually wind up on the sensor tip. Always Watch very carefully as the voltage fluctuates. The display
check to make sure the ATV sealant you are using is compati- will flash values ranging from 100 mV to 900 mV (0.1 to 0.9
ble with modern emission systems. volt). The numbers will flash very quickly, so be observant.
 Chapter 5 Troubleshooting 5-13
time controls the Idle circuit air bleed.
The mixture control (M/C) solenoid is located in the float
bowl where the power piston used to be. It is equipped with a
spring loaded plunger that moves up and down like a power
piston but more rapidly. Certain areas on the plunger head
contact the metering rods and an idle air bleed valve. Plunger
movement controls both the metering rods and the Idle air
bleed valve simultaneously.
When the mixture control solenoid is energized It moves
down causing the metering rods to move ihto the jets and re-
strict the flow of fuel into the main well. The idle air bleed
plunger opens the air bleed and allows air into the idle circuit.
Both these movements reduce fuel flow and thereby LEANS
out the system.
When the plunger is de-energized, the M/C solenoid
moves up, causing the metering rods to move out of the jets
and allow more fuel to the main well, less idle air and increased
5.12 Check for a millivolt signal on the oxygen sensor electrical fuel flow. Here the solenoid is in the RICH position.
connector (usually located near the firewall) The mixture control solenoid varies the air/fuel ratio based
on the electrical input from the ECM. When the solenoid is ON,
the fuel is restricted and the air is admitted. This gives a lean
Record the high and low values over a period of one minute.
air/fuel ratio (approximately 18:1 ). When the solenoid is OFF,
With the engine operating properly, the oxygen sensor should
fuel is admitted and the air/fuel ratio is approximately 13:1.
average approximately 500 mV (0.5 volt) (see illustration).
During closed loop operation, the ECM controls the M/C
To further test the oxygen sensor, remove a vacuum line
solenoid to approximately 14.7:1 by controlling the ON and
and observe the readings as the engine stumbles from the ex-
OFF time of the solenoid.
cessively LEAN mixture. The voltage should LOWER to an ap-
As the solenoid "on time" changes, the up time and down
proximate value of 200 mV (0.2 volt). Install the vacuum line.
time of the metering rods also changes. When a lean mixture is
Now, obtain some propane gas mixture (bottled) and connect
desired, the M/C solenoid will restrict fuel flow through the me-
it to a vacuum port on the intake manifold. Start the engine and
tering jet 90-percent of the time, or, in other words, a lean mix-
open the propane valve (open the propane valve only partially
ture will be provided to the engine.
and do so a little at a time to prevent over-richehing the mix-
This lean command will read as 54-degrees on the dwell
ture). This will create a RICH mixture. Watch carefully as the
meter (54-degrees is 90-percent of 60-degrees), and means
readings INCREASE. Warning: Propane gas is highly
the M/C solenoid has restricted fuel flow 90-percent of the time
flammable. Be sure there are no leaks in your connections or an
(see illustration). A rich mixture is provided when the M/C
explosion could result. If the oxygen sensor responds correctly
solenoid restricts it only 10-percent of the time and allows a
to the makeshift lean and rich conditions, the sensor is working
rich mixture to flow to the engine. A rich command will have a
properly.
dwell meter reading of 6-degrees (10-percent of 60-degrees);
the M/C solenoid has restricted fuel flow 10-percent of the
Mixture control (MIC) solenoid time. On some engines dwellmeter readings can vary between
General description 5-degrees and 55-degrees, rather than between 6-degrees
The mixture control (M/C) solenoid is a device that con- and 54-degrees. The Ideal mixture would be shown on the
trols fuel flow from the bowl to the main well and at the same dwellmeter with the needle varying or swinging bacl< and forth,

Dwellmeter
I
00
I I
600
6° 15° 30° 45° 54°
Reading

I I--- Operating Range of M/C Solenoid ~

M/C Solenoid
11
0N 11 Time
ON
OFF-
0%
I
10%
~ -
25%
..
50%
--
75% 90% 100%
I

0684H

5.13 This chart indicates the relationship of dwellmeter readings to the mixture control solenoid cycling. It is important to
select the 6 cylinder mode on the dwellmeterto obtain the correct reading
5-14 Chapter 5 Troubleshooting

5.14 Connect the dwellrneter connector to the electrical connec- 5.15 Place a rag over the carburetor air horn and watch the dwell
tor (arrow) near the carburetor and observe the engine rpm on go LEAN to compensate for a rich running condition
one meter (right side) and the dwell on the other meter (left side)

anywhere between 10-degrees and 50-degrees. "Varying" eratlon when it is connected to the solenoid lead.
means the needle continually moves up and down the scale. The 6-cylinder scale on the dwellmeter provides evenly divided
The amount it moves does not matter, only the fact that it does points, for example:
move. The dwell is being varied by the signal sent to the ECM 15-degrees = 1/4 scale
by the oxygen sensor in the exhaust manifold. 30-degrees = midscale
A procedure called the "System Performance Check" is 45-degrees = 3/4 scale
provided later in this Chapter. The procedure provides step-
by-step instructions on how to determine if the MIC solenoid Connect the positive clip lead of the dwellmeter to the
circuit, ECM, and various sensors (MIC system) are functioning M/C solenoid pigtail connector. Attach the other dwellmeter
properly. And, if not, the procedure indicates the steps to take clip lead to ground. Do not allow the clip leads to contact other
to locate and repair the source of the trouble. The following conductive cables or hoses which could Interfere with accurate
readings.
checks assume the engine has been tuned and the ignition
system is in order. After connecting the dwellmeter to a warm, operating en-
The dwellmeter is used to diagnose the M/C solenoid sys- gine the dwell at idle and part throttle will read between 5-de-
tem. This is done by connecting a dwellmeter to the pigtail grees and 55-degrees and will be varying. That is, the needle
connector in the M/C solenoid wiring harness (see illustra- will move continuously up and down the scale. What matters is
tion). that the needle does move, not how much It moves. Typical
In the older style contact-points ignition systems, the needle movement will occur between the 30 and 35-degree
dwellmeter reads the period of time that the points were closed range in a normal operating feedback system. Needle move-
(or "dwelled" together). That period of time was when voltage ment indicates that the engine is in "closed-loop," and that the
flowed to the ignition coll. In the feedback carburetor system, dwell is being varied by signals from the ECM. However if the
the dwellmeter is used to read the time that the ECM closes engine is cold, has just been restarted, or the throttle i~ wide
the MIC solenoid circuit to ground, allowing voltage to operate open, the dwell will be fixed and the needle will be steady.
the MIC solenoid. Dwell, as used in feedback system perfor- Those are signs that the engine is In "open-loop."
mance diagnosis, is the time that the MIC solenoid circuit is Diagnostic checks to find a condition without a trouble
closed (energized). The dwellmeter will translate this time into cod_e are usually made on a warm engine (in "closed-loop")
degrees. The "6-cylinder" (0-degrees to 60-degrees) scale on easily checked by making sure the upper radiator hose is hot.
the dwellmeter is used for this reading. The ability of the dwell- There are three ways of distinguishing "open" from "closed-
meter to make this kind of conversion makes it an Ideal tool to loop" operation.
check the amount of time the ECM internal switch is closed 1 A variation in dwell will occur only in "closed-loop."
thus energizing the MIC solenoid. The only difference is that 2 Test for closed loop operation by restricting airflow to
the degree scale on the meter is more like percent of solenoid the carburetor to choke the engine (see illustration).
"on time" rather than "degrees of dwell". Warning: Use a thick rag (not your bare hand) and keep
First set the dwellmeter on the 6-cylinder position, then your face away from the carburetor. ff the dweflmeter
connect it to the M/C solenoid dwell lead to measure the out- moves up scale, that indicates "closed-loop."
put of the ECM. Do not allow the terminal to touch ground, in- 3 If you create a large vacuum leak and the dwell drops
cluding hoses. You must use the 6-cylinder position when di- down, that also Indicates ''closed-loop" (see illustra-
agnosing all engines, whether the engine you're working on is tion).
a 4, 6, or 8 cylinder engine. Note: Some older dwellmeters Basically, "closed loop" indicates that the ECM is using in-
may not work properly on the feedback carburetor systems. formation from the exhaust oxygen sensor to influence opera-
Don't use any dwellmeter which causes a change in engine op- tion of the Mixture Control (M/C) solenoid. The ECM stlll con-
siders other information such as engine temperature, RPM,
 Chapter 5 Troubleshooting 5-15

5.16 Disconnect a vacuum line and observe the dwell "on time" 5.17 Install a clamp onto the purge hose from the charcoal canis-
indicate rich (low reading) to compensate for the lean ter to prevent entrance of vapors into the carburetor
running condition

barometric and manifold pressure and throttle position along

· with the exhaust oxygen sensor information.
During "open-loop" all information except the exhaust
oxygen sensor input is considered by the ECM to control the
M/C solenoid. Accurate readings from the oxygen sensor are
not attained until the sensor is completely hot (600-degrees F).
It is important to note that the exhaust oxygen sensor may
cool below its operational temperature during prolonged idling.
This will cause an open loop condition, and make the diagnos-
tic information not usable during diagnosis. Engine RPM must
be increased to warm the exhaust oxygen sensor, and again
re-establish "closed loop". Diagnosis should begin over at the
first step after "closed-loop" is resumed.

System performance test

First, start the engine and then ground the diagnostic ter-
minal (termlnals A and B) using a small jumper wire (see illus-
tration 5.4). This will allow the feedback system to run on the
preset default values thereby not allowing the computer to
5.18 With the dwellmeter and tachometer properly installed, dis-
make any running adjustments. Caution: It is important NOT to connect the M/C solenoid connector and observe the gauge. Rpm
crank the engine while the diagnostic connector is grounded. should drop below 300 from normal.
Disconnect the purge hose from the charcoal canister and plug
it (or simply clamp it shut) (see illustration). Disconnect the
bowl vent hose at the carburetor and plug the hose on the can- If the engine drops below 300 rpm, connect a dwellmeter
ister side. These two steps will not allow any recirculated to the MIC solenoid dwell lead (see illustration 5.14). Be sure
crankcase vapors to enter the carburetor during testing. Con- to read the information on "closed loop" operation and dwell-
nect a tachometer according to the manufacturers' instruc- meters in the preceding sections. Set the carburetor on the
tions. Disconnect the M/C solenoid and ground the M/C high step of the fast idle cam and run the engine for one minute
solenoid dwell lead (see illustration). Run the engine at 3,000 or until the dwell starts to vary (whichever happens first}. Re-
rpm and while holding the throttle steady, reconnect the M/C turn the engine to idle and observe the dwell. In most cases the
solenoid and observe the rpm. If the engine is equipped with dwell should vary between 10 and 50-degrees but there are
an electric cooling fan, the rpm may lower when it turns on. Re- several types of problems that may occur. Note: The following
move the dwell lead before retuming to idle. tests must be performed with the diagnostic connector still
The test results will be either: grounded (terminals A and B) unless otherwise indicated.
a} the engine will drop below 300 rpm
b) the engine will NOT drop below 300 rpm and may in- Fixed dwell under 10-degrees
crease rpm This condition indicates that the feedback system is re-
If the engine does not drop below 300 rpms, check the sponding RICH to offset a very lean condition in the engine.
wiring on the M/C solenoid for any damaged connectors and if One way to separate the problem is to choke the carburetor
they are OK, check the carburetor on-vehicle adjustments for with the engine at part throttle. This will either increase or de-
feedback carburetors in Chapter 7. crease the dwell.
5-16 Chapter 5 Troubleshooting
If the dwell increases, check for a vacuum leak in the the correct resistance and voltage signal from Its respective
hoses, gaskets, AIR system etc. Also, check for an exhaust electrical connector.
leak near the oxygen sensor, any hoses that are misrouted and
an EGA valve that is not operating or that is leaking. Fixed dwell over SO-degrees
If the dwell does not increase, check the oxygen sensor, This condition indicates that the feedback system is re-
the wiring harness from the ECM to the oxygen sensor, TPS, sponding LEAN to offset a very rich condition in the engine.
TPS voltage and/or the ECM. If necessary, have the system di- Start the diagnosis by running the engine at fast idle for about
agnosed by a dealer service department or other repair shop. two minutes and then let it return to idle. This procedure makes
sure that the feedback system is in closed-loop (warmed-up}.
Fixed dwell between 10 and SO-degrees Next, disconnect the large vacuum hose to the PCV valve and
This condition indicates that the feedback system is stuck cause a major vacuum leak. Do not allow the engine to stall.
in one mode (open loop) because of a faulty coolant tempera- The dwell should drop by approximately 20-degrees. If it does,
ture sensor, oxygen sensor or TPS. Start the diagnosis by run- check the carburetor on-vehicle adjustments in Chapter 7.
ning the engine at part throttle for one minute. Then with the Also, check the evaporative canister for fuel overload or leaks
engine idling, observe the dwell, remove the connector from in the purge control system that would cause an over-rich con-
the coolant sensor and jump the terminals on the connector. dition in the carburetor.
This Will ground the signal and indicate to the ECM that the If the dwell does not drop, check the oxygen sensor, oxy-
sensors are functioning (grounded). The dwell reading should gen sensor signal voltage and their respective wiring circuits
not be fixed with the sensor grounded. Check each sensor for for any problems.
 Carburetor removal
and installation

6.1 Remove the air cleaner housing cover 6.2 Remove, and in this case throw away the air filter element. An
air filter element like this can be as harmful to performance and
economy as a plugged fuel filter. Replace it!

This chapter takes you through removal and installation area, and don't work In a garage where a natural gas-type ap-
procedures step-by-step. Not all the steps will apply to every pliance (such as a water heater or clothes dryer) with a pilot
vehicle and the carburetor you are working on may be light ls present. ff you spill any fuel on your skin, rinse it off im-
equit:)ped with some devices not shown here. This is a general mediately with soap and water. When you perform any kind of
removal and installation procedure which will otherwise work work on the fuel system, wear safety glasses and have a Class
for all carburetors. B type fire extinguisher on hand.
1 Remove the air cleaner (see illustrations). Carefully de-
tach all the vacuum lines going to the air cleaner, marking them
Removal with tape for easy Identification.
Warning: Gasoline Is extremely flammable, so take extra pre- 2 Carefully disconnect the fuel line from the carburetor Inlet
cautions when you work on any part of the fuel system. Don't nut (see illustration). Be sure to catch any excess fuel with a
smoke or allow open flames or bare light bulbs near the work shop rag.
6-2 Chapter 6 Carburetor removal and installation

6.3a Remove the air cleaner housing ... 6.3b ... and detach any vacuum hoses connected from the air
cleaner to the carburetor. Be sure to identify which hose goes to
which connection by marking the lines or possibly drawing a
diagram. If reconnected backwards, the control they operate may
either work backwards or not at all.

6.4 When removing the fuel line always use the correct size
wrenches, preferably a "flare-nut" wrench to avoid stripping the
tube nut, and a ''backup" wrench to keep the carburetor inlet nut 6.5 Be sure to label each vacuum line and its corresponding port
from turning with a paint mark or pieces of numbered tape

3 Identify all the vacuum lines and electrical connectors go-

ing to the carburetor and carefully mark each one with tape or
paint (see illustration). Disconnect the lines and connectors.
4 Disconnect the PCV valve and hoses from the carburetor
and valve cover or Intake manifold
5 Disconnect the choke rod or heat tube from the carburetor
(see illustration).
6 Disconnect the throttle linkage from the carburetor (see il-
lustrations).
7 Remove the carburetor mounting bolts or nuts (see illus-
trations).
8 Stuff clean shop rags or towels into the open intake mani-
fold hole to prevent any dirt, tools, nuts or bolts from falling in-
side.
9 Remove the base plate gasket and the sealing gaskets
from the intake manifold surface (see illustration) and from
the bottom of the carburetor. It will probably be necessary to
6.6 Detach the choke heater line, if equipped use a good, stiff scraper to remove the old gasket material. Be
careful not to gouge the l:;Urface of the Intake manifold or car-
buretor, since this will create vacuum leaks.
 Chapter 6 Carburetor removal and installation 6-3

6.7 On carburetors with this type of linkage connection, first 6.8 ... then remove the cruise control linkage (if equipped), the
remove the spring(s) and clips (arrow) from the throttle lever ... transmission kickdown (T.V.) cable, and the accelerator linkage
from the throttle lever assembly (Quadrajet carburetor shown).
Note: Be sure to remove and mark the location of any spacers and/or
washers used to align the linkage for smooth operation.

6.9 Remove the carburetor mounting bolts or nuts

6.10 If you're working on a Dualjet carburetor, also remove the

1O There are always a few things to watch out for after the base plate bolts and remove the base plate
carburetor has been removed. If any of the carburetor studs
were removed from the intake manifold along with the nut(s), it
is a good idea to replace them with new ones. If none are avail-
able, try to clean-up the threads with a die or with a special
thread file. Use only two nuts (back-up) to lock the stud In
place whlle removing the seized nut from the other end. Using
a Vise-grip or pliers will only damage the threads making the
original stud useless.
11 Many carburetors are equipped with a base plate gasket.
This hardened material is made of either pressed paper,
bal<allte or phenolic (heat) insulating material. These gaskets or
insulators can sometimes get warped or damaged due to heat,
engine back-fire or from over-tightening. If there are any sus-
pected vacuum leaks occurring around the base plate, replace
it with a new one.
12 It is a good idea to locate the new base plate gaskets from
your overhaul kit and compare them to the originals before
scraping or replacing the base plate Qf necessary). Many after- 6.11 Carefully scrape the gasket material off the surface of the
manifold and the baseplate. Be careful not to gouge the manifold
market kits will include several gaskets to cover different mani-
and be the cause of your vacuum leak! Note: Save as much of the
fold designs for the same carburetor. Once the original gasket gasket as possible in order to match it against one of the new ones
has been scraped and thrown out, it will be tough to decide provided in the overhaul kit.
which gasket is the correct one. Take a little time to get famillar
6-4 Chapter 6 Carburetor removal and installation

6.12 Always use a new carburetor base gasket (arrow). Old ones 6.13 Install the base plate, if equipped
become crushed and hardened due to age and heat, and can't
provide the kind of seal needed to prevent vacuum leaks
(a very common source of driveability problems).

15 Install the base gasket and base plate, if equipped, onto

the Intake manifold .(see illustrations). Some models use a
bakelite, phenolic or pressed paper base plate, sandwiched
between two thin gaskets.
16 Install the carburetor mounting nuts or bolts, tightenin•g
them to the specified torque:
Long bolts = 84 in-lbs
Short bolts = 132 in-lbs
17 Operate the throttle lever through its full range to make
sure it works smoothly. If there is any binding, find out why and
correct the cause before proceeding.
18 Connect the fuel line, tightening the tube nut securely.
Don't forget to holp the inlet fitting with a wrench to prevent it
from turning.
19 Connect the vacuum hoses and electrical connectors. If
any of the hoses are cracked or hardened, replace all of them
at this time, since they are probably all very close to the same
6.14 When reconnecting the hoses, always check for hoses that condition and age (see illustration).
are cracked or hardened. Don't waste your time doing a detailed
20 Finally, install the air cleaner housing and a new filter ele-
overhaul and then putting worn-out hoses back on the
connections. Make sure the hose is fairly new and soft enough to ment. Following all the overhaul procedures won't do any good
seal properly. if the engine can't breath.

Carburetor adjustments
wfth the parts from your overhaul kit and set the correct gas- There is a wide range of carburetor adjustments that vary
kets off to the side for use during installation. from model to model. There are four different overhaul Sec-
tions covered in this manual. At the end of each overhaul illus-
Installation tratloh sequence there are Initial assembly or "dry" adjust-
13 Make sure the carburetor mounting studs are correctry in- ments to be made as the carburetor is reassembled on the
stalled in the intake manifold. If new studs were installed, make bench. Following these wiJI be "on-vehicle" adjustments, which
sure they are the correct length. If an adapter plate or spacer are made with the engine running and at operating tempera-
will be instalfed, make sure the studs are long enough to work ture. Each adjustment will be identified by a heading preceding
properly. the Section. Note: There are many variations to each control
14 Remove the shop towels from the Intake manifold and system throughout the manual and occasionally a specific ad-
check for any objects that might have fallen into the intake justment for a limited feature will not be covered. When this
manifold while the carburetor was off. Use a flashlight to lobk happens, which will be rarely, please refer to the instructions
around before final ap13roval. that come with each overhaul kit.
 Part A
Overhaul and adjustments
Overhaul tools and preparation
Note: The numbering system for the illustrations in the follow-
ing overhaul Chapters is slightly different than in the other
Chapters in this book. The illustrations for each overhaul Part ~
have a letter from A through E, corresponding to the letter that
designates the Part of each Chapter. Each Part has Its own se-
ries of illustration numbers. For example, illustration 7D. 11 is
.. •
the 11th photo for the Quadrajet!Dualjet model overhaul se-
quence, which is Part D.
Regardless of which of the many one-, two- or four-barrel
carburetors your are going to overhaul, the initial preparation is
the same.
Take your time; think about what's involved. Nobody
wants to or should have to do any more than is necessary. Are
you going to be simply replacing a base gasket to correct a
vacuum leak, or is the carburetor in desperate need of a com-
-
, plete overhaul? Short cuts or quick fixes are nice, but only
when the problem is corrected. Organization, cleanliness,
good lighting and some advanced planning are all very impor-
tant parts to getting the overhaul done quickly and correctly
7A.1 After you've read Chapter 4 and have identified the carbure-
the first time. tor you have on your vehicle, write down all the numbers that the
Many of the parts being dealt with during an overhaul are auto parts store will need to locate your overhaul kit. Overhaul
extremely small and can be easily lost or misplaced, especially kits, such as the one shown here, contaln instructions and specifi-
if you're using compressed air to clean out passages or dry off cations, a new needle-and-seat assembly and the gaskets and
parts. Take extra care to keep track of all of the many individ- seals you'll need tor the overhaul. Many kits also include a stiff pa-
ual parts and store them in containers where they will not be per gauge you can use to measure the float level, etc.
lost.
7A-2 Chapter 7 Overhaul and adjustments
7A.2 Besides the general tools discussed in Chapter 2, some spe-
cial tools are helpful to make your carburetor work easier

- 1 Using common 5/16-inch nuts and bolts, you can make a

very stable work stand for all except the one-barrel models.
Note: On Quadrajet and Dua]jet models, the front two bolts
need to be much longer because they must go all the way
through the main body of the carburetor.
2 A thread-locking compound should be used on throttle-
body screws during reassembly.
3 If vsing compressed air, a blow gun like this will be very
helpful when blowing out carburetor passages.
4 A small screwdtiver or pick is helpful for removing gaskets
and small clips
5 A screw starter is a help during reassembly - it grips the
screw until it is tightened
6 Needle-nose pliers help when removing and installing
screws and clips in tight places
7 A feeler gauge can be used to measure clearances

©
m
:e ~t©
mi\ {
© ©
0
7A.3 During and after assembly, there are several adjustments,
both on the bench and on the vehicle, that require special tools.
7A.4 Many later models use some Torx-head screws, which re-
Where a "regular" tool can take the place of a special tool, it will
be mentioned during the specific overhaul procedures. quire a special screwdriver (available from auto parts stores)

1 A bending tool for the external linkage adjustments. In most

cases, a pair of pliers can be used to be11d linkage Just as well
as the tool shown.
2 An angle gauge with a marJnetic base to attach to the choke
plate. Some adjustments in the overhaul procedures will be
shown using this tool but a table is included In Part D that will
a/low you to come very close to the correct angles by using
drill bits.
3 Idle mixture screw adjustment tool. Early models use Phillips-
head screws, but later models have screws with special shapes,
and a tool like the one shown has both the different shapes in
one tool.
4 A ruler that has measurements broken down into at least 1132
of an inch. Note: Most overhaul kits come with this small paper
ruler in the kit.
5 GM computer controlled components (feedback) adjustment
tools. Note: Both of these tools may not be required to adjust
your feedback carburetor. They are often available at auto pa,rts
stores.
6 Idle air bleed adjusting tool. This tool /s used for adjusting the
Idle air bleed on Ouadrajet and Dua/jet feedback carburetors.
7 This gauging tool is used for checking the "wet" float level on
Quadrajet and Dua/jet carburetors. It is also used for checking 7A.5 A hand-held vacuum pump is very helpful for checking the
the mixture-control solenoid plunger travel on Quadrajet and choke vacuum break(s) and the mixtureacontrol solenoid on
Dua/jet feedback carburetors. Quadrajet, Dualjet and Varajet carburetors
8 This gauging tool Is used for setting the mixture-control
solenoid lean-stop on Quadrajet and Dua/jet feedback
carburetors.
 Part A: Overhaul tools and preparation 7A-3

7A.6 If you have a computer-controlled (feedback) carburetor, 7A.7 Since the fuel inlet nut is usually on very tight, it's a good
you'll need a digital volt/ohm meter (1) and a tach/dwell meter (2) idea to loosen it while the carburetor is still installed on the vehicle
to check and adjust the electronic components

7A.9 Before disassembly, check for excessive throttle shaft wear

by trying to move the shaft(s) up and down (arrows). Any move-
7A.8 Using common nuts and bolts, you can make a very stable
ment should be almost imperceptible. If you can see and feel
work stand (this won't work on one-barrel models, however)
movement, there's enough wear to cause a vacuum leak; you'll
have to find a replacement carburetor or have a carburetor over-
haul shop install throttle-shaft bushings. We don't recommend re-
moving the throttle shaft yourself, since the throttle plate screws
are difficult to stake correctly on reassembly, and an improperly
staked screw could vibrate loose and fall into the engine!

7A.10 Since carburetors are complex devices, it will be difficult to

remember how all the linkage on the carburetor is assembled. It's
a good idea to take notes on how everything looks before disas-
sembly, and even take instant photographs from various angles.
Accelerator pump arms often have two holes (arrows) so they can
be assembled one of two ways, allowing adjustment. Normally,
you'll want to reassemble these parts the same way they were be-
fore disassembly.
7A-4 Chapter 7 Overhaul and adjustments

7A.11 When removing a component where the gasket is holding

the parts together, prying may become necessary. Always look for
a casting protrusion or other external prying point rather than
wedging a screwdriver between two the parts. Besides damaging
a gasket surface, which could cause fuel or vacuum leaks, there is 7A.12 Several different manufactures make cleaners and "dips"
always a possibility that a hidden alignment dowel, tab or vent for cleaning parts. They come rn individual spray cans or bulk cans
tube may be damaged or sheared off. with a basket for lowering parts into the can. Warning: Some clean-
ers are ve,y strong caustic material and can damage your eyes or irri-
tate your skin. Wear eye protection and wash your hands immediately
after use of any cleaner. For thorough cleaning, we recommend
soaking metal parts overnight in a dip tank. Cleaning solutions can
damage non-metal parts, so be sure not to put plastic or electrical
components into the dip tank. Before placing any parts into the
dip tank, be sure to remove the old gasket material.

7A.13 If dips, which are water soluble, are used, it is necessary to

use some type of compressed air to clean and dry off the parts af-
ter they have been rinsed off with water. You must be sure, re-
gardless of how the parts are cleaned, that all air and fuel pas-
sages are clean and not plugged before reassembly. Compressed
air is the most effective way to clear passages. If you don't have
access to an air compressor, you can buy an inexpensive portable
air tank, which can be filled at any service station, or buy a can of 7A.14 Frequently during overhaul, you'll find damaged parts that
compressed gas designed for cleaning electronic parts. Warning: aren't included in the overhaul kit, so be prepared to wait for spe-
Always wear eye protection when using compressed air! cial orders (If your local auto parts store can't get a part, a dealer
service department often can). It's very common to find idle mix-
ture screws that have had their needle end damaged like this
through over-tightening. The idle mixture screw(s) ...

7A.15 ... and float(s) are usually not included in the overhaul kit.
This Nitrophyl float is nicked in the areas shown by the arrows and
should be replaced, since damage to the surface coating will
eventually result in a soggy, sunken float. Hollow plastic and metal
floats can also leak, with the same results. If your float is plastic or
Nitrophyl, it's a good idea to replace it routinely at overhaul time.
Shake metal floats next to your ear and listen for fuel inside. Also,
make sure the metal float is not dented or otherwise damaged.
 Part D
Overhaul and adjustments
Quadrajet four-barrel models 4Mc, 4MV, M4Mc,
M4MCA, M4MEA, M4MED, M4MEF, E4MC, E4ME
Dualjet two-barrel models M2Mc, M2ME, E2Mc, E2ME
The models in this Chapter all share a similar design. The present. A spark caused by an electrical short circuit, by two
Dualjet two-barrel models are basically the primary side of a metal surfaces striking each other, or even by static electricity
Quadrajet four-barrel model; some Dualjet models even use built up in your body, under certain conditions, can ignite gaso-
tl)e same basic casting as a Quadrajet, with no functional com- line vapors. Also, never risk spilling fuel on a hot engine or ex-
ponents for the secondary half of the carburetor (at first glance, haust component. If you spill any fuel on your skin, rinse It off
it looks like a four-barrel, but it functions as a two-barrel). Both immediately with soap and water.
the Quadrajet and Dualjet carburetors have "feedback" (elec-
tronlcally controlled) versions that appear on later model vehi- Battery
cles (beginning in about 1980). Overhaul of these carburetors is Always disconnect the battery ground(-) cable at the bat-
highly similar to non-feedback models, although special ad- tery before working on any part of the fuel or electrical system.
justments are required to ensure the system functions cor-
Fire extinguisher
rectly.
The overhaul procedure is covered through a sequence of We strongly recommend that a fire extinguisher suitable
Illustrations laid out in order from disassembly to reassembly for use on fuel and electrical fires be kept handy in the garage
and finally installation and adjustment on the vehicle. The cap- or workshop at all times. Never try to extinguish a fuel or elec-
tions presented with the illustrations will walk you through the trical fire with water. Post the phone number for the nearest fire
entire procedure, one component at a time. Note: Because of department in a conspicuous location near the phone.
the large number of model variations, it is not always possible Compressed air
to cover all component differences. Overhaul Chapters only When cleaning carburetor parts, especially when using
deal with disassembly, reassembly and basic adjustments of a compressed air, be very careful to spray away from yourself.
typical carburetor in that model group. If you need further ex- Eye protection should be worn to avoid the possibility of get-
planation about individual differences, refer to the exploded ting any chemicals or debris into your eyes.
views in this Chapter or refer to Chapter 3.
Lead poisoning
Warnings: Avoid the possibility of lead poisoning. Never use your
mouth to blow directly into any carburetor component. Small
Gasoline amounts of Tetraethyl lead (a lead compound) become de-
Gasoline is extremely flammable, so take extra precautions posited on the carburetor over a peri0d of time and could lead
when you work on any part of the fuel system. Don't smoke or to serious lead poisoning. Check passages with compressed
allow open flames or bare light bulbs near the work area, and air and a fine-tipped blow gun or place a small-diameter tube
don't work in a garage where a natural gas-type appliance to the component and blow through the tube to be sure all
(such as a water heater or clothes dryer) with a pilot light is necessary passages are open.
7D-2 Chapter 7 Overhaul and adjustments

,~,,
~---36

c----39
a,---38

w PUMPVALVE

© GASKET

GENERAL EXPLODED VIEW

THE GENERAl DESIGN-AND PARTS SHOWN WIU 1/AAY

i
~97
~e;aces #(85)

7D.1a An exploded view for a typical 4M series (Quadrajet) carburetor

 Part D: Quadrajet and Dualjet models 70-3

1. Fuel Filter Nut 53. Airhorn Gasket

2. fuel Filter Nut Gasket 54. Pump Stem SQacer
3. Fuel Filter 55. Pump Spring Retainer
4. Fuel Filter Spring 56. Pump Spring
5. Solenoid Screw 57. Pump Stem Assy:
6. Idle Speed Solenoid 58. Pump Return Sprmg
7. Rear Vac. Break Screw 59. Aneroid Assy. Screw
8. Rear Vac. Break Assembly 60. Aneroid Assy.
9. Rear Vac. Break Rod 61. Auxiliary Metering Rod
1O. Front Vac. Break Screw 62. Metering Rod Spring
11. Front Vac. Break Assy. 63. Auxiliary Power Pislon .
12. Front Vac. Break Rod 64. Auxiliary Power Piston Spnng
13. Choke Lever Screw 65. Power Piston Assy.
14. Choke Lever 65A. Main Meterin!l Rods
15. Choke Rod 66. Power Piston /J..ssy. Spring
16. Choke Cover Retainer Rivet 67. Main Jets
17. Choke Cover Retainer 68. Pump Discharge Ball Screw
18. Choke Cover Assembly 69. Pump Discharge Ball
19. Choke Cover Gasket 70. Throttle Position Sensor
20. Choke Housing Screw Assy_.
21. Choke Housin.9 Assy_. 71. T.P.S. Spring .
22. Intermediate Choke Lever 72. Main Metering Rod & Sprmg
23. Choke Coil Lever Screw 73. Pump Well Balfle
24. Choke Coil Lever 74. Solenoid Plunger
25. Intermediate Choke Shaft 75. Sol. Lean Mixture Adj.
26. Fast Idle Cam Screw, See Special
27. Choke Housing Seal Instruction. .
28. Sec. Lockout Cam 76. ECM Connector Screw
29. Inter. Choke Shaft Seal 77. ECM Connector Gasket .
30. Vacuum Passage Tube 78. ECM Connector & Solenoid
31. Pump Lever Assy.
32. PumP. Rod 79. Lean Mixture Screw
33. Sec. Metering Rod Holder 80. Solenoid Spring
Screw 81. Well Insert
34. Sec. Metering Rod Holder 82. Fuel Bowl Insert
35. Sec. Metering Rods 83. Float Hinge Pin
36. Air Bleed Varve Cover 84. Float & Lever Assy.
37. Idle Air Bleed Valve 85. Needle & Seat Assy.
38. Lower Bleed Valve 0-Ring 86. Hot Idle Compensator Cover
39. Upper Bleed Valve 0-Ring Screw
40. Vent Cover Screw 87. Hot Idle Compensator Cover
41. Vent Cover 88. Hot Idle Compensator Assy.
42. Vent Cover Gasket 89. Hot Idle Compensator
43. Vent Valve Spring Gasket
44. Alrhorn Screw-Long 90. Idle Limiter Cap (2)
45. Airhorn Screw-Short 91. Idle Needle (2)
46. Air Baffle 92. Idle Needle Spring (2)
47. Airhorn Screw-Special · 93. Throttle Body Screw
48. Airhorn Assy. 94. Throttle Body
49. Pump Stem Seal 95. Throttle Body Gasket
50. Pum_p Stem Seal Retainer 96. Main Body
51. T.P.S. Plunger Seal .
52. T.P.S. Plunger Seal Retamer 97. Rotory tnret Valve

7D.1b Parts list for a typical 4M series (Quadrajet) carburetor

7D-4 Chapter 7 Overhaul and adjustments

14 ,--13

7D.2a An exploded view for a typical 2M series (Dualjet) carburetor

 Part D: Quadrajet and Dualjet models 7D-5

1. SCREW (2)-FRONTVACUUM BREAK 32. RETAINER (3) - CHOKE COVER

2. FRONT VACUUM BREAK ASSEMBLY 33. CHOKE COVER ASSEMBLY
3. HOSE- FRONT VACUUM BREAK 34. GASKET - CHOKE COVER (NONE
4. HOSE- REAR VACUUM BREAK ELECTRIC MODELS)
5. SCREW (2) - REAR VACUUM BREAK 35. SCREW & LKWSHR - CHOKE
6. REAR VACUUM BREAK ASSEMBLY HOUSING
7. PIN - PUMP LEVER 36. CHOKE HOUSING ASSEMBLY
8. LEVER - PUMP 37. TUBE - VACUUM PASSAGE
9. ROD- PUMP 38. LINK - REAR VACUUM BREAK
10. SCREW - CHOKE LEVER 39. SCREW - CHOKE COIL LEVER
11. LEVER - CHOKE SHAFT 40. LEVER - CHOKE COIL
12. SCREW (2)- BOWL COVER (TAPERED 41. SHAFT ASSY. - INTERMEDIATE
HEAD) CHOKE
13. SCREW & LKWSHR. (5) - BOWL 42. CAM - FAST IDLE
COVER 43. SEAL - CHOKE HOUSING SHAFT
14. BOWL COVER ASSEMBLY HOLE
15. GASKET - BOWL COVER 44. SEAL - INTERMEDIATE CHOKE
16. PUMP ASSEMBLY SHAFT
17. SPRING - PUMP 45. ROD - CHOKE
18. BAFFLE - PUMP WELL 46. LEVER - INTERMEDIATE CHOKE
19. INSERT -ANEROID CAVITY 47. SCREW & LKWSHR. (4) - THROTTLE
20. POWER PISTON ASSEMBLY BODY
21. SPRING - METERING ROD 48. THROTTLE BODY ASSEMBLY
~ 22. METERING ROD (2) 49. CAP (2) - IDLE LIMITER
23. SPRING - POWER PISTON 50. NEEDLE - IDLE ADJUSTING
24. INSERT- FLOAT BOWL 51. SPRING - IDLE ADJUSTING NEEDLE
25. FLOAT & LEVER ASSEMBLY 52. GASKET - THROTTLE BODY
26. HINGE PIN - FLOAT 53. FILTEA NUT- FUEL INLET
27. ROTORY VALVE & GASKET 54. GASKET - FILTER NUT
28. PLUG - PUMP DISC BALL 55. FILTER - FUEL
29. BALL - PUMP DISC 56. SPRING - FILTER
30. JET (2) - MAIN METERING 57. FLOAT BOWL ASSEMBLY
31. SCREW (3) - CHOKE COVER
RETAINER

70.2b Parts lists for a typical 2M sedes (Dualjet) carbur~tor

..
7D-6 Chapter 7 Overhaul and adjustments

Disassembly

7D.3 After removing the carburetor and mounting it on a stand

(see Chapters 6 and 7A), make notes or diagrams of levers, slots
or holes that linkage connects to or anything that could be difficult
to remeJTlber during reassembly. Note: Remember that, on ex-
tremely/dirty carburetors, ovemight cleaning may be required and re-
assembly may not be possible until the next day. Before removing any
components, always empty the gasoline from the carburetor into
an approved gasoline container for proper disposal.

7D.4 This is a Dualjet carburetor with mixture control

solenoid (1) and throttle position sensor (2) connec-
tors (Quadrajet connectors are identical), Carburetors
with these connectors are controtl~d by the vehicle's
computer and referred to as "feedback" carburetors.
Also note the Idle Speed Control (ISC) motor (3),
which the computer uses to control the curb idle
speed. The ISC motor shoul(f not require adjustment
in normal service, but if it's malfunctioning, it should
be replaced.

7D.5 Using a 1-inch wrench, as shown, remove the fuel Inlet nut
from the main body of the carburetor. Note: Other models may have
nuts that look different or aren't rn exactly the location shown here.

7D.6 Remove the filter and the spring

from the carburetor. Always replace the
filter at overhaul time.
 Part D: Quadrajet and Dualjet models 7D-7

CAM PULL-OFF FEATURE

PUU-OFF FRONT VACUUM

TANG BREAK ADJUSTING
VACUUM SCREW
BREAK CHOKE
PLUNGER
LEVER VALVE 70.7 Here's a chart that identifies
CAM PULL-OFF
CHOKE
TANG automatic (electric, in this case)
RONTVACUUM choke system components. The
LINK TO REAR REAK model shown is an M4ME Quadra-
VACUUM UNIT IAPHRAGM jet, but other models are similar.
Use this drawing as an aid in identi-
fying choke components in the fol-
ELECTRIC
lowing photographs.
-:::'Ii=-,;:..,._ CHOKE
ASSEMBLY
(SEE INSET21

"" UNLOADER TANG

SECONDARY FAST IDLE
LOCKOUT FAST IDLE CAM ADJUSTING
LEVER FOLLOWER SCREW

INSET.2

70.8 Remove the choke lever screw and lever. Leave the linkage 70.9 Remove the two screws, then remove the auxiliary (rear)
rod that the lever is connected to in place for now. vacuum break diaphragm

70.11 If your vehicle has an on-carburetor choke housing with a

cover that's retained with screws, remove the three screws
70.10 Remove the two screws and the front vacuum break di- (arrows) and the choke cover retainers beneath the screws. Be
aphragm careful not to lose the retainers!
7D-8 Chapter 7 Overhaul and adjustments

7D.12a Due to emission regulations, the choke cover on many 7D.12b ... drill the heads off the three rivets. Note: The overhaul kit
later models is riveted to the choke housing. The choke cover normally comes with self-tapping screws to replace the r/Vets during
must be removed to check the choke coil and clean the housing at reassembly.
overhaul time, so ...

7D.14a Remove the choke housing screw (1) as shown and

remove the screw attaching the lever to the shaft (2) ...
7D.13 After removing the screws or drilling out the rivets, rem e
the- choke cover and gasket. If the choke coil (arrow) is broken,
bent, distorted or corroded, it should be replaced. This coil is in
OK condition and can be reused.

7D.14c Once the assembly is off the carburetor, reassemble the

parts, as shown here, to avoid confusion during reassembly. The
lever (arrow) is located inside the main body attached to a linkage
rod. Lift it out with the linkage rod (see illustration 7D.8). If the
70.14b ... then remove the choke housing assembly from the
lever falls off the rod, wait until the main body is completely disas-
carburetor main body. Note: Carefully observe how the linkage (cir-
sembled, then Invert the main body on the bench so the lever falls
cled area) is assembled so you can put it back together correctly on re-
out.
assembly.
 Part D: Quadrajet and Dualjet models 7D-9

70.15 Once the housing has been removed, carefully lift out and 70.16a Using a very small punch and a hammer, drive the roll pin
discard the choke shaft seal (arrow). Replace it with a new seal through the lever ...
during reassembly.

70.16b ... just far enough to lift the lever from the air horn and 7D.17 If your carburetor is equipped with an idle-stop solenoid or
disconnect it from the rod. an Idle Speed Control (ISC) motor, remove the two screws and lift
it off (idle-stop solenoid shown)

7D.1 Ba On Quadrajet models, remove the secondary metering rod 7D.18b ... and lift out the holder with the metering rods attached
holder screw (arrow) ...
7D-10 Chapter 7 Overhaul and adjustments

70.19 On Quadrajet models, remove the nine screws that hold the 7D.20 On Dualjet models, there are only seven screws to remove.
air horn assembly to the main carburetor body. If you are using a Again, If you're using a bolt-type carburetor stand, be sure to re-
bolt-type carburetor stand, you'll also have to remove the two up- move the upper front nuts also.
per front nuts at this time.

70.22 If your carburetor is a feedback version, first remove the

7D.21 When removing the air horn on a feedback version of either mixture control solenoid plunger
a Dualjet or Quadrajeti there are additional components to be re-
moved and cleaned by hand. 00 NOT place these in any solvent
tanks; they can be damaged by strong solvents.
1 Mixture control solenoid connector
2 Mixture control solenoid plunger (the solenoid itself is beneath
the gasket)
3 Throttle Position Sensor (TPS)' Cfellinector.

Tip:
Be careful not to damage the air ham gasket when re-
moving it. Overhaul kits frequently include several
gas~ets, and you oan Lise tne old gasKet as an aid in
setectfh,9 the new gasket (ft should have the same 70.23 Next, on all models, carefully remove the gasket (1), the
hol~ fn tbe same pJaces, etc.}. plastic cup (2) (if equipped} and the accelerator pump assembly
(3). On non-feedback models, the power piston (4) and metering
rods can be removed with the gasket. The power piston usually
doesn't pull out easily, since it's secured by a plastic retainer, so
push the piston down and release it. Caution: On reassembly, be
sure to position the tab in the new gasket under the power piston arms,
as shown here, Otherwise, richening action will not occur.
 Part D: Quadrajet and Dualjet models 7D-11

70.24a On feedback models, remove the screw securing the mix- 70.24b On all models, lift out the float bowl insert
ture-control solenoid connector

70.24c On feedback versions, using a screwdriver with a special 70.24d On feedback versions, the- mixture control solenoid as-
0-shaped head (available at auto parts stores and from automo- sembly consists of:
tive toot suppliers), turn the solenoid adjusting screw clockwise 1 The mixture control solenofd
until it bottoms, counting the number of turns. Write this number 2 The adjustment screw
down, since it will be used to provide an initial setting on reassem- 3 The electrical connector
bly. Now unscrew and remove the solenoid adjusting screw and
lift out the mixture control solenoid, wiring and connector.

63 C; f iPZs.ik~

70.25 On feedback models, remove the primary metering rods - 7D.26a On feedback models, lift the Throttle Position Sensor
note how the springs are installed (TPS) and connector from the carburetor main body ...
7D-12 Chapter 7 Overhaul and adjustments

7D.26b ... and remove the sensor adjusting spring from the well 7D.27 On Quadrajet models, remove the baffle on the secondary
side of the casting. It just lifts out; there are no attachments

7D.28 Lift the float and needle up and out of the main body and set
them aside

7D.29 Using a large screwdriver, unscrew the seat from the

Tip: carburetor
The needle and seat will be replaced on reassembly, l:>ut
inspecting them will sotnelimes reveal the cause of car-
buretor failure. If the needle and/or seat are dirty, dam-
aged or sticking together, they could easily have ooen
tbe cat1se of fu~r overflow/flooding (fuel leaking past the
needle when seated) or fuel starvatioh/eng1ne dying out
{needle and sel!lt sucking together).

7D.31 a Slide out the accelerator pump fuel well baffle (if
70.30 Using a large screwdriver, unscrew and remove the two equipped)
main metering jets (arrows)
 Part D: Quadrajet and Dualjet models 7D-13

7D.31b Remove the accelerator pump discharge screw (plug) and

remove the check ball. Either use a magnet or tum the carburetor
over, catching the ball as it falls out. Caution: Be certwn all other
springs and loose components are already removed from the carbure-
tor so no parts are accidentally lost when the carburetor is turned over. 7D.32 This is the factory metering adjustment screw. We DON'T
recommend removing it during the overhaul. But if you feel it's
been tampered with or is so dirty that it must be removed·to be
properly cleaned, unscrew and remove it. Caution: Before removing
the metering screw, turn it clockwise, counting the number of turns, to
a lightly seated position. Then, on reassembly, reinstall the screw to its
original setting. If you have no point of reference for this setting, or if
the setting has been tampered with, set It at about 3 112 turns from its
seated position.

7D.33 Remove the idle mixture screws from the locations shown
by the arrows. This is a later model with plugs Installed over the
mixture screws to prevent tampering with the factory-set mixture;
proceed to 7D.34 to remove these plugs. On early models, the
screws are exposed and can be removed with a screwdriver, al-
though some screws have plastic limiter caps that must be broken
off with pliers before the screws can be removed. The limiter caps
were designed to limit the amount of mixture adjustmeht available
to the mechanic when the vehicle was new, and they don't need to
be replaced on reassembly.
7D.34 To remove the idle-mixture-screw plugs on later models,

i you'll need to cut with a hacksaw at the locations shown by the

marked lines (arrow). Caution: Cut away absolutely no more material

~-'.. than necessary to remove the plugs. After making the cuts, use a
~rm .". /,. chisel to break away the material between the cuts. Using a punch

~ '~ -.•- J'.J

~} ..
and hammer, drive out the cap from behind, then unscrew the idle-
mixture screws. Note: A special screwdriver with a D-shaped head
(available at most auto parts stores) is usually necessary to remove the
screws.

.,
Ttp:
Be"Very cweful whem removing the etd gasket between
the throttle body ano the main body. Gaskets vary
among models, and you'H want to keeR your old gasket
lntapt so you can use it to select the correct new gasket
frOITT the 0\/'erhaul kit (several new gaskets are often in-
cluded. and you'll want to make sore the new gasket has
7D.35 Remove the screws (arrows) attaching the throttle body to
the main body (Dualjet shown, Quadrajet similar)
all hol~s i~ the $8!,Tle places, etc.).
7D-14 Chapter 7 Overhaul and adjustments

7D.36 A magnifying glass will make it easier to inspect the main 7D.37 Also inspect the- metering rods for bends, breaks, scratch-
jets, which should have smooth, unobstructed holes in them. If ing or wear at the tips. Again, if a rod is damaged, replace the two
either jet is damaged, replace the two as a set. Be sure to write as a set. Write down the numbers stamped on the rods (circled) so
down the number (arrow) so you can order the correct jets you'll be able to order the correct type (primary metering rods
shown, secondary rods similar).

Cleaning and inspection c) When the solenoid is connected to the battery in this man-
Refer to Chapter 7A for information on inspecting parts ner, the solenoid plunger should be drawn into the
and information on "dips" and solvents you can use to clean solenoid and the plunger should seat completely (you
parts. DO NOT immerse the following parts or use harsh sol- shouldn't be able to press the plunger any further into the
vents to clean them, since they will harden, swell, distort or be solenoid). Note: Some solenoids are po/an'ty sensitive, so,
otherwise damaged: if the plunger is not drawn into the solenoid, try switching
Idle-stop solenoid (some non-feedback models) the wires at the battery. If the plunger is not drawn down
Electric choke coil quickly and completely, the solenoid is probably faulty.
Accelerator pump plunger Replace it.
Choke diaphragms d) Disconnect the wires from the solenoid connector and re-
Throttle Position Sensor (TPS) (feedback models) move the plunger from the solenoid. Carefully check the
Mixture-control solenoid (feedback models) plunger tip to be sure lt has an even taper and isn't pitted
Idle Speed Control (/SC) motor (feedback models) or otherwise damaged. Also, use a flashlight to check the
Afl other electrical, rubber and plastic parts plunger seat ins1de the bottom of the solenoid for pitting,
Make sure all fuel passages, jets and other metering com- blockage or other damage. It these inspections reveal any
ponents are free of burrs and dirt. After cleaning, blow out all undesirable conditions, replace the solenoid and/or
passages with compressed air. If an air compressor is not plunger.
available, aerosol cans of compressed gas designed for clean- Reassembly
ing computer keyboards will work as well. Do not use a piece
Note: Unless discussed specifically in the following series of
of wire for cleaning the jets and passages.
photographs, reassembly of components is in the reverse order
Inspect the upper and lower surfaces of the air horn, float
of disassembly.
bowl and throttle body for damage. Be sure all material has
been removed. Inspect all lever holes and plastic bushings for
excessive wear and out-of-round conditions and replace them,
If necessary.
Check the choke valve and linkage for excessive wear,
binding and distortion and correct or replace as necessary.

Mixture-control solenoid check

On feedback models, install the plunger in the mixture-
control solenoid, making sure the solenoid is upright and the
spring is still In place on the solenoid. Check the mixture-con-
trol solenoid in the following manner:
a) Connect one end of a fused jumper wire to either
solenoid-wire terminal at the solenoid connector. Connect
the other end to the positive terminal of the vehicle's bat-
tery (12-volt automotive battery). 7D.38 The underside of the fuel well has steel plugs installed in
factory machining holes. They are prone to leakage and often
b) Connect another jumper wire between the other terminal
cause driveability problems when they leak. Before beginning
of the solenoid connector and the negative terminal of the reassembly, to make sure your plugs are sealed, we recommend
battery. Caution: Do not hook up the solenoid in this man- applying an epoxy compound, such as JB Weld, to the plugs, as
ner for more than about a second or the solenoid could be shown here (arrows). Epoxy compounds are available at auto
damaged from overheating. parts stores. Follow the label directions.
 Part D: Quadrajet and Dualjet models 7D-15

7D.39a Whether it's on a Quadrajet, or ... 7D.39b ... a Dualjet, use the old throttle-body gasket to select the
correct new one from the overhaul kit, then assemble the throttle
body to the main body, tightening the screws securely

Tip:
Jt1s po$,Sjble for ;throttle-body screws to vibrate loose and
fall into the engine, causing severe engine damage.Jo
prevent this possibilifX, it's a good idea to apply, re\Tlov·
,ab!e•type thread-locking compound' to the screws be-
fore lnstafiing them,

7D.40a Before installing the air horn, reassemble

the automatic choke linkage/housing (on-carburetor
coil housing shown, divorced-coil linkage is similar).
The shaft (1) goes through the hole (2) (be sure a
new seal is installed at the hole) and through the
lever (3) inside the main body housing. Note: it's usu-
ally easiest to hook the linkage rod (not shown) to the
lever and lower the lever into the hole using the linkage
rod. Otherwise, you'll have to try to connect the rod with
the lever already inside the carburetor.

7D.40b Once the assembly has been reattached to the carburetor, 7D.41 Be sure to reinstall the check ball and screw (arrow) for the
verify the lever is on in the correct direction. Push down on the accelerator pump circuit
linkage rod and the lever inside the choke housing should be in the
up position, as shown.
7D-16 Chapter 7 Overhaul and adjustments

G
7D.43 When reinstalling the power valve and metering rods on
non-feedback models, be sure to carefully guide the metering
rods into the main jets; otherwise, you might bend the fragile tips
7D.42 Reinstan the float and the new needle and seat with a new of the rods, as shown 1n the circle. Also, be sure to press the re-
gasket. Note how the needle is suspended from the float arm by tainer (arrow) into the main body to secure the power valve
its clip - this is usually the easiest way to lower the two parts into against spring tension. After the retainer is in place, press the
the carburetor after the seat is screwed into place. Caution: Be power valve down slightly against spring tension and release it -
sure to inspect the float, as described in Chapter 7A. Floats frequently the retainer should keep the power piston from popping out of the
need replacement at overhaul time.
main body. Note: New airhom gaskets for non-feedback models are
usually perforated in the area of the power valve/metering rods so you
can install the valve and rods first. When i{Jstalling the air horn gasket,
Bench adjustments press down the perforated center section and carefully guide it under
the power valve arms/metering rods.
The following adjustments should be made during re-
assembly, before installing the carburetor on the vehicle. If not
performing an overhaul, however, many of these adjustments
can be made with the carburetor still installed on the vehicle.
Several choke-related aqjustments require the use of an
angle gauge to achieve optimum accuracy for emissions regu-
lations. However, the following chart can be used to approxi-
mate the settings if an angle gauge is not available. Use a drill
bit of the correct diameter (right column) positioned at the rear
of the airhorn and close the choke plate against it to achieve
the correct measurement.

Required adjustment angle

at choke plate (degrees) Choke plate-to-airhorn
(from overhaul kit opening dimension (inches)
instructions)
14 to 18 1/8 7D.44 Float level adjustment details (all models)

18 to 22 5/32 1 Hold the float hinge pin/retainer firmly in place

2 Lightly push down on the front end of the float arm to seat the
needle
22 to 26 3/16
3 Measure the distance from the top of the casting, with the
gasket removed, to the top of the float at the point shown.
26 to 30 7/32
Compare your measurement to the specification listed in the
30 to 34 overhaul kit instructions.
1/4
4 If adjustment is necessary, remove the float and bend the float
34 to 38 9/32

38to 42 5/16

42 to 46 11/32

7D.45 With the throttle valve completely closed

and the linkage- rod in the correct hole in the ac-
celerator pump lever (see the overhaul kit speci-
fications), use a ruler, as shown, to measure the
height of the accelerator pump rod (point A to
point B) and compare it to the specifications for
your model ...
 Part D: Quadrajet and Dualjet models 7D-17

70.46 ... and, if adjustment is needed, CAREFULLY bend the ac-

celerator pump lever at the point shown In this illustration to get 70.47 Reinstall the idle mixture screws and turn them clockwise
the correct height until they're lightly seated, then turn them counterclockwise about
2 1/2 to 3 turns. This will provide a preliminary idle mixture adjust-
ment. Final idle mixture adjustment must be made on the vehicle.
Note: On mQdels originally equipped with anti-tampering plugs, the

~
0:oosEN THREE RETAINING SCREWS AND
REMOVE THE THERMOSTATIC COVER AND screws have a D-shaped head and require a special screwdriver, like
COi L ASSEMBLY FROM CHOKE HOUSING
the one shown, for proper adjustment. Such screwdrivers are available
0eENO CHOKE ROD at most auto parts stores.
AT THIS POINT
TO ADJUST
(SEE INSET!
'9'-..JLC.....a,LLL.JJ.LI,.
© GAUGE BETWEEN UPPER

-[ '
0PUSH Uf' ON THERMOSTATIC
COIL TANG ICOUNTERCLOCKWISEI
c;::_,_UNTIL CHOKE VALVE IS CLOSED
EOGE OF CHOt<E VALVE &
INSIOE AIR HORN WALL ISEE NOTE•l 0 6 BENO TANG

l----0 LOWER EDGE OF LEVER SHOULC

NOTE, HOLD GAUGE
ON FAST IDLE CAM
TO ADJUST

JUST CONTACT SIDE OF PLUG

FAST
GAUGE
/t:"'l/, - - i - l O L E
0 1NSTAI.L COVER AND REFER
TO AUTOMAnc CHOl<E
ADJUSTMENT
CAM

7D.48 Rochester M4MC/M4MCA carburetor automatic choke coil

lever adjustment details

@ A.LtGN MARK ON COVER WlTH SPECIFIED POINT ON

HOUSING NOTE, ON MODELS WITH SLOTTED COIL
flCK•UP LEVER. MAKE SURE COIL TANG IS INSTALLED 70.49 Rochester M4MC/M4MCA carburetor choke rod (fast idle
IN SLOT tN LEVER (SEE INSET• 2)
cam) adjustment details

@ ROTATE COVER ANO

COIL ASSEMSi. Y
COUNTERCLOCKWISE
UNTIL CHOKE VALVE
LOSES

70.50 You set the automatic choke coil the same way on all mod-
els with an integral choke housing (attached to the carburetor).
Follow the numbered sequence shown before installing the carbu-
retor on the engine. Since choke coils lose their tension over time,
you may find, on older coils, that lining up the marks does not pro-
vide enough choke. Readjust the coil by rotating the cover coun-
terclockwise until the choke plate closes completely, then rotate 70.51 ... re-tighten the three cover screws. Note that the metal
it clockwise until the plate just moves away from the fully closed clips beneath the screws must be positioned so they exert their
position (about 1/16-inch, measured at the rear of the air horn), maximum spring force against the cover. If they're installed back-
and ... wards, the choke cover will have a tendency to rotate, changing
the choke setting (manifold-heated choke housing shown).
7D-18 Chapter 7 Overhaul and adjustments

0GAUGE BETWEEN
llffi.a EDGE OF
0 CLOSE CHOKE VALVE BY
PUSHING UP ON TANG ON
CHOKE VALVE ANO INTERMEDIATE CHOKE LEVER {HOLD
IN POSITION WITH RUBBER BANOI

0BEND TANG
TO ADJUST

FAST
IDLE
CAM
0CHECK INDEX MAAK
POSITION (STEP 11
OR 121
y
r-,_,\,_ l ~
_>.---'"CHOKE
COVER
P

7D.52 Rochester M4MC/M4MCA carburetor choke unloader ad-

justment details .,.. c;;,, '. ~ LOCKOUT
\:,/LEVER

7D.53 Rochester E4ME/E4MC carburetor choke unloader

© adjustment
GAUGE BETWEEN AIR HORN WALL 1 Attach a rubber band to the Intermediate choke shaft
AND LOWER E ~ E VALVE green tang
2 Set the angle gauge to the specified angle (see the overhaul
kit specifications)
3 On Quadrajet models, make sure the secondary lockout lever is
in the position shown
CD 4 Adjust by bending the fast-idle fever tang
SEAT VACUUM BREAK
DIAPHRAGM USING
OUTSIDE VACUUM
SCURCE

NOTE: HOLD ©PLACE GAUGE BETWEEN

GAUGE llfU.B.EDGE OF CHOKE
VERTICALLY VALVE AND INSIDE WALL
OF AIR HORN !SEE NOTE•I

0sEAT DIAPHRAGM
USING OUTSIDE
OPEN PRIMARY THROTTLE VACUUM SOURCE
LIGHTLY ROTATE CHOKE COIL VALVES SO THAT FAST IDLE
LEVER COUNTERCLOCKWISE
UNTIL ENO OF ROD IS IN END
CAM FOLLOWER CLEA~S
STEPS ON FAST IDLE CAM © PLACE CAM
FOLLOWER ON
/ NOTE: PLUG PURGE
BLEED HOLE.WITH
A PIECE OF MASl<ING
, OF SLOT IN LEVER HIGHEST.STEP /◄--- TAPE ON DELAY
0 F FAST IDLE CAM
I FEATURE MODELS.
~ • AEMOVE AFTER
7D.54 Rochester 4MV carburetor vacuum break • ~ ~- . . : ADJUSTMENT,
adjustment (typical) 0 REMOVE THERMOSTATIC
COVER
©PUSH INSIDE CHOKE COIL
LEVER COUNTERCLOC~

0 INST.All COVER ANO REFER TO

AUTOMATIC CHOKE ADJUSTMENT
WISE UNTIL TANG ON VACUUI\I
BAEAI< LEVER CONTACTS TANG
ON VACUUM BREA!< PLUNGER

7D.55 Rochester M4MC/M4MCA carburetor vacuum break ad-

justment details

BUCKING SPRING,
IF USED, MUST
BE SEATED
AGAINST LEVER
7D.56 Rochester E4ME/E4MC carburetor front vacuum break ad-
justment details. Before adjustment, instaU a rubber band to the
intermediate choke shaft tang. Also install an angle gauge, as
BER shown
,• ND 1 Apply vacuum to the vacuum-hose port with a hand-vacuum
pump until the diaphragm is completely seated
2 Tum the adjustment screw . ..
:1 ... until the angle gauge (or dr/11 bit - see page 70-16) indicates
AIR VALVE the correct angle (see the overhaul kit specifications)
ROD
 Part D: Quadrajet and Dualjet models 7D-19

NOTE

~~;~g:L~~E @ GAUGE BETWEEN AJA HORN

"-.. WALL 6 ~ EDGE OF

(D CHOI(£ VALVE

3 PUS~·U;;;·N CHOKE COIL LEVER

C>IAPHRAO,-, PLUNGER PULLEC>
e 8£NOR001'0
AOJUST
• ' ....
' :,.,, . ;'0
,
J
OUT UNTILSEATED-BUCKING
SPRING COMPRESSED

PLACE CAM FOLLOWER LEVER ON 111GHES1'

STEP OF FAST IDLE CAM

7D.58 Rochester M4ME carburetor rear vacuum break

adjustment details

AIR VALVE

7D.57 Rochester E4ME/E4MC carburetor rear vacuum break ad-

justment details
COMPUTELV CLOSED

/
BEND ROD HERE
- - - - - TO OBTAIN SPECIFIED
-~
:.----- CLE.AR,l,NCE BETWEEN
1100 ,l,NO !ND OF SLOT
1 Attach a rubber band to the intermediate choke shaft green tang IN LEVER
2 Set the angle gauge to the specified angle (or use a drill bit - see
page 7D-16)
3 Air valve rod
A Adjust here - use a 1/8-inch Allen wrench
B Adjust here by bending the vacuum break rod while supporting
it at Point S

0PLACE GAUGE BETWEEN ROD 70.59 Rochester 4MV carburetor air valve dashpot
AND ENO OF SLOT IN LEVER adjustment (typical)
(";\AIR VALVE SEAT CHOKE VACUU"1
'-.:..)C0!,1PLET£LV CLOSED DIAPHRAGM use OUTSIDE
OURCE

(";'\ MANUALLV HOLD AIR VAt.VE CLOSa>

\::,J ANO TURN TENSION ADJUSTING SCREW
CLOCKWISE SPECIFIED NUM8ER OF TURNS
AFTER SPRING CONTACTS PIN
0 HOLD ADJUSTING
SC11EW AND
TIGHTEN LOCK SCREW
0
CLEARANCE BETWEEN ROD
AND ENO OF SLOT IN LEVER
PLUG PURGE
BLEEO HOLE
U C - - - - , . - - WITH TAPE
(WHERE USEOJ.
REMOVE AFTER
ADJUSTMENT

7D.60 Rochester M4MC/M4MCA carburetor air valve rod adjust- HEX WRENCH
ment details
©TURN TENStoN ADJUSTING
SCREW COUNTERCLOCKWISE
UNTIL AIR VALVE
OPENS PART WAY
0oPEN PRIMA.RY THROTTLE
UNTIL ACTUATING LINK
CONTACTS TA.NG 70.61 Rochester M4MC/M4MCA carburetor air valve spring
adjustment details

7D.62 Rochester M4MC/M4MCA

0
carburetor secondary opening
adjustment details
0LINK SHOULD BE IN
Cl:NTER OF SLOT
7D-20 Chapter 7 Overhaul and adjustments

01DLESCREW ~~~~;;~~+..J-PUSH DOWN

ON TAIL OF
'TWO TURNS
CAM
CLOCKWISE
iSTEP 21
FROM POINT
WHERE IT

HOLD CHOKE VALVE WIDE

CHOIU VALVE OPEN 8V ~USHING DOWN ON
CLOSED TAIL OF FAST IDLE CAM

FIL£ EflfD OF PIN

FOR CLUAANOE
7D.63 Rochester M4MC/M4MCA carburetor secondary closing !CHECK FOA NO
8UARS AFTER
adjustment details FILING!
SECONOAAV LOCKOUT LEVER SECONDARY LOCKOUT
0 $\DE CtEAAANCE @ OPENING CLEAAANCf

Mixture control solenoid plunger 7D.64 Rochester M4MC/M4MCA carburetor secondary lockout
adjustment details
adjustment (feedback models only)
Measuring plunger travel
Note: If you're reassembling the carburetor after overhaul, Just 6) If the difference in travel is between 3/32 and 5/32-inch,
set the ak horn in place when measuring the plunger travel no adjustment Is necessary. If the difference is less than
(there's no need to install the gasket or screws, and you may 3/32-lnch (not enough travel) or greater than 5/32-inch
need to remove the air horn again to adjust the travel). (too much travel), adjust the plunger travel, as follows.
1) Insert a special carburetor float gauge tool (available from
auto parts stores and tool manufacturers) into the vertical Adjusting plunger travel
"D"-shaped vent hole in the air horn casting next to the Note 1: This adjustment usually Is not required after overhaul if
idle air bleed valve cover (see illustration). It may be nec- you kept the adjustment at its original setting. It is only neces-
essary to file material off the side of the gauge to make sary if the travel is not correct or the duty cycle (percent "on
clearance for the tool to enter without binding. time") is incorrect as determined by the System performance
2) First, press down on the gauge and make sure the gauge test detailed in Chapter 5.
moves up and down freely without any binding. Note 2: The air horn must be removed from the carburetor dur-
3) With the gauge resting against the plunger (no pressure ing this procedure; however, the procedure can be performed
applied), sight across the air horn and record the mark on with the carburetor on or off the vehicle.
the gauge that lines up with the top of the air horn casting Note 3: These carburetors are equipped with either a four-
(upper edge). point mixture control solenoid adjustment system (earlier feed-
4) Lightly press DOWN on gauge until the plunger bottoms. back systems) or a two-point mixture control solenoid adjust-
Record this measurement (see illustration). ment system (mainly on 1985 and 1986 models). The four-point
5) Now, subtract the first measurement from the second system is equipped with separate lean-stop and rich-stop ad-
measurement and record the difference. This reading is justments that correctly adjust the travel of the solenoid
the total plunger travel. plunger from rich to lean. The two-point system uses an inte-

7D.65 To measure plunger travel, first measure the plunger height 70.66 ... press tightly on the gauge until it bottoms the plunger
with no pressure applied to the gauging tool, then ... and measure again. The difference between the two measure-
ments is the travel.
 Part D: Quadrajet and Dualjet models 7D-21

7D.68 To adjust the lean-stop, place the gauging tool (being held
at right) on the metering jet and under the solenoid plunger, as
shown, then depress the plunger and tum the adjusting screw un-
til the plunger bottoms against the lean stop and touches the top
of the gauging tool simultaneously

70.67 Mixture-control solenoid and related components -

exploded view (two-point adjustment system shown,
four-point system similar)
1 Adjusting screw
2 Umit stop (two-point type shown) - note arm on
top that provides the rich stop
3 Solenoid plunger
4 Float-bowl insert
5 Metering rod spring
6 Metering rod (two per carburetor) 7D.69 Tbe gauging tool, shown here, allows you to precisely set
the lean-stop at 1.304 inches.

graJ rich limit stop bracket that essentially limits the travel of the 3) Apply very slight pressure to the solenoid plunger with the
plunger going up (rich) as well as the plunger going down tip of your finger to bottom it. Slowly turn the lean-stop
(lean). Therefore, only one adjustment is required. screw with the special adjustment tool until it (the solenoid
plunger) just touches the gauging tool when lt's bottomed
All models
against the lean stop. This is the factory-specified dis-
1) Remove the air horn from the carburetor. Also remove the tance for the leah-stop adjustment.
solenoid plunger and the plastic float-bowl insert, theh re-
4) If you have a four-point system, proceed to Step 5. If you
install the plunger (removing the insert will allow access to
have a two-point system, the adjustment is complete.
the float-bowl area). Note: On two-point systems (see il-
Turn the adjusting screw clockwise to the lightly-bottomed
lustration), It will be necessary to remove the solenoid ad-
position, counting the number of turns, then unscrew and
justing screw and rich-stop before the solenoid plunger
remove the screw, rich stop and plunger. Install the insert
and insert can be removed. Prior to removing the screw,
ahd reassemble the parts, turning the adjusting screw in
turn it clockwise until the plunger bottoms, counting the
the same number of turns. Install the air horn and proceed
number of turns. After the insert is removed, reassemble to Step 9.
the plunger and stop, setting the adjusting screw the same
number of turns from the lightly-bottomed position. Models with four-point adjustment systems only
2) Now Install a special gauging tool (available from auto 6) Reinstall the air horn, along with a new gasket, onto the
parts stores and automotive tool suppliers) onto the base carburetor main body, but attach It temporarily with two
of the metering jet and directly under the solenoid plunger screws only. Recheck the solenoid plunger travel, as de-
(see illustration). This tool is made specifically to mea- scribed earlier In this procedure. If the travel is correct,
sure the solenoid plunger travel (see illustration), which completely assemble the air horn and proceed to Step 9 to
should be 1.304 inches. finish the job.
70-22 Chapter 7 Overhaul and adjustments

70.70 On four-point systems, if the travel is not correct after 70.71 ... and remove the rich-stop screw from the carburetor air
setting the lean-stop, unscrew . . . · horn

70.73 Using a gauge, the "wet" float level can be checked on the
vehicle, without removing the air horn
70.72 Using a special tool to adjust the rich-stop screw on four-
point systems
Float level check
Note: This procedure ls normally not necessaiy after overhaul If
6) If the plunger travel is still not correct, remove the air horn,
the float level was carefully set during reassembly.
invert it and remove the rich-stop screw (see illustra-
These carburetors are equipped with a slotted access hole
tions).
to insert a special float level tool for quick-checking the float
7) With the rich-stop screw removed, drive the plug out of
level adjustment. These tools are available from auto parts
the air horn using a punch and a hammer. Reinstall the
stores and tool manufacturers. This procedure will allow the
rich-stop screw.
home mechanic to find out if the float level is incorrect and the
8) Reinstall the carburetor air horn. Insert the special float
cause of any driveabillty problems such as hard starting, flood-
gauge Into the "D"-shaped vent hole (see Measuring
ing or a rich-running condition.
plunger travel earlier in this procedure) and, using the spe-
First, wlth the engine running at idle and the choke wide
cial carburetor tool, turn the rich-stop screw (see illustra-
open, carefully insert the gauge into the vent slot (next to the
tion) until the total solenoid plunger travel is 1/8-inch.
air cleaner mounting stud) in the air horn and allow it to rest
All models against the float inside the carburetor {do not press down on
9) With the plunger travel correctly set and the air horn rein- the gauge) (see illustration).
stalled, install the replacement plugs into the carburetor Sight across the top of the air horn and observe the mark
body. Be sure to install the hollow end down. on the gauge directly at eye level as it lines up with the top of ·
the casting at the vent slot. The setting should be within 1/16
On-vehicle adjustments inch of the specified float level setting. Refer to your carburetor
After the carburetor is reinstalled on the engine (see Chap- spe-cification sheet included in the overhaul kit for the correct
ter 6), several on-vehicle adjustments are necessary to fine- float setting.
tune engine performance. Also, make these adjustments any If the setting varies more than 1/16-inch, remove the air
time engine performance is poor and you suspect carburetor horn and adjust the float level according to the procedure de-
problems. scribed in illustration 70.44.
 Part D: Quadrajet and Dualjet models 7D-23

@CHOKE VALVE
COMPLETELY
CLOSED

TURN IDLE SPEED SCREW TO

SET CURB IDLE SPEED TO
SPECIFICATIONS- A/ C OFF
CD (SEE El\11SSION LASELi

Pt '\. .
REMOVE THERMOSTATIC
ROTATE COIL LEVER - COIL ROD FROM LEVER
COUNTERCLOCKWISE,. \ L,..._ @
UNTIL CHOKE VALVE 4
IS CLOSED - ROD SHOULD FIT
\ ' IN NOTCH IN LEVER
BEND ROD@ ~
'--- ---------11r-,_.TO ADJUST=---.r--,.J
- HOLD DOWN ON ROD@
AGAINST STOP

70.75 On non-feedback models without an idle-stop solenoid,

70.74 On models with a "divorced" choke coil (mounted in the in-
after the engine is warmed to normal operating temperature and
take manifold), follow these steps to set the choke coil. When the
the idle mixture is adjusted, turn the idle speed screw, as neces-
engine is at room temperature (about 70-degrees F), open the
sary, to adjust the idle speed to the specification listed on the
throttle and make sure the coil holds the choke valve almost (but
VECI label under the hood (normally, the speed should be approxi-
not quite) completely closed. If not, the coil is faulty or the linkage
mately 750 rpm with the transmission in PARK {automatic] or
is binding.
NEUTRAL [manual]).

17\ POSITION TRANSMISSION

\V IN PARK OR NEUTRAL.
WAJW ENG.lNE COMPLETELY.

\'1
TURN SOLENOID SCREW iO
ADJUST TO SPECIFIED RPM.
•:"
I RECONNEOT A/C COM)'RESSOR @HOLD CAM FOLLOWER ON //
!.£AD ~EA ADJUSTMENT) PROPER STEP OF FAST IDLE ;;
CAM PER EMISSION LABEL :•
~LECTRICAL f CJ ~
! ~,, __
CONNECTION
@DISCONNECT AND PLUG -.
@ VACUUM HOSE AT EGR
r':j\ OPENTHROTTLE SLIGHTlVl'O AU.OW ,c/ VALVE
\V' SOLENOID PLUNGER TO FU.LLY EXTEND
@TURN FAST IDLE SCREW u,.,...-<;/
TO OBTAIN SPECIAED RPM _ _ J
70.76 If your non-feedback carb1.1retor is equipped with an idle- ON EMISSION LABEL (USUALLY ABOUT 1700 RPM)
stop solenoid, as shown, set the curb idle speed, as discussed in
illustration 7D.75. Then follow the Steps shown in this illustration
to adjust the solenoid-idle speed to the specification listed on the 70.77 Fast-idle speed adjustment details (M4M/M2M models)
VECI label under the hood.

CAM FOLLOWER
ON TOP OR HIGH
STEP OF CAM ---~-J'\
PRIMARY THROTTL 0 DISCONNECT ANO PLUG
VACUUM HOSE AT EGR
'I
VALVES CLOSED VALVE @TURN FAST IDLE SCREW
TO OBTAIN SPECIFIED RPM
ON EMISSION LASH
FAST IOlE S!'EEO SCREW

7D,78 The fast-idle speed screw is in a slightly different location

on 4MV models, but the procedure is essentially the same as 70.79 Fast-idle adjustment details (E4ME/E4MC models)
shown in the previous illustration.
 7D-24 Chapter 7 Overhaul and adjustments

(D WITH ENGINE OFF. PLACE @ OPEN THROTTLE TO RELEASE FAST

IDLE CAM ANO SHUT OFF ENGINE.
THROTTLE ON HJGH STEP
OF FAST IDLE CAM. (!) UNPLUG AND RECONNECT VACUUM
HOSES TO EGll VALVE·ANO
DISTRIBUTOR.

@ DISCONNECT AND P
HOSE AT OISTRIBUT

@ DISCONNECT AND PLUG '/

VACUUM HOSE AT EGR
VALVE @ ADJUST FAST IDLE SPEED SCREW TO
@ START ENGINE IN "PARK" OR "NEUTRAL" SPECIFIED R.P.M. ON EMISSION LABEL.
WITHOUT TOUCHING THROTTLE.

70.80 Fast-idle adjustment details (M2ME models)

Idle mixture adjustment Idle speed control (ISC) system

Note: On some later models with D-shaped mixture screw If the carburetor has just been overhauled, the ISC
heads, a special screwdriver, avallable at most auto parts solenoid has just been replaced with a new one or the vehicle
stores, will be necessary to make this adjustment. is having a fluctuating idle problem, it is necessary to check the
With the engine idling at the proper speed, turn each idle !SC system adjustments.
mixture screw clockwise (see illustration 7D.34) until the idle 1) First, place the transmission in Neutral, set the parking
speed drops a noticeable amount. Now slowly turn the mixture brake and block the drive wheels. Connect a tachometer
screw counterclockwise until the maximum rpm is achieved, according to the manufacturer's instructions.
but no further. Work from one mixture screw to the other, mak- 2) With the NC off (if equipped), start the engine and warm it
ing sure both screws are about the same number of turns out up to normal operating conditions (closed loop).
from the lightly-bottomed position; this assures there's a mix- 3) Turn the ignition OFF and unplug the connector from the
ture balance. After the idle mixture adjustment is correct, ISC motor.
check the idle speed again to make sure it's still correct. 4) Fully retract the ISC plunger by applying 12 volts to termi-
nal C (run a fused jumper wire from the battery's positive
Feedback carburetor adjustments terminal) of the ISC motor connector and grounding termi-
Depending upon the engine size and year of the vehicle, nal D (see illustration). Note 1: Do not allow the battery
feedback carburetor systems require several on-vehicle ad- voltage (12V) to contact terminal C any longer than neces-
justments to fine-tune engine performance. sary to retract the /SC plunger. Prolonged contact will

7D.81 Using jumper wires, apply battery voltage to terminals C 70.82 Location of the idle-stop screw (arrow) on feedback carbu-
and D to extend or retract the ISC solenoid plunger retors (on non-feedback carburetors, this is the curb-idle speed
screw)
 Part D: Quadrajet and Dualjet models 70-25

7D.83 Adjust the ISC plunger by turning the plunger end with pli- 7D.84 ... do not unscrew the plunger end more than 5/16-inch
ers (carburetor removed from engine for clarity), but ... from its all-the-way-in setting

cause damc19e to the motor. Also, it is very important to first remove the idle air bleed valve cover. Often, if the carbure-
never connect a voltage source across terminals A and B, tor has been overhauled before, the cover has already been re-
as it may damage the internal throttle contact switch. moved. If It has not been removed before, the air bleed is prob-
Note 2: If the /SC solenoid does not respond when battery ably still at its factory setting and should not be tampered with
voltage is applied to the C and D terminals, it is faulty and unless it's known to be incorrect.
should be replaced. 1) With the engine off, cover all the bowl vents, air inlets and
5) Start the engine and allow it to return to normal operation air intakes with masking tape to prevent any metal chips
(closed loop). Have an assistant place his foot firmly on from falling into the carburetor.
the brake and place the transmission in DRIVE (automatic) 2) Carefully align a Number 35 drill blt (0.110 inches) on one
or Neutral (manual). end of the steel rivet heads and drill only enough to re-
6) With the plunger completely retracted (from Step 5), turn move the rivet head from the carburetor. Use a drift and
the idle stop screw (see illustration) to attain the mini- hammer to remove the remaining r ivet from the assembly
mum idle speed. The minimum base idle speed is usually (see illustration).
about 450 rpm ln DRIVE. Consult your VECI label under 3) Lift off the cover and remove any pieces of metal, (ivets or
the hood of the engine compartment to verify the idle debris from the carburetor body. Discard the idle air bleed
specifications. valve cover.
7) Now, with the transmission In DRIVE or Neutral and an as- 4) Using compressed air (if available) blow out any remaining
sistant holding his foot firmly on the brake pedal, fully ex- pieces of tnetal from the carburetor area.
tend the plunger by applying battery positive voltage (12V) Warning: Be sure to wear safety goggles whenever using
to terminal D of the ISC connector and grounding terminal compressed air.
C (see illustration 7D.81). Note: Do not allow the battery
voltage (12V) to contact terminal D any longer than neces-
sary to retract the /SC plunger. Prolonged contact will
cause damage to the motor. Also, it is very important to
never connect a voltage source across terminals A and B
as it may damage the internal throttle contact switch.
8) With the ISC plunger fully extended, check the Idle speed,
which should be approximately 900 rpm in DRIVE or NEU-
TRAL. If necessary, adjust the plunger length (see illustra-
tions). Consult your VECI label under the hood of the en-
gine compartment to verify the idle specifications. Note:
When the /SC plunger is in the fully extended position, the
plunger must also be in contact with the throttle lever (on
carburetor) to prevent possible internal damage to the /SC
solenoid.
9) If the ISC motor was removed and the plunger length
changed, double-check the maximum allowable speed
(see Step 8). If necessary, readjust the plunger until the
correct speed is obtained.
1O) Reconnect the harness connector to the ISC motor. 7D.85 Be sure to protect the carburetor when d~illing out the
Idle air bleed valve (E2ME and E4ME) air-bleed cover rivets (otherwise, metal chips could fall into the
To gain access to the idle air bleed valve, it is necessary to carburetor!)
7D-26 Chapter 7 Overhaul and adjustments

70.86 The special gauging tool shown is necessary to check the 70.87 DO NOT adjust the ILC plunger to a point where the screw
idle air bleed valve adjustment. Use a large screwdriver, as shown is extending more than 1-inch
here, to adjust the valve.

5) Install a special gauging tool (available from auto parts 3) Turn the A/C system OFF (if equipped}. Place the trans-
stores and automotive tool suppliers} into the " D"-shaped mission in PARK (automatic) or NEUTRAL (manual), apply
vent hole (see illustration}. The upper end of the tool the emergency brake and place a block under each of the
should be positioned over the open cavity next to the idle drive wheels.
air bleed valve. 4) Start the engine and allow It to reach normal operating
6) While holding the gauging tool down lightly, engage the temperature. On automatic transmission models, have an
solenoid plunger a9ainst the solenoid stop. Adjust the idle assistant place his foot firmly on the brake pedal and
air bleed valve so that the gauging tool will pivot over and place the transmission in DRIVE. The ILC plunger should
just contact the top of the valve (see illustration 7D.86). be fully extended with no vacuum applied. Using back-up
7) Remove the gauging tool. Next, it will be necessary to wrenches, adjust the ILC plunger to obtain 750 rpm, plus
check the duty cycle (on-time} of the mixture control or minus 50 rpm.
solenoid to verify that the air bleed is adjusted properly or 5) Next, measure the distance from the jam nut to the tip of
if the idle mixture must be adjusted (see the System per- the plunger (see illustration). it should not exceed 1 inch.
formance check in Chapter 5). If the plunger measures more than 1 Inch, check for other
8) Disconnect the canister purge hose and plug the end (can- carburetor problems.
ister side). Start the engine and allow it to reach normal 6) Remove the plug from the vacuum hose and reconnect it
operating temperature (closed loop). Follow the procedure to the ILC and observe the idle speed. Idle speed should
for checking the M/C solenoid duty cycle in Chapter 5 be 450 rpm (vehicle in NEUTRAL (manual) or DRIVE with
System performance check. If the dwell average is not the brake applied}. If the idle speed is correct, proceed to
within 25 to 35 degrees, then it will be necessary to adjust Step 9).
the idle mixture (refer to the procedure in this chapter). 7) If the Idle speed is not correct, it will be necessary to ad-
just the ILC diaphragm. Stop the engine and remove the
Idle load compensator (ILC) (some later 5.0L engines) ILC. Remove the center cap from the center outlet tube.
The idle load compensator (ILC) is used instead of an ISC Using a 3/32 inch hex key wrench, insert it through the
solenoid on some later 5.0L engines to control curb idle speed. open center tube to engage the idle speed adjusting
The ILC uses manifold vacuum to sense changes in engine screw inside (see illustration). If the idle speed was low,
load and compensates by changing the idle speed. The idle turn the adjusting screw counterclockwise ONE turn to in-
load compensator is adjusted at the factory. It is not necessary crease the idle speed approximately 75 rpm. Conversely,
to make any adjustments unless the curb idle speed is out of turn the screw clockwise ONE turn to lower the idle speed
adjustment or the ILC solenoid was faulty and had to be re- about 75 rpm. Note: Tum the adjusting screw TWO full
placed. Before adjusting the ILC, make sure the vacuum lines turns to raise or lower the idle speed approximately 150
to the anti-diesel solenoid, vacuum regulator, ILC solenoid and rpm and consequently use the same ratio to calculate the
all the components that require vacuum are in order and not necessary rpm change desired for the situation.
leaking. Check the vacuum schematic on the VECI label under 8) Re-install the ILC onto the carburetor and attach the
the hood for the correct vacuum routing. springs and other related parts. Recheck the idle SReed.
1) Connect a tachometer according to the manufacturer's in- Make sure the engine is completely warmed up (closed
structions. Remove the air cleaner and plug the hose to loop). If it is not correct, repeat the ILC adjustment proce-
the thermal vacuum valve (TVV). Disconnect and plug the dure.
vacuum hose to the EGR valve. Disconnect and plug the 9) The last adjustment mul,t be performed on the engine af-
vacuum hose to the canister purge port. Disconnect and ter the TPS value has been reset by the ECM. This can be
plug the vacuum hose to the ILC. accomplished by turning off the ignition for 10 seconds or
2) Back out the idle-stop screw on the carburetor three turns more. Using a hand-held vacuum pump, apply vacuum to
(see illustration 7D.82). the ILC vacuum tube Inlet to fully retract the plunger.
 Part D: Quadrajet and Dua[jet models 70-27

70.88 Use a 3/32-inch hex wrench to adjust the ILC solenoid (re- 70.89 To adjust the TPS, drill out and remove the access plug
moved from vehicle for clarity) (carburetor shown removed from vehicle for clarity) ...

1G) Adjust the idle stop screw on the carburetor to obtain 450
rpm with the vehicle in NEUTRAL (manual) or DRIVE with
the brake applied.
11) Place the vehicle In PARK and stop the engine. Remove
the plug from the ILC vacuum hose and install the hose
onto the ILC. Reconnect all the vacuum hoses, install the
air cleaner and gaskets.
Throttle position sensor (TPS)
The throttle position sensor Is equipped with an adjust-
ment screw that is covered over with a factory-installed plug.
Do not remove the plug unless It has been determined with
careful testing that the TPS is out of adjustment. Refer to
Chapter 5 for complete diagnostic procedures for checking the
TPS. This is a critical adjustment that must be performed cor-
70.90 ... disconnect the TPS connector and hook up a digital
rectly.
voltmeter, as shown ...
1) Using a 0.076-inch drill bit, carefully drill a hole in the alu-
minum plug covering the TPS adjustment screw (see il-
lustration). Drill only enough metal to start a self-tapping
screw.
2) Start a number 8 X 1/2-inch long self-tapping screw into
the drilled hole in the plug, turning the screw just enough
to ensure good thread engagement in the hole.
3} Place a wide blade section of screwdriver between the
screw head and the air horn casting. Carefully pry against
the screw head to remove the plug. It is also possible to
use a slide hammer.
4) Disconnect the TPS electrical connector, install jumper
wires, as shown (see illustration), then connect a digital
voltmeter between the wires connected to the 8 (center)
and C (bottom) terminals of the TPS connector on the car-
buretor.
5) With the engine off and ignition on and the throttle closed,
turn the screw until the voltage reading is approximately
0.48 volts (see- illustration).
6) Make sure the voltage is correct. Then install a new plug 70.91 ... then use a small screwdriver to turn the adjusting
into the air horn. Drive the plug into place until It is flush screw until the voltage readings are correct
with the raised boss on the casting.
7D-28 Chapter 7 Overhaul and adjustments

Notes
 Selection and modification
Volumetric efficiency
Finding the right carburetor Volumetric efficiency is a measure of the engine's ability to
fill the cylinder completely, and is given as a percentage. For
Carburetor selection example, a 100 cubic inch engine that gets 80 cubic inches of
Matching the carburetor to the engine and application is air/fuel mix into the combustion chamber on each intake stroke
critical for performance and/or economy. Many hot rodders has a volumetric efficiency of 80-percent.
like the look of a huge carburetor, or carburetors, on their en- Testing has shown that a volumetric efficiency of about 80
gine. They fall into the trap of "bigger is better" or "if a little is to 85-percent is reached, which is generally what an average,
good, more is better.'' This might hold true for cubic inches, well built, four-barrel equipped high-performance street engine
but it almost never should apply to carburetion. will provide. You must decide at what rpm range you want your
If an engine is over-carbureted, It will have poor throttle re- engine to run best.
sponse and bog and hesitate at low speeds and won't start to When selecting a carburetor, use the following formula or
run well until very high rpm. Fuel economy and emissions will chart to estimate the required cfm rating (see illustration).
be poor. Round off all results to the nearest carburetor size. Be realistic,
Larger displacement engines and engines that run at high you're only hurting the end result of all your hard work by over-
rpm need larger capacity carburetors than smaller engines run- estimating.
ning at lower speeds. The most important factors in carburetor Put In your specific numbers for cubic inches and RPM
size selection are engine displacement, maximum rpm and vol- range of the engine. The remaining number in the equation are
umetric efficiency. predetermined except for the volumetric efficiency percentaQe

Engine RPM

4000 4500 5000 5500 6000 6500

8.1 As a general rule, high perfor~
mance small-block engines will need
250 245 260 290 320 350 380 400 to 600 ofm carburetors, and big-

:I
. 275 255 290 320 350 380 420
block engines will need 600 to 800
ofm carburetors, exact size will de-
..2. pend upon the actual engine modifi•
....C 300 280 315 350 380 420 450 cations that have been made. Note:
The table shown here is for stock street
a, engines. For high performance models
E 325 300 340 380 415 450 490 increase the cfm rating about ten per-
. (I)
cent.
() 350 325 365 405 445 490 525
m
a.
U) 375 350 390 435 480 520 565
:a 400 370 420 465 610 555 600
G)
C
·-eCn 425 400 450 500 550 600 650
w 450 420 470 520 580 625 700
8-2 Chapter 8 Selection and modification

(VE). For the chart shown, a figure of BO-percent VE is used,

but for an engine that is more highly modified, a figure of 85-
Carburetor modifications
percent will be closer to your actual cfm needs.
Most carburetors use seven basic
The formula to use in figuring your own requirement
operating systems:
(cfm) is:
Fuel Inlet/float circuit
(cubic inches + 2) x (maximum rpm + 1728) x VE = cfm Idle circuit
Example: Transfer/off idle circuit
You have a 350 cubic inch engine that will reach a maxi- Main metering circuit
mam of 7000 rpm. Let's also say you've built an engine that's Power enrichment circuit
well thought out with the right combihatlon of parts, so you're Accelerator pump circuit
VE is roughly 85-percent, compared to the BO-percent used for Choke circuit
milder engines. Plug these numbers into the formula: The main purpose for modification of one or more of these
(350 + 2) x (7000 rpm+ 1728) x 85% = 602 cfm systems is to increase engine performance.
When engine and other vehicle modifications for perfor-
So you would need approximately a 600 cfm carburetor to
mance applications are performed, some carburetor operating
handle the needs of the engine.
characteristics change. These changes necessitate "dialing-In"
Note: As a general rule, high-per1ormance small-block engines the carburetor to achieve peak engine performance.
will need 400 to 600 cfm carburetors and big-block engines will
Anyone having a good basic working knowledge of carbu-
need between 600 to 800 cfm, depending on actual displace-
retor systems can "dfal-in" or modify a carburetor. The pur-
ment and level of modification. Smaller carburetors generally pose of this guide is to explain and illustrate some of the avail-
give better throttle response but fall off s/lghtly in power at top
able parts and methods for modifying carburetor operating
end. characteristics to achieve the best possible performance.
The following chart lists the various Rochester carburetors
and their flow ratings:

Rochester Carburetor Flow Ratings

Carburetor model cfm
Monojet (1 M series)
1-7/16 lnch throttle bore, 1-7/32 inch venturi. .................... 160
1-11 /16 inch throttle bore, 1-5/16 inch venturi .................. 210
1-11/16 inch throttle bore and 1-1/2 inch venturi............... 250

DualJet {2M series)

1-3/32 inch venturi.............................................................. 230
1-7/32 inch venturi.............................................................. 285

Varajet (2S series)

28 mm primary.................................................................... 375
30 mm primary.................................................................... 395

Model 2G (1-7/16 inch throttle bore,

1-1/4 inch flange, 1-3/32 inch venturi) ........................... 280

Model 2G (1-11/16 inch throttle bore, 1-1/2 inch flange)

1-3/16 inch venturi .............................................................. 350
1-1/4 inch venturi ......................................... ....................... 380
1-5/16 Inch venturi.............................................................. 425
1- 3/8 inch venturi............................................................... 435

Model4G
1-7/16 to 1-1/8 inch primary and 1-7/16
to 1-1/4 inch secondary ................................................. 485
1-7/16 to 1-1/8 inch primary and 1-11/16
to 1-15/32 inch secondary............................................. 550
1-9/16 to 1-1/8 inch primary and 1-11/16
to 1-15/32 inch secondary............................................. 690

Quadrajet: (4M series)

1-3/32 inch venturi (primary)............................................... 750
1-7/32 inch venturi (primary) ............................................... 800 8.2 Check both sides of the throttle plate and the underside of the
air horn for flatness
 Chapter 8 Selection and modification 8-3

flj
0

8.3 The holes drilled in the throttle plates will allow you to back 8.4 If engine modifications have caused a low vacuum condition
the curb idle screw out to a nonnal position and you'll regain con- at idle, the spring under the power piston may have to be short-
trol of the idle mixture ened to prevent the power enrichment circuit from operating when
it shouldn't

Complete system operations are covered in Chapter 3. quired, is to drill a 3/32-inch hole in each primary throttle plate
Disassembly, reassembly, and adjustment specifications are (see illustration). Note: If the engine 1s radically modified, it
covered in Chapter 7 of this book. may b-e necessary to drill the holes in the second~ry throttle
All carburetor tuning begins with the disassembly and in- plates as well.
spection of the carburetor. This serves to familiarize yourself
with the systems and components of the unit. Main body and air horn
The powervalve or power piston/metering rod assembly Is
Main body designed to supplement the fuel flow through the main jets.
If the carburetor has been in service for any length of time, During acceleration, low manifold vacuum allows the power
you should inspect the flat surfaces for warpage. Anything in valve to open. Fuel flow through the power valve or past the
excess of 0.010-inch warpage in the areas indicated (see iJlus- raised metering rods effectively increases fuel discharge in the
tration) will require resurfacing to lnsure a proper gasket seal. main well approximately 6 to 10 jet numbers during the time
We recommend draw filing using a medium-fine flat file to true it's operating. In -the case of the power piston/metering rod(s),
the surface. Except in extreme cases, it is usually not neces- all of the enrichment takes place in the main circuit, as the me-
sary to have the surface machined. Caution: Don't attempt to tering rod(s) is/are lifted up in the main jet(s).
file any surface that has a raised sealing bead on it, such as the If the intake manifold vacuum is extremely low at idle, the
top and underside of the main body. spring tension in the power valve or under the power piston
may overcome the force of vacuum pulling the piston down (or
holding the power valve shut). In an instance such as this, the
Throttle body power valve would open or the power piston would raise up,
Many engines that have been modified for higher perfor- pulling the metering rods higher up in the main jets. This condi-
mance seem to have a problem maintaining a low, smooth idle. -tion would cause the mixture to be way too rich during idle, off
The main reason for the condition is the selection of the idle and even while cruising. A problem like this would not clear
camshaft. The more "extreme" the camshaft profile, the larger
up until wide open throttle had been reached and the spark
the lift and duration, the harder it is for the engine to produce plug fouling from the over-rich mixture had been blown out. To
vacuum. This makes it necessary to raise the idle speed to overcome this problem, the power valve or power piston
compensate. Sometimes you'll find the curb idle screw turned spring will have to be weakened or shortened. This can be
in as far as it can go and still the car has a hard time idling. done by clipping coils from the spring (see illustration). Re-
Because the vacuum is lower and the idle rpm require- move only 1/2 coil at a time so as not to take off too much.
ment is higher, the throttle plates must be opened for addi- The main jets that come with the carburetors are generally
tional airflow. Unfortun;:itely, since transfer slot exposure is in-
in the ballpark for most applications. Of course, this varieti with
creased, fuel flow is" also increased, which usually makes the the extent of engine modification. At any rate, the first changes
engine run too rich and makes adjustment difficult. The idle
that should be made to the air/fuel ratio in the main system
mixture screws are no longer useful, because the throttle should be made with the jets (see illustration), or on models
plates are opened too far and you lose vacuum at the idle that have metering rods, the jets and metering rods (see illus-
ports. The ability of the idle mixture screws to meter fuel is lost.
tration).
One way to close the throttle plates back down to partially
To provide a better response as the secondary throttle
cover the slots and still provide the additional airflow that is re-
plates open up, drill a series of four 0.030-inch holes, starting
8-4 Chapter 8 Selection and modification

8.5 There is a wide range of main metering jets available for all 8.6 Metering rods are available in different profiles to provide the
models, One of the easiest ways to keep all of them organized and correct amount of fuel enrichment at the desired point in the
undamaged is to get a pre-drilled and threaded holder from your power curve
local auto parts store or speed shop. The tool on the left Is a spe-
cial driver just for jet removal and installation. It captures the jet in
the end of the tool so there's no chance of damaging it.

at 1/4-inch from the bottom and about 3/32-inch apart,

through the secondary fuel feed tubes (see illustration). Also,
carefully drive the air bleed tubes into the air horn approxi-
mately 3/16 of an inch, so they protrude one-inch from the sur-
face of the air horn. This will reduce the restriction In the sec-
ondary fuel passages. Caution: Be careful not to distort the
orifices at the ends of these tubes.

Float bowl
A controlled fuel pressure is very important. The inlet pres-
sure should be between 7 and 8 psi at idle. Anything in excess
of that might have a tendency to create flooding problems by
overpowering the needle-and-seat assembly. It's recommend
that you use Viton needle unless the type of fuel being used is
one of the modern racing fuels where octane levels are in-
creased considerably or when octane boosters are used in 8. 7 To reduce restrictions in the secondary fuel passages, care-
proportions in excess of the manufacturer's suggested levels. fully drive the air bleed tubes in to a height of one-inch. The 0.030-
inch holes in the fuel feed tubes help to provide a better transition
In some cases, the use of these fuels will create problems by
as the secondary throttles are actuated.
attacking the Viton on the needle.

Accelerator pump The capacity oi the pump can be changed by boring out
The accelerator pump shooter size has a direct affect on the pump well and using a larger diameter pump cup, but this
the Initial off-line or ''launch" performance. If the initial acceler- modification must be performed by a machinist specializing in
ation produces a hesitation and then picks up, the pump carburetor modification.
shooter sfze should be increased. On the other hand, if the
pump shooter is too large. it may cause a bog or sluggish re- Secondary circuit
sponse from too much fuel. Another indication that the shoot- To modify the secondary circuit on a Quadrajet, you're
ers are too large is a puff of black smoke on acceleration. pretty much limited to changing the secondary metering rods
To alter the shooter size, you'll have to obtain a set of very and the opening point of the air valve. Jet sizes can't be exper-
small drills (approximately 0.0135 to 0.040-inch) and a pin vise. imented with, since the secondary circuit uses fixed orifices in-
Make changes only 0.002-inch at a time. When you have a stead of removable jets.
clean, instant throttle response when the throttle is opened up Before installing different secondary metering rods, try ad-
under a no-load condition, you'll know you have the right diam-
justing the opening point of the air valve. For high-performance
eter shooter orifices. applications, you'll want to adjust the air valve to open sooner,
The duration of the pump squirt can be changed by altering so the secondaries are actually effective in metering fuel
the duration spring tension. A weaker spring gives a longer du- sooner. There is an adjusting screw on the right sid~ of the air
ration, but a weaker shot of fuel. Increasing the tension on the valve shaft which controls the tension on the air valve spring
duration spring will give a shorter but harder injection of fuel. (see fllustration). By reducing the tension on this spring, the
 Chapter 8 Selection and modification 8-5

8.9 Some types of manifolds don't allow the use of a windage tray,
but most do. The advantage to these is that they keep hot oil from
contacting the bottom of the manifold. The cooler you can keep
the fuel mlxture, the more power your engine will make.

8.8 This Allen screw (right arrow) locks the adjusting screw (left
arrow) that controls the tension on the air valve spring. Reducing
the tension on this spring {loosening the adjusting screw) will al-
low the air valve to open sooner, which in many cases will be
enough to improve throttle response and secondary operation
without changing the secondary metering rods. The Allen screw
must be loosened before the adjusting screw can be turned {also,
it must be tightened before you let go of the adjusting screw)

air valve will open sooner and secondary fuel metering begins.
When making this adjustment, turn the adjusting screw out
m
0
about 118th turn at a time, until a slight bog appears as the
throttle is opened, then turn the screw back in 118th of a turn,
or enough to make the bog disappear. The bog results from a
too-lean condition, caused by too much airflow through the
8.1 O These are a few of the different types of insulator gaskets
secondaries.
found in a typical overhaul kit
There are over 90 different secondary metering rod
sizes/tip profiles which will enable you to fine-tune the operat-
ing characteristics of the secondary system. Tuning the sec-
ondary side will take time and patience. You'll have to experi-
ment with the size and shape of the tips on the rods to achieve
the desired fuel metering as the secondary throttle plates begin
to open and at wide-open throttle.
Heat
While heat isn't considered a modification, if it gets out of
control it will certainly modify the way the carburetor performs.
The ability to cool the fuel mixture has a direct impact on the
way the vehicle will run. The cooler the fuel mixture, the more
power that can be made from that mixture, since it will be more
dense.
There are several ways to keep the carburetor and fuel
isolated or insulated from the heat of the engine.
First, if you had the intake manifold off, before reinstalling
the intake manifold check to see if the manifold design will al-
low the installation of a windage tray between the heads (see
illustration) to keep hot oil from splashing against the bottom 8.11 This type of insulator acts more like a cooling "fin" rather
than an insulator. It's made from aluminum so it absorbs heat
of the manifold. This will keep the air/fuel mixture cooler just
quickly and spreads it over the large surface area, where the air
before it enters the combustion chambers. passing over it can dissipate the heat before it can all get up to the-
Second, there are a number of different carburetor base carburetor.
gaskets and spacers available to be used when installing the
carburetor on the intake manifold (see illustration). These are
made of different types of heat insulating materials. everything tween the manifold and carburetor (see illustration) that are
from paper to a phenolic composite. If space allows the instal- made of aluminum and act as a heat sink. The heat from the
lation of any of these, by all means use them to keep the car- manifold enters the shield before It reaches the carburetor and,
buretor (and ultimately the fuel mixture) cooler. because of the large surface area, dfssipates the heat quickfy.
Third, there are heat shields available from the manufac- Last, but one of the most over looked causes of unneces-
turer or from many aftermarket sources that are installed be- sarily preheating the fuel is the routing of the fuel lines and fil-
8-6 Chapter 8 Selection and modification
ters. Many people go to great fengths to buy all the right parts, tively large engines. Also, the engine In a heavy vehicle should
and do all the ''trick" stuff to their engines and overlook the de- be optimized for maximum torque in the low and middle rpm
tail work. Running fuel lines too close to headers or touching range, since it takes more torque to get a heavy vehicle moving
the engine block at some point creates a "hot spot," which if and to accelerate it.
severe enough can even cause vapor lock. New cars and trucks have low numerical axle ratios, lock-
Remember, nothing is so small or simple that It should be up torque converters, overdrives and more ratios in the trans-
overl0oked or taken for granted. The details are everything - missions to get good mileage and acceleration. One of the
they distinguish a prof.essional approach to doing a job versus best ways to Improve performance and economy at the same
the backyard "hack" repair that always seems to have to be time on an older vehicle is to install a transmission With more
done over and over again because of impatience and/or poor forward gears and a differential with better ratios than stock.
planning. Do it right and do 1t once. Frequently, these parts are available from late-model vehicles
at wrecking yards for reasonable prices.
Most racing engines run in a narrow range at high rpm and
don't need the flexibility low-speed torque provides. Many hot
Engine modifications rodders succumb to the temptation of putting a radical racing
camshaft or a huge carbu1·etor on an otherwise stock engine.
In these times of ever-increasing fuel costs, the belea- This increases the theoretical airflow capacity in one part of the
guered enthusiast is constantly reminded of the trade-offs re- engine without changing the flow characteristics of other com-
quired to drive a 'performance vehicle. It takes fuel to produce ponents. Since the components aren't matched, Intake air
horsepower, and the faster you go, the more you need. charge velocity slows down and fuel doesn't mix properly with
But performance and economy don't have to be mutually the air. The engine no longer has an optimum rpm band. This
exclusive. By properly matching components and careful tun- results in a gas-guzzling slug that isn't as fast as stock.
ing, you can improve the power and efficiency of the drivetrain Torque, usually measured in foot-pounds (ft-lbs) In the
to obtain the best of both worlds. USA, is a measure of the twisting force produced by the en-
Automotive designs are, by necessity, fraught with com- gine. Horsepower Is a measure of work done by the engine.
promises. Factory engineers must allow for wide variations in Torque (in ft-lbs) multiplied by engine speed (rpm) divided by
production line tolerances, driving techniques, low octane fuel, 5,250 equals horsepower.
carbon build-up, wear, emissions certification, neglect and Engines produce the most power from a given amount of
lack of maintenance while keeping costs down. fuel at their peak torque. This is the rpm the factory engine de-
Stock production passenger cars and light trucks are de- sign is optimized for. Peak horsepower Is achieved by spinning
signed for a balance between everyday stop-and-go driving the engine faster than this most- efficient speed. The torque
around town and cruising on the highway. The engines and peak always occurs at a tower rpm than the peak horsepower
drivelines are optimized for low and mid-range power rather (see illustration). Horsepower peaks when the gains made by
than high rpm peak horsepower. running faster are balanced by the losses caused by running
Engines are basically air pumps that mix fuel and air and above the optimum speed the engine components are tuned
produce power .from the combustion. Anything you can do to for.
increase the flow of air (assuming the fuel system is capable of You can tell a lot about an engine from its power specifi-
delivering sufficient fuel in the ·correct proportions) through the cations. On a high-performance engine, maximum horsepower
engine wlll increase power. Other ways to increase power will usually be higher than maximum torque, and peak power
and/or economy are to reduce weight, friction and drag. will occur at a relatively high rpm. Also, as a general rule, high-
Every engine Is designed to operate most efficiently in a performance street engines put out approximately one horse-
certain speed range (measured in revolutions per minute power per cubic Inch or better. For example, a hypothetical
[rpm]). The length a,:id diameter of the intake and exhaust ports standard engine might have 300 cubic inches of displacement,
and the Intake and exhaust manifolds (or headers) help deter- maxim!,Jm torque of 275 ft-lbs @ 3,000 rpm and 200 hp @
mine the power band of the engine. Long, small-diameter in-
take and exhaust runners improve low-rpm torque and de-
400 350
crease high-rpm power. Conversely, short, large cross-section Torque L--- ---........_
passages favor high rpm power. / - I/'

"'
17 ""'
The type and rating of intake and exhaust systems, the
camshaft. valve springs and lifters, ignition, cylinder heads, 250 I/
/ I/ I'\
-;;;-
250,
.o
valve diameters and bore/stroke relationship are matched at
the factory to ensure a good combination of economy, power,
I V Horsepower
'
~
w
driveability and low emissions. Additionally, the transmission
characteristics, differential gear ratio and tire diameter must all 100
VV 150 a:
:::,
0
I
work in harmony with the engine.
For street driving, low and mid-range torque is much more
V ~
useful (and economical) than theoretical ultimate horsepower
/
at extremely high rpm. A street-driven engine that produces 800 1800 2800 3800 4800
high torque over a wide range of rpm will deliver more average RPM
horsepower during acceleration through the gears than an en-
gine that delivers higher peak power in a narrow range of rpm. 8.12 Note how torque drops off before horsepower on this typical
Heavy vehicles with relatively small engines should have engine
lower gearing (higher numerically) than light vehicles with rela-
 Chapter 8 Selection and modification 8-7

8.13 Special chips are available for computer-equipped vehicles 8.14 Long-stroke crankshafts and oversize pistons can boost
torque and horsepower by increasing displacement

4,200 rpm. The high-performance version with the same dis- the vehicle.
placement might have 245 ft-lbs @ 3,800 rpm and 325 hp @ There are very few modifications that can be done to com-
5,600 rpm. Note: Late-model (about 1972 and later) engine puter-controlled vehicles without making them violate emission
horsepower ratings are net (with accessories connected) laws. Several aftermarket manufacturers produee intake mani-
whereas earlier models are rated for gross or brake horsepower folds, camshafts, exhaust systems and computer chips (see il-
(without accessories). Net ratings tend to be lower, but more lustration) that can increase the performance of late-model
realistic than the gross ratings. vehicles. Shop carefully and read the fine print to determine
Before you select components to modify your vehicle, you computer compatibility before you purchase any components.
should plan out realistically what you want it to do. Your engine If you are planning to rebuild your engine, you may want to
must be in excellent condition to start with, otherwise it will make many modifications during the overhaul. While the en-
quickly self-destruct. Check the condition of the engine thor- gine is apart, you can easily change the cylinder heads, pis-
oughly. If necessary, rebuild it now; you can include modifica- tons, connecting rods, crankshaft and camshaft. Modified
tions during the overhaul and it will cost less than if you did the cylinder heads can provide substantial gains in high rpm
work separately. power. For a mild street engine, a good three-angle valve job
Find out what the factory rated horsepower and torque and matching the intak"El ports to the Intake manifold will make
are, and at what rpm the peaks occur. Then determine what it run better without sacrificing driveability. Older engines can
rpm the engine Is turning at your usual highway cruising speed benefit from the addition of hardened valve seats and special
and what the gearing is. If your vehicle Isn't equipped with a valves to enable them to run on low-lead or unleaded gasoline.
tachometer, temporarily connect a test meter with long wires High-compression pistons Improve power and efficiency
run into the interior. To determine the axle ratio, check the tag at all speeds, but If you exceed about 9:1, premium fuel is nec-
on the differential. essary. Flat-top pistons produce a better flame front in the
Once you know these things, you can decide which way to combustion chamber than dished (concave) ones. Forged pis-
go. Generally, if you modify the vehicle so it has to run at tons are stronger than cast pistons; however, cast pistons
higher rpms and/or you want a large increase in power, expect work fine on the street.
to sacrifice a considerable amount of fuel economy and relia- Longer stroke crankshafts with matching connecting rods
bility. and large-bore pistons (see illustration) can increase horse-
Some of the more popular ways to dramatically raise power without sacrificing driveability or low-end torque. How-
power output are supercharging, turbocharging, nitrous oxide ever, if you intend to build a high rpm engine, don't get carried
injection or by swapping a much larger displacement engine away with this: long-stroke engines can limit high-rpm poten-
into the vehicle. There are many books devoted to each of tial.
these methods, and these subjects are beyond the scope of Before you assemble the engine, have an automotive ma-
a
this Chapter. chine shop blueprint and balance the parts; It's a way of find-
Depending on the year and model of your vehicle, you ing extra horsepower that doesn't require more fuel.
may be able to make substantial improvements in mileage In this Section we will discuss the pros and cons of vari-
through careful tuning, by changing axle ratios, tires, intake ous component changes and how they affect other parts of the
and exhaust modifications. camshaft replacement and ignition vehicle. Usually, If you change one part, you'll have to modify
improvements. Vehicles from the 1950s through the i'970s are or replace others that work in conjunction with it. Check the
most responsive to these changes, which must be carefully fuel mileage of your vehicle and measure performance carefully
planned and coordinated. with a stop watch before and after eacA modification to deter-
Newer computer-controlled models have many of these mine its effect. Test before and after under the same condi-
changes incorporated In them already and get better mileage tions on the same roads to ensure accuracy.
than their predecessors. They are so sensitive to modifications Many books and articles have been written on how to turn
that even a change ln tire diameter can affect the driveability of your street vehicle Into a race car by spending a fortune. Of
 8-8 Chapter 8 Selection and modification

Nose or Toe

-----
Base Circle

8.15 As the camshaft turns, the lobes push the valve lifters up

Foot or Heel
course, that leaves you back at square one, because you don't
have a vehicle to drive to work anymore. We will attempt to 8.16 Each portion of the camshaft profile has a specific name and
limit the discussion to modifications that can be done at home function
for a reasonable cost and that will not prevent the vehicle from
being used as daily transportation.
Make sure any modifications are legal according to the lat-
single camshaft design cannot provide maximum power from
est federal, state and local laws. Many states conduct "smog"
idle to redline. Like everything else ih a motor vehicle, camshaft
Inspections for street-driven vehicles. Removing or modifying
design is a compromise. If a camshaft is designed to produce
emission control systems is often illegal, ahd usually results in
gobs of low-end torque, good driveability and fuel economy, it
little or no improvements in power or economy. Besides, we all
have to breathe the air. Many jurisdictions forbid loud ex- must give up some peak horsepower at high rpm. Conversely,
camshafts designed for high rpm run poorly at idle and lower
hausts, too. Be sure to check with your state department of
engine speeds.
motor vehicles and state or local police regarding current regu-
lations. Before you can make an informed choice on camshaft se-
lection, you need to know some basic design parameters and
Camshaft selection terminology. Camshafts must be designed to work with a cer-
The camshaft is the mechanical "brain" of the engine (see tain type of valve lifter and must not be us_ed with any o~her
illustration). Jt determines when and how fast the valves will
type. There are three basic types of valve lifters: mechanical,
hydraulic and roller. Mechanical lifters, also known as solid or
open and close, and how long they stay open by pushing up
valve lifters with elliptical (egg-shaped) lobes as it turns (see il-
flat tappets, are the oldest, simplest and least expensive type.
lustration). Because of their light weight, mechanical lifters allow an en-
The camshaft, more than any other single part, determines gine to rev slightly higher before the valves float. The main dis-
the running characteristics (or "personality") of the engine. A advantages of mechanical lifters are the necessity of frequent
valve adjustments and the noise they produce.
Hydraulic lifters (see illustration) are the most common
type used in V8 engines. They have a small internal chamber
where engine oil collects and a check valve to prevent back-
flow. This feature allows the lifter to automatically compensate

8.17 Hydraulic lifters can be identlfied by the retainer clips in the

top (arrow)
8.18 Aftermarket roller lifters
 Chapter 8 Selection and modification 8-9

Intake Closes/ Exhaust opens

8.19 This end view of a typical camshaft profile shows the lift, duration, overlap and lobe center angle

for differences in valve lash, or clearance. Standard hydraulic amount of lift (or movement) that occurs at the valve. Actual
lifters are relatively inexpensive and are mafntenance-free; lobe lift measured at the camshaft is considerably less than net
however, at high rpm, they tend to pump up and float the lift. Up to about 0.50 Inch net lift, more lift produces more
valves. Special high-performance lifters are available which ex- power. Beyond this point, there are diminishing returns. High
tend the rpm range high enough for virtually any street ma- lifts also result in greater wear rates and premature failure of
chine. Hydraulic lifters are the most popular type of lifter used valve train components.
in performance street engines, and work well in most applica- Duration indicates how long a valve stays open and is
tions. measured In degrees of crankshaft rotation (remember that
Roller valve lifters (see illustration) are the best and most camshafts tum at one half of crankshaft speed). Long duration
expensive type available. They increase horsepower and im- increases high rpm power at the expense of economy, exhaust
prove fuel economy by reducing friction. Roller lifters are avail- emissions and low-end power.
able in both solid and hydraulic versions. If you can afford it, Comparing duration of different camshafts is difficult be-
buy a roller camshaft and lifters. Hydraulics are next best and cause not all manufacturers use the same method of measur-
mechanical are least desirable for a street engine. ing. Some companies measure duration from the exact point
Every engine has a certain speed it runs best at, which Is a where the valve lifts off the seat. This produces a higher num-
result of the "tuning" of components to achieve an optimum ber, but in practice, the fuel/air mixture does not begin to flow
flow velocity of air/fuel mixture. significantly until the valve has lifted a certain amount.
The main reason engines don't run at maximum efficiency Most camshaft experts have agreed to measure duration
throughout the power band is because air has mass, and starting and ending at 0.050 inch lift. This method produces a
therefore inertia. As engine speed increases, the amount of smaller number that Is more representative of flow characteris-
time available for the gases to enter and exit the combustion tics. For street use, cams having about 230-degrees of dura-
chamber becomes less. Camshaft designers compensate for tion (measured at 0.050 inch lift) work well. Be sure you know
this by opening the valves earlier and holding them open which method of measurement is being used when you com-
longer. But the valve timing that works well at low speed is In- pare camshafts from different manufacturers.
efficient at high speed. Overlap is a measurement of crankshaft rotation in de-
Several quantifiable factors determine camshaft charac- grees during which both the intake and exhaust valves are
teristics. The most important and widely advertised items are open. Like duration, long overlap also increases high rpm
UFT, DURATION and OVERLAP (see illustration). power at the expense of economy, exhaust emissions and low-
Lift is simply the amount of movement imparted by the end power.
camshaft lobe. Lift specifications can be confusing because Two factors influence valve overlap specifications. First
the rocker arms multiply the actual lift at the camshaft lobe by and easiest to understand is the amount of valve duration.
a ratio of approximately 1:1.5 to 1: 1.7. Most camshaft manu- Second is the lobe centerline angle or lobe displacement of the
facturers provide "net" lift specifications which Is the maximum camshaft.
 8-10 Chapter 8 Selection and modification

ENGINE SPECIFICATION QUESTIONNAIRE

NOH lo he filled (1uf 11nl~ ~hn~ 1 ui..t111111•1 !1nirt'1:l tht' rl'LOfllmt>n11Jf1on\ ol uur l, 1 t1111 1 d fl I I rt'1 1 l, 11 1 ,

ENGINE MAKE/MODEL: Year: _ _ _ _ Original Cubic Inches: _ _ __

Cylinder Bore Size; Stroke: _ _ _ _ _ _ _ _ Present Total Displacement: _ _ __
NUMBER OF CYLINDERS; (Circle) 2 4 V4 Flet4 6 V6 Straight 6 8 VS
ENGINE T:YPE: (Circle) OHV OHC DOHC L-HEAD
ROCKER ARMS: Make: _ _ _ _ _ _ _ Year: _ _ _ _ Rocker Arm Ratio: _ _ 0 Stock O Hi-Lift
VALVE SIZE: Intake: Exhaust: Stock Valve Size:_ _ _Valve stem die.: 3/8"-11/32"-5/16"
CARBURETORS: Make: _ _ _ _ _ Model: _ _ _ _ How Many; _ _ _ _ _ Jet Size: _ _ _ _ _ __
INTAKE MANIFOLD: Type: _ _ _ _ _ _ Model: Fuel Injection: _ _ _ _ _ _ __
CYLINDER Hi:ADS: Year/Type: _ _ _ _ _ _ Ported? _ _ _ _ _ _ Milled? _ _ _ _ __
PISTONS: Stock O Replacement D Brand: _ _ _ _ _ _ _ _ Compression Ratio: - - - - - - -
SUPERCHARGED O Ratio: _ _ _ _ TURBOCHARGED O Turbo Make/Type: _ _ _ _ _ _ _ __
CHASSIS: Make: - - - - - - - - - , Y e a r : - - - - - - Weight: - - - - - - - -
TYPE OF USE: 0 Street Use 0 Street & Strip O Dregstrip D Oval Track O Banked Oval O Merine
FOR STREET APPLICATIONS: 0
Max. Low Speed Torque & Economy O Fuel Economy + Performance
D
Passenger Car O Ven D Truck O Camper D Motorhome O Towing
0
Mostly City Driving O City & Highway O Mostly Highway Driving
Gear Ratio: _ _ _ _ Tire Size: _ _ _ _ _ _ Tire Diameter: _ _ _ _ _ _ Size of Track: _ _ _ __
RPM Range During Competition: _ _ _ _ to _ _ _ _ Type of Transmission: Auto Stall Speed: _
Is Idling Speed Important? _ _ _ _ _ _ Type of Fuel: _ _ _ _ _ _ _ _ Competition Class: _ _ _ __
ANY OTHER PERTINENT INFORMATION? _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

8.20 This questionnaire is typical of the information camshaft manufacturers need to choose the right camshaft for a specific application

The lobe center angle varies Indirectly with the overlap. Valve spring coil bind
That is, when overlap increases, lobe center angle decreases, Whenever a camshaft with higher lift than stock is In-
and vice versa. Increasing the angle generally increases low- stalled, the springs should be checked for coll bind. Due to the
end torque and reducing the angle improves high-rpm horse- increased travel, the valve spring coils may hit together (bind),
power. causing considerable damage.
Another area of design that affects camshaft characteris- Perform this check with the new camshaft and lifters in
tics is the lobe profile. The rate of lift, acceleration and rate of place and the valve covers off. The cylinder heads, rocker arms
valve closing are determined by the shape of the lobes and af- and push rods must be in place and adjusted. Using a socket
fect the way the engine runs. By opening and closing the and breaker bar on the front crankshaft bolt inside the lower
valves more quickly, cam designers can get more flow from a pulley, carefully turn the crankshaft through at least two com-
given amount of duration. plete revolutions (720-degrees). When the valve Is completely
Camshafts and valve train components must be matched open (spring compressed), try to slip a 0.010 Inch feeler gauge
to work together properly. In addition, you must carefully between each of the coils (see illustration). It should slip
match the camshaft/valve train to the other components used through at least two or three of the coils. If any spring binds,
on the engine and vehicle, especially the intake and exhaust, stop immediately and back up slightly. Then correct the prob-
gearing and transmission. lem before continuing. Usually, the valve springs must be re-
Most camshaft manufacturers have technical departments p1aced with special ones compatible with the camshaft.
that help customers determine the best camshaft and compo-
nents for their specific application. In order make accurate rec- Spring retainer-to-valve guide clearance
ommendations, they need complete information on the vehicle Sometimes high-lift camshafts will cause the valve spring
(see illustration). If you have a heavy vehicle with a relatively retainers to hit the valve guide. To check for this, rotate the
small engine, you must be conservative with the camshaft and crankshaft as descdbed above and check for guide-to-retainer
other components. Follow the recommendations of the interference (see illustration). There should be at least 1/16
camshaft manufacturers; they have done a lot of testing and inch clearance.
research.
Modified camshaft timing can result in valve-to-piston in- Piston-to-valve clearance
terference and severe engine damage. Be sure to check the Remove a cylinder head and press modeling clay onto the
following when you Install a camshaft with different specifica- top of a piston (see illustration). Temporarily reinstall the
tions than the original one: cylinder head with the old gasket and tighten the bolts. Install
and adjust the rocker arms and pushrods for that cylinder. Ro-
 Chapter 8 Selection and modification 8-11

Allow 1/ 16"
::;)o-dr"-..::.: .,;.~e-+~- to 1/8"
Safety Margin

8.21 Use a feeler gauge to check for coil bind

tate the crankshaft through at least two complete revolutions

I Li
8.22 Check for interference between the valve guide and the
spring retainer
(720-degrees). Remove the cylinder head and slice through the
clay at the thinnest point (see illustration). Measure the thick-
ness of the clay at that point. It should be at least 0.080 inch
thick on the intake side and 0.10 inch thick oh the exhaust
side. If clearance is close to the minimum, check each cylinder
to be sure a variation in tolerances doesn't cause valve-to-pis-
ton contact.
Degreeing the camshaft
Every manufactured part has a design tolerance, and
when several parts are put together, these tolerances can
combine to create a significant error, called tolerance stacking.
A lot of power can be lost by assembling an engine without
checking and, if necessary, correcting the camshaft timing.
The first step is to find true Top Dead Center (TDC}; origi-
nal factory marks can be off by several degrees. Remove the
number one spark plug. Using a socket and breaker bar, rotate
the crankshaft slowly in a clockwise direction until air starts to
blow out of the spark plug hole. Stop rotating the crankshaft at

•
this point.
Obtain a positive stop tool (see illustration). Screw It into
the number one cylinder spark plug hole; it prevents the piston 8.23 Press the modeling clay onto a piston where the valves come
from going all the way to the top of the bore during this proce- close to the piston crown
dure.

8.24 After the clay is compressed, cut through it at the thinnest 8.25 You can buy a positive stop from a speed shop or fabricate
point and measure it's thickness at that part one yourself
8-12, Chapter 8 Selection and modification

8.26 Mount a degree wheel on the front of the crankshaft and in- 8.27 Mount a dial indicator in line with the pushrod, as shown
stall a pointer as shown

8.28 Buying a complete camshaft kit ensures com-

patibility of components

8.29 Roller rocker arms reduce friction, add horse-

power and ensure more stable valve lash

Mount a degree wheel securely to the front of the tate the crankshaft to true TDC and check the factory mark. If it
crankshaft and fabricate a pointer out of coat hanger wire (see is off by a degree or more, correct the factory timing marks.
illustration). Rotate the crankshaft very slowly in the same di- Now that you've found true TDC, you can check camshaft
rection (clockwise when viewed from the front} until the piston timing in relation to your crankshaft. Advancing the camshaft in
touches the stop. Note: Use a large screwdriver on the teeth of relation to the crankshaft improves low-end performance and
the flywheel!driveplate to turn the crankshaft; othervvise you retarding the camshaft benefits high-rpm performance at the
may disturb the degree wheel. Note what number the pointer expense of low-end performance. Whenever cam timing is
aligns with and mark the degree wheel with a pencil. changed, ignition timing must be reset, and valve-to-piston
Now rotate the crankshaft slowly in the opposite direction clearance should be checked if a large change is made.
until it touches the stop. Again note what number the pointer Read the specification tag included with the camshaft, it
aligns with and mark the degree wheel with a pencil. True TDC should have the opening and closing points (in degrees) of the
is exactly between the two marks you made. intake and exhaust valves at 0.050 inch lift. Note: This is the in-
Double-check your work, remove the piston stop, then ro- dustry standard; if the cam manufacturer uses a different lift,
 Chapter 8 Selection and modification 8-13

fo!fow their recommendations. lations apply to your vehicle, you can still pick up some addi-
Begin this check with the engine on true TDC and the de- tional power by adding dual exhaust while still retaining the
gree wheel set at zero. Mount a 0-to-1 Inch dial indicator on original type manifolds.
the intake pushrod of the number one cylinder as shown (see Several good cast iron manifolds were used on high-per-
illustration). The dial Indicator shaft must be in exact align- formance and police models, especially in the 1960s. On
ment with the centerline of the pushrod. Preload the indicator small-block engines, the "ram's horn'' design used in the 50's
stem about 0.1 00 inch and then reset the dial to zero. Note: If and 60's flows very well. Manifolds designed for Corvette are
the cylinder heads are not installed, mount the indicator so it usually better than others. These may still be available from
presses against the lifter. your dealer or a salvage yard. If you Intend to use these on a
Rotate the crankshaft clockwise until 0.050 inch move- different body style than they were originally designed for, be
ment occurs at the dial Indicator. Note the position of the sure there is enough clearance and the outlet is in the right
pointer in relation to the degree wheel. Record your reading place.
and continue rotating the crankshaft until the lifter again re-
Aftermarket headers
turns to 0.050 inch lift. Record this reading.
Repeat the above procedure on the adjacent exhaust Tubular steel exhaust headers generally provide increases
valve lifter and record the results. Compare the readlngs to the in power without significant changes in fuel economy. They do
camshaft timing specification tag. If you want to be really thor- this by allowing the exhaust gases to flow out of the engine
ough, check every cylinder - camshaft machining can be im- more easily, thereby reducing pumping losses. Headers also
perfect in some cases. "tune" or optimize the engine to run most efficiently in a certain
The readings you have taken may be two to four rpm range. They do this by using the inertia of exhaust gases
crankshaft degrees off of the timing tag figures. If this Is the to produce a low-pressure area at the exhaust port just as the
case, there are probably slight errors in the dowel pin hole lo- valve is opening. This phenomenon, known as scavenging, can
cation on the camshaft sprocket. These variations can be cor- be exploited by choosing headers of the correct type, length
rected by using an offset cam sprocket bushing. These are and diameter to match your engine type, driving style and vehi-
readily available in speed shops and from camshaft manufac- cle.
turers. Follow the instructions provided with the kits. Note: Header manufacturers produce a large variety of headers
Some cam manufacturers build in one or two degrees of ad- designed for different purposes. Most of them provide detailed
vance to compensate for timing chain wear. Information, recommendations and specifications on their
products to assist you fn ~electing the right headers for your
Matching valve train components application. Some companies also have technical hotlines to
Most camshaft manufacturers sell camshaft kits (see il- answer customer questions.
lustration) that include the matching lifters, valve springs,
Types
pushrods, retainers and sometimes even the rocker arms. Pur-
chasing all of the components from the same source, ensures Most headers come in a conventional four-Into-one design
compatibility of the parts. Also, if you have a problem, it's eas- (see illustration). This means that all four pipes on one side of
ier to deal with only one manufacturer. the engine come together inside a large diameter collector
pipe. These four-into-one designs tend to produce more peak
Precautions power at high rpm at the expense of low and mid-range
On hydraulic and mechanical lifter camshafts, don't install torque.
used lifters on a new camshaft. Used roller lifters may be in- Another, less common approach to header design is com-
stalled on a new camshaft designed for roller lifters if the lifters monly known as ''Tri-Y" because of their appearance. The ini-
are in good condition; however, it's always best to replace all tial fo.u r pipes are paired into two pipes and then these are
components at the same time. paired again into one pipe at the collector. This design pro-
Apply a generous coating of assembly lube to all compo- vides more low and mid-range power, but sacrifices a slight
nents prior to installation. Follow the manufacturer's instruc- amount of horsepower over about 6,000 rpm compared to the
tions and don't take any short cuts. Let the cam and lifters four-into-one design.
break in, then change the oil frequently.

Rocker arms
Installing roller rocker arms (see illustration) is an easy
way to gain a few horsepower and improve mileage by reduc-
ing friction. Roller rockers are available from many manufactur-
ers and are compatible with all types of lifters. Buy a known
quality brand and use quality hardware and pushrods to com-
plete the installation.

Exhaust modifications
Stock manifolds
The original stock cast iron exhaust manifolds are quiet,
sturdy, compact and you probably already have them. If you
intend to modify your vehicle only slightly, they II probably
work fine.
Smog regulations in some areas prohibit the use of after- 8.30 Four-into-one headers are the most common type
market tubular headers with catalytic converters. If these regu-
8-14 Chapter 8 Selection and modification

One of the more recent developments in exhaust system Also, look for header kits that have adapters for heat riser
technology is the Anti-reversion (or AR) header. They have a valves and automatic choke heat tubes. Some models with air
small cone inside the pipe near the cylinder head that prevents pumps need threaded fittings in the headers to mount the air
reflected pressure waves from creating extra backpressure. injection rails. If your vehicle has an exhaust gas oxygen sen-
The AR design also allows the use of larger diameter tubing sor, be sure the replacement headers have a provision for
without sacrificing a lot of low-end torque. Anti-reversion head- mounting the sensor.
ers broaden and extend the torque curve and improve throttle After the headers are installed, the fuel mixture may be too
response. lean. Carbureted models usually require rejetting, and some
fuel-injected engines may need fuel system adjustments. Test
Length and diameter the veh.icle on an engine analyzer after installation and tune the
Selection is not an exact science, but rather a series of engine as necessary; failure to do so may result In driveability
compromises. Generally, long tubing and collector lengths fa- problems and/or burned valves.
vor low-end torque and shorter lengths produce their power in
the higher rpm range. Larger diameter tubing should be used Disadvantages
on large displacement engines and smaller cross-section tub- Headers have several disadvantages which should be
ing should be used on smaller displacement models. considered before you run out and buy a set. Because of their
Most street headers have primary tubes that are 30 to 40 thin tubing construction, headers emit more noise than cast-
inches long. Primary tube diameter should be about the same iron exhaust manifolds. Most headers produce a "tinny" sound
as exhaust port diameter. For small block engines this Is about in and around the engine compartment and some also produce
1 5/8 in.. On big block engines, 1 7/8-inch is typical. The col- a resonance inside the vehicle at certain engine speeds.
lectors are usually about 10 to 20 inches long and three to four Tubular headers also have more surface area than cast-
inches In diameter. iron manifolds, so they give off more heat to the engine com-
partment. Engines with stock manifolds transmit this heat into
Component matching the exhaust system Instead.
It's also important to match the characteristics of the in- Another drawback is port flange warpage. Some lower-
take and exhaust systems. Keep In mind that heavier vehicles quality headers have thin cylinder head port flanges which are
with relatively small engines need more low-end torque and more prone to warpage and exhaust leaks. Compare the thick-
higher numerical gearing to launch them than lighter vehicles ness of the flanges on various brands and also check the gas-
with larger engines. Follow the manufacturer's recommenda- kets and hardware supplied with the kits. The gaskets should
tions to ensure that you obtain the correct model for the appli- be fairly thick and well made and the hardware should be of a
cation. high grade and fit your application. Look for the best design
Open-plenum, single-plane Intake manifolds with large, and quality control. Before you install headers, check the
high-CFM carburetors should only be used with four-into-one flanges for warpage with a straightedge, and if warpage is ex-
headers designed for high rpm. This combination should also cessive, return them before they are used.
include a high-performance camshaft matched to the other If you live In the "Rust Belt," be prepared for corrosion.
components and a fairly high numerical gear ratio. Regular paint will quickly burn off and rusting will begin. Before
If you want a more tractable street engine, you may want installation, thoroughly coat the headers with heat-resistant
to go for a 180-degree dual-plane manifold with a somewhat paint, porcelainizing or aluminizlng spray.
smaller carburetor and Tri-Y" type headers or four-into-one Aftermarket tubular exhaust headers are not approved for
headers with relatively long tubes. A mid-range camshaft use on catalytic converter-equipped vehicles in California and
would help complete the package. some other jurisdictions (engines equipped with tubular head-
Buying tips ers from the factory are approved). Additionally, vehicles origi-
nally equipped with air injection tubes in the manifolds must re-
Be sure to check the manufacturer's literature carefully to
tain this system. Check the regulations in your area before you
determine if the headers will fit your vehicle and allow you to
remove the original manifolds.
retain accessories such as power steering, air conditioning,
power brakes, smog pumps, etc. Note if there is sufficient
clearance around the mounting bolts for a wrench. Also, some Exhaust systems
headers interfere with the clutch linkage on manual transmis- Substantial gains in both performance and economy
sion models, so check for this, if applicable. throughout the rpm range can be obtained by properly modify-
Some applications require the engine to be lifted slightly or ing the stock exhaust system. The less restriction, the more ef-
even removed to allow header installation. Find out how the ficient the engine will be. By increasing the flow capacity, you
mufflers and tailpipes connect to the headers, also. Most in- can unleash the potential horsepower in your engine.
stallations require some cutting and modifications to the exist- The original mufflers, pipes and catalytic converters on
ing exhaust system, which may require a trip to the muffler most vehicles have small passages and tight bends. Perhaps
shop. Check the instructions, ask questions and know what the most difficult task when choosing exhaust components for
you are getting into before you purchase any components. a performance street vehicle Is to make the system reasonably
Don't let poor planning get you stuck with a ticket for driving to quiet while still having low restriction. Also, vehicles originally
the muffler shop with open headers! equipped with catalytic converters won't pass emissions in-
Most headers don't come with heat shields like stock spections if the catalysts are removed.
manifolds do and tend to melt original spark plug wires and Before you purchase a new exhaust system or individual
boots. Plan on purchasing a set of heat-resistant silicone spark components, you need to know what is available and the pros
plug wires and boots, along with the necessary wire holders or and cons of various items. Determine what you want your vehi-
looms to keep them away from the headers. cle to be like, what your budget is, then design a balanced sys-
 Chapter 8 Selection and modification 8-15

tern that meets your requirements. also too loud to meet most noise regulations and they vary
Many special parts and even complete high-performance greatly in quaJity and performance.
systems are available for some popular models. If you have a
less-common vehicle, you may have to devise a system com- Turbo mufflers
posed of "universal" parts or use Items originally designed for Originally, factory engineers designed a large, high flow
other vehicles. muffler for use on the turbocharged Chevrolet Co~vair. Hot
If you intend to do the modifications on your vehicle your- , rodders found out and started using them for all sorts of vehi-
self, find a level concrete area to work. Raise the vehicle with a cles. The name "turbo muffler" was first applied to these Cor-
floor jack and support it securely with sturdy jackstands. vair parts and gradually became generic, covering all high-flow
Warning: Never work under a vehicle supported solely by a oval shaped mufflers.
jack! Turbo mufflers (see illustration) offer the best features of
Most exhaust system work requires only a small number stock and glasspack mufflers. They are simply high-capacity
of common hand tools. Sometimes, special equipment such as mufflers that have low restriction without making much more
an acetylene torch, a pipe expander or pipe bender will be nec- noise than the original units. Today, virtually every muffler man-
essary. Muffler shops usually have this equipment and can ufacturer sells a "turbo" muffler. They have expanded coverage
modify, fabricate and Install custom exhaust systems. But re- to include many models; there should be one to fit your appli-
member, the more work you do yourself, the more money you cation.
can save. Exhaust crossover pipes
One of the easiest ways to reduce backpressure and in-
Every dual exhaust system should have an exhaust
crease flow capability is by adding dual exhaust. This effec-
crossover pipe located upstream of the mufflers. This tube bal-
tively doubles the capacity of the exhaust without making the
ances the pulses between the two sides of the engine and al-
vehicle appreciably louder. Sometimes you can reuse most of
lows excess pressure from one side to bleed off into the oppo-
the original parts on one side and install new parts on the
site muffler. This reduces noise and increases capacity. Be
other. If your vehicle is required to have a catalytic converter,
sure that any system you purchase incorporates this design,
you can install one on each side of the system to stay within
which improves power throughout the rpm range.
the law.
As a general rule, mufflers and pipes with large Inlet and Stainless steel
outlet openings can handle more flow volume than smaller Stamless steel mufflers and pipes are preferable to regular
ones, all other factors being equal. Also, shorter mufflers are steel ones if you plan to keep your vehicle for a long time
usually louder and have less restriction than longer ones. So and/or do a lot of short-trip driving. Several specialty manufac-
keep this in mind when choosing mufflers. turers produce ready-made and custom-built exhaust compo-
Conventional or original equipment mufflers nents from stainless steel. These parts are extremely resistant
to corrosion and most are warranteed for the life of the vehicle.
This is the type your vehicle came with from the factory,
They usually cost several times more than standard compo-
They are usually of reverse flow construction, and are quite
nents, so consider that when you make a purchase decision.
heavy and restrictive. The only time you should consider using
these is If you are adding dual exhaust and want to match the Pipe diameter
original muffler to save money. Exhaust pipe diameter is measured inside the pipe. Small
Glasspack mufflers increases in diameter result In large increases in flow capacity.
As a general rule, small block engines displacing 5.0 to 5.8
Glasspack mufflers (see illustration) are usually less ex-
liters run well with 1-7/8 to 2-inch diameter exhaust pipes, with
pensive than conventional or "turbo" mufflers, and have less
the more powerful ones using 2-1/4 inch. Engines over 6.5
restriction than original equipment types. Unfortunately, they're
liters almost always use 2-1/4 to 2 1/2-inch pipes.

Ji
8.31 Glasspack mufflers use a " straight through'' design - the 8.32 Turbo mufflers have large passages and high flow capacity
larger diameter portion is packed with fiberglass or a similar ma-
terial to help deaden noise
8-16 Chapter 8 Selection and modification

8+ TERMINAL

CONNECT TACHOMETER
FROM THIS TERMINAL
TO GROUND
TACH TERMINAL
ISOME TACHOMETERS 8.34 A typical points-type Ignition distributor
MUST CONNECT FROM
THIS TERMINAL TO
ENERGIZER POSITIVE l+I.
CONSULT TACHOMETER
MANUFACTURER.). Some of the more recent model vehicles have knock sen-
sors mounted in the block that detect any pinging and signal
8.33 A typical Chevrolet electronic ignition distributor the ignition control module to retard the spark timing until the
noise goes away. This feature also allows the ignition timing to
advance for higher octane fuel and to retard if pinging is de-
tected due to lower octane. Don't tamper with this system; it
Ignition systems works well as it is.
Pre-1975 model engines were equipped with point-type Every ignition upgrade should include a new, high-quality
distributors. Standard models came With single-point distribu- distributor cap, rotor, spark plugs and ignition wires (and new
tors, while high-performance models often have dual-point points and condenser, if equipped). For street machines, use
versions. If your engine has a single-point distributor, it will radio interference suppression wires (TVRS); the solid
probably benefit from an aftermarket performance-oriented re- non-suppression wires will wipe out radio reception (for you
placement unit. and cars and houses near you) and won't provide a measur-
Breakerless electronic ignitions available in the aftermar- able gain in performance. Use clips to keep the wires apart.
ket and those installed by the factory since 1975 (see illustra- Long parallel runs can cause induced crossfire.
tion) make conventional point-type distributors outmoded (see A quality high-performance ignition coil is a nice extra. Be
illustration). However, all non-computer controlled ignitions sure to get one that is compatible with the rest of the ignition
can benefit from being checked and the advance curve system.
prepped by an ignition shop on a distributor tester. If your en-
gine has a high-performance dual-point distributor, you may
Intake manifolds
want to retain it to keep the engine original. Stock distributors
A new intake manifold can unlock a considerable amount
use an advance curve that is a compromise between economy,
low-octane fuel and emissions. For most applications, total of power and improve economy at the same time if it is se-
spark advance should not exceed 38-degrees. So if the cen- lected properly. Another benefit of using a high-performa!lce
trifugal advance in the distributor produces 28-degrees ad- manifold is the low weight of aluminum compared to the origi-
nal cast-iron units.
vance at the crankshaft, initial timing should be about 10-de-
grees BTDC. Although exotic multi-carburetor high~rise and cross-ram
manifolds look great, for street use, simple is better. Almost all
Be very careful when you vary significantly from original
specifications. Too little advance results in lost power, over- current high-performance street manifolds are topped off with
a single four-barrel carburetor. These provide power with
heating and reduced fuel economy. Too much advance can
cause internal damage to the engine and high exhaust emis- economy and reliability at relatively low cost. Multiple carbure-
tor setups are expensive to buy and difficult to tune and main-
sions. Be sure the timing is not advanced to the point where
the engine pings continuously under load. A slight rattle when tain. A single, properly selected carburetor will provide all the
flow necessary for a street engine.
you accelerate is normal, but continued pinging will damage
pistons, rods and bearings. Intake manifolds, like many other parts of the engine, are
"tuned" to perform best in a certain rpm range. Gene~ally,
If you have a late-model vehicle with computer-controlled
manifolds with long runners produce more low rpm torque and
electronic ignition, about the only thing you can do is install an
manifolds with relatively short runners increase high rpm
aftermarket control module. Some of these will cause a vehicle
to fail an emissions test; check with the manufacturer of the horsepower
product before you buy. There are two basic Intake manifold designs available for
street machines, single plane and dual plane, also known as
 Chapter 8 Selection and modification 8-17

180 oaf/Ml

8.35 On 360-degree designs, all of the runners feed from a single

chamber (or plenum) - on 180-degree designs, ha lf the runners 8.36 A typical dual-plane manifold
connect to one plenum and half to the other

360-degree and 180-degree designs (see illustration).

Virtually all stock VS intake manifolds use the dual-plane
design because they enhance low and mid-range power, econ-
omy, driveability and produce low emissions. Dual plane-mani-
folds (see illustration) are divided so every other cylinder in
the firing order is fed from one side of the carburetor and the-
remaining cylinders are fed from the other side. This effectively
improves intake velocity and throttle response at low and mid-
range rpm at the expense of some top-end power.
On single-plane (360-degree) intake manifolds (see illus-
tration), all of the intake runners are on the same level and ap-
proximately the same length. This helps improve mixture distri-
bution, which is a problem with some dual-plane manifolds.
Recently, single-plane manifolds have been designed with bet-
ter low and mid-range performance. If you want increased mid 8.37 A typical single-plane manifold
and top-end power instead of low and mid-range torque, a sin-
gle-plane manifold may be the way to go. Keep in mind,
though, that the most usable power produced by an engine Is
in the low and mid rpm range. However, the engines must be identical to the engines listed in
Intake manifolds are available in low, mid and high-rise the tests to produce the same amount of power. All of the
versions. The low-rise type is designed to fit under low hood components must work together for best results.
lines and generally sacrifices some power relative to the higher Once you decide on the basic type (single-plane or dual-
rise type. For most applications, if there is enough hood clear- plane) and rpm range, you must get the right manifold to fit
ance, go with the high-rise type. your engine and carburetor. If the carburetor currently on the
There are two other common designs that you should engine is in good condition and meets your needs, you can re-
know about, which are used primarily for racing. Unfortunately, tain it and save money. If the carburetor Is defective or doesn't
these manifolds, decrease low-end performance, driveabllity suit the application, now is the time to change it.
and fuel economy and increase exhaust emissions. The intake manifold mounting flanges for various carbure-
The cross-ram manifold mounts two four-barrel carbure- tors are different, so you must decide what carburetor to use
tors side-by-side, Instead of one in front of the other. Each car- before you buy a manifold. For example, spread bore and reg-
buretor feeds the cylinders on the opposite bank and provides ular bore carburetors have different bore sizes and bolt pattern
a "ram-tuning" effect. spacing.
Tunnel-ram manifolds also mount two four-barrel carbure- Many performance enthusiasts over-carburate their en-
tors, but they are installed in-line instead of side-by-side. They gines, which hurts throttle response, economy and emissions.
look wild on "Pro-street'' cars with the carburetors sticking The carburetor must be matched to the manifold and the en-
through the hood, but don't work well on street-driven vehi- gine for best results.
cles. Be sure to match the manifold characteristics with the
There are a bewildering number of high-performance fac- overall theme and purpose of your vehicle. Carburetor manu-
tory and aftermarket intake manifolds available for carbureted facturers spend countless hours testing their products on
engines. Manufacturers provide a wealth of Information in their dynomometers testing flow (CFM) and performance variations
catalogs to assist the buyer in making an Informed purchase. with every modification and adjustment change. Some compa-
8-18 Chapter 8 Selection and modification

8.38 Some companies make kits with compatible camshafts and 8.39 If your vehicle is equipped with EGA, make sure the certified
intake manifold combinations aftermarket intake manifold you select has a mounting point for
the EGR valve (arrow)

nles sell matched camshaft and manifold kits (see illus- celerator linkage to allow full throttle opening and check for
tration). Before you plunk down your hard-earned cash, find binding and sticking before starting the engine.
out from the manufacturer what the manifold is designed to do Be sure there is sufficient fresh oil and coolant in the en-
and what it will be like on your engine. gine. Run the engine, set the ignition timing, adjust the carbu-
Emission-controlled models may be required to have a retor and check for oil, fuel and coolant leaks.
functional Exhaust Gas Recirculation (EGA) valve. Some after-
market manifolds don't have a provision for EGA; this could
cause you to fail an emissions test. Also, many engines ping
under load when the EGA is disconnected. Emission considerations
Make sure the manifold has exhaust crossover passages
to improve warm-up driveability. Without these, the engine will Can you modify an emissions-controlled
hesitate and stumble until it is fully warmed up. vehicle?
Sometimes replacement manifolds require different throt-
tle linkage and rnounting hardware. Some engines have a Basically, yes!, so long as you leave all emissions systems
choke stove and many have numerous vacuum fittings. Be intact and the EPA (or, if you live in California, the California Air
sure the parts are readily available in kit form or separately be- Resources Board [CARS]) has certified all the components
fore you purchase a manifold. you're planning to install. Note: The components must.be cer-
A few aftermarket intake manifolds are available for throt- tified for use on your particular vehicle. Although, anything you
tle body and port-injected engines. Most of these are designed do on the vehicle can be considered "tampering".
to improve power and economy while still remaining "smog" What is tampering?
legal. Check local regulations before modifying any emission- EPA regulations and many state laws prohibit tampering
controlled vehicle. with the emissions components originally installed on the vehi-
Installation tips cle. They also prohibit replacing an emissions-related compo-
Always use new gaskets and seals during installation. Fol- nent with a non-original component, unless that component
low the instructions provided with the gasket set and the Intake has been specifically certified for use on the vehicle. "Emis-
manifold and use quality, name-brand products. sions-related" components are any components that have an
If the cylinder heads have been resurfaced, be sure to effect on emissions. Although their primary function is not
have the machine shop mill the manifold surfaces to prevent emissions control, authorities consider many engine, fuel and
leaks. exhaust system components to be emissions related. These
Aluminum manifolds are slightly more prone to warpage include camshafts, intake and exhaust manifolds, air cleaners
and carburetors or fuel-injection systems. Even aftermarket re-
than their cast-iron counterparts. Follow the recommended
tightening procedure, which is usually an alternating sequence placement computer chips must be certified for use in the ve-
hicle.
from the center toward the ends, working from side-to-side.
Use a torque wrench to tighten the fasteners to the torque Tampering with emissions system components (for exam-
specified by the manifold manufacturer ple, removing an air pump, disconnecting an EGA vacuum
Install a new thermostat and gasket whenever you replace hose or even replacing an air cleaner with an aftermarket unit
the intake manifold. Use the correct heat range thermostat for that doesn't have the original emissions provisions) is not only
the vehicle. Most emission-controlled models use a 195-de- illegal, It can decrease your engine's performance. Vehicles
gree F. thermostat. Earlier models generally use a 180-degree designed for operation with emissions control devices often
unit. run better when the systems are hooked up and working prop-
erly. This is particularly the case with newer, computer-con-
After the installation is complete, carefully adjust the ac-
 Chapter 8 Selection and modification 8-19

8.40 Computer-controlled ignition systems like this one can give a 8.41 If you have an air injection system on your vehicle and the in-
' slight increase in performance and fuel economy to vehicles that jection tubes are threaded into the exhaust manifold, make sure
don't already have a computer - check to be sure they're certified the certified exhaust headers you select have provisions for
for use on your vehicle mounting the tubes in the same place (arrows), and ...

trolled vehicles In which the computer uses information from

the emissions systems to control the engine's operation.
Since most smog Inspections Involve a visual inspection
as well as exhaust gas analysis, you'll be caught if you tamper
with your emissions systems or emissions-related compo-
nents. And there's usually no limit on how much you have to
spend to correct components that have been tampered with;
you'll have to put everything back the way it was, regardless of
cost, or you won't get registered.
And don't figure you can fool the inspectors. They have
on-line information or books that tell what equipment must be
installed on the vehicle, and inspectors are usually pretty good
at spotting non-original equipment, such as a non-certified
high-performance carburetor.
Don't fall into the trap of figuring you can change a
camshaft without worry, since it's inside the engine and won't 8.42 ... if your vehicle is equipped with an oxygen sensor, be sure
be found on a visual inspection. Many long-duration camshafts to use the collector on the end of the header that has a mounting
cause the engine to emit excessive pollutants at idle. You may hole for the sensor (arrow)
pass the visual inspection, but you might fail the exhaust anal-
ysis. Considering the amount of work and expense involved In
replacing a camshaft, it pays to make sure it Is certified for use ponents include carburetors, Intake manifolds, electronic igni-
in your vehicle. tion systems, exhaust headers and camshafts (see illustra-
tions). Avoid components that are for racing use only. These
What modifications can you make?
often say "for off-highway use only" or "not for use in pollution-
Aftermarket equipment controlled vehicles" in their product literature. It you doubt any
Many aftermarket manufacturers offer equipment that is piece of equipment, check with the manufacturer to see if the
designed for use on emission-controlled vehicles. These com- component is EPA or GARB certified.
8-20

Conversion factors
Length (distance}
Inches (In) X 26.4 = MIiiimetres (mm) X 0.0394 = Inches (in)
Feet (ft) X 0.306 = Metres (m) X 3.281 = Feet (ft)
Miles X 1.609 = KIiometres (km) X 0.621 =Miles

Volume (capacity)
Cubic inches (cu In; in3 ) X 16.387 = Cubic centimetres (cc; cm3 ) X 0.061 = Cubic inches (cu in; ln3 )
Imperial pints (Imp pt) X 0.568 = Litres (I) X 1 .76 = Imperial pints (Imp pt)
Imperial qu!\rtS (Imp qt) X 1.137 = Litres {I) X 0.88 = Imperial quarts (Imp qt)
Imperial quarts (Imp qt) X 1.201 = US quarts (US qt) X 0.833 = Imperial quarts (Imp qt)
US quarts (US qt) X 0.946 = Litres (I) X 1.067 = US quarts (US qt)
Imperial gallons (imp gal) X 4.646 = Litres (I) X 0.22 = Imperial gallons (Imp gel)
Imperial gallons (Imp gal) X 1.201 = US gallons (US gal) X 0.833 = Imperial gallons (Imp gal)
US gallons (US gal) X 3.785 = Litres (I) X 0.264 = US gallons (US gal)

Mass (weight)
Ounces (oz) X 28.36 = Grams (g) X 0.036 Ounces (oz)
Pounds (lb) X 0.454 = Kilograms (kg) X 2.205 = Pounds (lb)

Force
Ounces-force (ozf; oz) X 0.278 = Newtons (N} X 3.6 = Ounces-force (ozf; oz)
Pounds-force (lbf; lb) X 4.448 = Newtons (Nl X 0.225 = Pounds-force (lbf; lb)
Newtons (N) X 0.1 = KIiograms-force (l<gf; kg) X 9.81 = Newtons (NJ

Pressure
Pounds-force per square inch X 0.070 = KIiograms-force per square X 14.223 = Pounds-force
2
per square Inch
(psi; lbf/in2 ; lb/in 2 ) centimetre (kgf/cm 2 ; kg/cm 2 ) 2
(psi; lbf/ln ; lb/in )
Pounds-force per square Inch X 0.068 = Atmospheres (atm) X 14.696 = Pounds-force per square Inch
(psi; lbf/in2 ; lb/ln 2) (psi; lbf/ln2 : lb/in2 )
Pounds-force per square inch X 0.069 = Bars X 14.5 = Pounds-force per square Inch
(psi; lbf/ln 2 ; lb/ln2 J (psi; lbf/in2 ; lb/in2 )
Pounds-force per square Inch X 6.895 = Kllopascals (kPa) X 0.145 = Pounds-force per square Inch
(psi; lbf/in 2 ; lb/in2 ) (psi; lbf/ln 2 ; lb/in2 )
Kllopascals (kPa) X 0.01 = Kilograms-force per square X 98.1 = Kilopascals (kPa)
centimetre (kgf/cm2 ; kg/cm2 )

Torque (moment of force}

Pounds-force Inches X 1.152 = Kilograms-force centimetre X 0.868 = Pounds-force Inches
(lbf In; lb In) (kgf cm; kg cm) (lbf In; lb in)
Pounds-force Inches X 0.113 = Newton metres (Nm) X 8.85 = Pounds-force Inches
(lbf in; lb in) (lbf in; lb in)
Pounds-force Inches X 0.083 = Pounds-force feet (lbf ft; lb ft) X 12 = Pounds-force Inches
(lbf In; lb In) (lbf in; lb In)
Pounds-force feet (lbf ft; lb ft) X 0.138 = Kilograms-force metres X 7.23'3 = Pounds-force feet (lbf ft; lb ft)
(kgf m; kg ml
Pounds-force feet (lbf ft; lb ft) X 1.356 = Newton metres (Nm) X 0.738 = Pounds-force feet (lbf ft; lb ft)
Newton metres (Nm) X 0.102 = Kilograms-force metres X 9.804 = Newton metres (Nm)
(kgf m; kg m)

Power
Horsepower (hp) X 745.7 =Watts (W) X 0.0013 = Horsepower (hp)
Velocity (speed)
Miles per hour (miles/hr; mph) X 1.609 = Kilometres per hour (km/hr; kph) X 0.621 = Miles per hour (miles/hr; mph)

Fuel consumption*
Miles per gallon, Imperial (mpg) X 0.354 = KIiometres per litre (km/I) X 2.825 = Miles per gallon, Imperial (mpg)
MIies per gallon, US (mpg) X 0.425 = Kilometres per litre (km/() X 2.352 = Miles per gallon, US (mpg)
Temperature
Degrees Fahrenheit = (°C x 1.8) + 32 Degrees Celsius (Degrees Centigrade; °C) = (°F - 32) x 0.56

*It Is common prBctice to convert from ml/es per gel/on (mpg) to Jftres/100 kilometres (J/100km),
where mpg (Imperial) x 1/100 km = 282 and mpg (US) x 1/100 km = 235
Glossary
A Air density - The amount of air per unit measure, such as
length, area or volume. The mass per unit volume of air under
Accelerating-well ports - These ports prevent momentary specified or standard conditions of pressure and temperature.
leanness during the period that occurs between the opening of Air density varies directly with pressure and temperature: The
the air valve and the actual discharge of fuel from the sec- lower the pressure, or the higher the temperature, the less
ondary nozzles. dense the air.

Accelerator pump - A pump - usually some sort ot piston - lo- Air-fuel mixture - The air and fuel traveling to the combustion
cated in its own pump well in the carburetor float bowl, that chamber after being mixed by the- carburetor.
adds a small amount of extra fuel under high pressure into the
throttle bore to make up for the momentary shortage of fuel Air-fuel ratio - The proportions of air and fuel (by weight} sup-
caused by the loss of vacuum that occurs when the throttle plied for combustion. See stoichiometric.
plates are suddenly opened.
Air horn - The part of the carburetor body that the air enters
Adjustable off-idle air bleed - Some emissions-era first.
Rochesters have a separate l:!_ir passage to bleed air past an
adjustment screw into the idle system. This screw is preset by Air horn baffle - Used on some Q-jets to prevent incoming air
the factory to produce precise off-idle air/fuel mixture ratios to from forcing fuel into the secondary wells through the bleed
meet emission-control requirements. tubes. Prevents secondary-nozzle lag during heavy accelera-
tion.
Adjustable part throttle (APT) - A supplementary circuit on
some carburetors that can be adjusted to control part-throttle Air Injection Reactor (AIR) - Airflow from pump is directed by
mixtures more accurately than a fixed orifice. The APT detours CCC system controlled solenoids to reduce exhaust emis-
around the main jet, going directly from the float bowl to the sions.
discharge nozzle feed well.
Air pressure - Atmospheric pressure (14. 7 psi}.
A/F - Air/fuel.
Air valve - A large plate mounted above the venturis on the
AIR - Air Injection Reactor. secondary side of Quadrajets. Once the primaries are open
about 35-degrees, the secondaries begin opening, but no air
Air bleed - A calibrated (precisely-drilled) hole in the carburetor flows through the secondaries until the vacuum under the air
body which allows air to enter a metering circuit. valve Is strong enough to pull it open.
GL-2 Glossary

Aneroid altitude compensator - A bellows device, installed amplify the weak venturi vacuum signal that occurs during low
integrally with the APT system on some post-1975 O-Jets, that airflow conditions.
automatically compensated for changes in altitude by raising
or lower the primary metering rods, richening or leaning out the Bowl vent - Connects the float bowl to the carburetor's air in-
air/fuel mixture in accordance with changes in air pressure. let. Depressurizes the fuel being pumped into the float bowl by
the fuel pump and acts as a vapor separator by allowing va-
Anti-dieseling solenoid - Also referred to as an idle-stop pors in the float bowl to escape into the carburetor air inlet.
solenoid. An electrically-operated two-position plunger used to Bowl vents are cut at a 45-degree angle and face incoming air
provide a predetermined throttle setting. When activated, the so that reference pressure remains the same regardless of air-
idle stop solenoid allows the throttle plate(s) to close only so flow.
tar; when deactivated, it allows the throttle(s) to close all the
way, blocking the entry of any more air/fuel mixture into the en-
gine to prevent dieseling (engine run-on) after the ignition key C
is switched off.
Carbon monoxide (CO) - One of the pollutants found in en-
Anti-siphon bleeds - Small holes drilled into the cluster to pre- gine exhaust.
vent main-system fuel from continuing to flow when the throttle
is closed, stopping airflow through the carburetor. Catalytic converter, three-way - Exhaust converter contain-
ing platinum and palladium to speed up conversions of HC and
CO, and rhodium to accelerate conversion of NOx.
Anti-stall dashpot - A diaphragm unit mounted on the carbu-
retor that allows air to escape slowly from Its vacuum chamber
CCC - See Computer Command Control.
to prevent throttle plate(s) In the carburetor from closing too
suddenly - and stalling the engine - during deceleration.
Center-hung. float - This type of float pivots on an axis that's
parallel with the vehicle axles. It's a better float design than a
Aspirator channel - This passage ls plumbed from the point of
side-hung float during high-speed cornering because the float
lowest vacuum In the booster venturi on an upward angle to
Isn't affected by centrifugal force, so it won't pull the inlet valve
the vertical fuel pickup channel. open in the middle of a corner.

Atmospheric pressure - The weight of the atmosphere per cfm - Cubic feet per minute; a measurement of the air capacity
unit area. Atmospheric pressure at sea level is 14.7 pounds per through the carburetor venturl(s) determined by the cylinder
square lnch (psi). Atmospheric pressure decreases as the alti- displacement and engine rpm.
tude increases.
Charge density - Another term for mass flow. A dense charge
Atomization - The joining of fuel and air molecules into a mist has more air mass, so higher compression and burning pres-
of fine droplets, sures can be developed for higher power output. Least charge
density is available at idle; highest density is at wide open
Automatic choke - A device that positions the choke valve au- throttle. See air density.
tomatically In accordance with engine temperature, or in ac-
cordance with time. Choke - See choke plate.

Auxiliary air bleeds - Used on some idle systems; usually add Choke index - Automatic- chokes have index marks. The fac-
air to idle system downstream from the regular idle air bleed; tory setting closes the choke when the bimetal is about 70-de-
act In parallel with !die alr bleed. grees F. If you want less or more choke at this temperature,
move the choke index one mark in the direction indicated by
the arrows designating a leaner or richer mixture (you will sel-
8 dom need to move the choke more than one mark).

Bakelite - A synthetic resin used for insulating the automatic Choke kick - A preset position for the choke valve set by man-
choke heating element and the carburetor spacer plate. ifold vacuum that is routed through a carburetor body passage
to the choke diaphragm.
Barometric pressure sensor (BARO) - Reads atmospheric
pressure. May be called BARO, or barometric absolute pres- Choke plate - Or simply choke. A device installed In the air
sure sensor. horn of the carburetor, used when starting a cold engine. When
closed, the choke plate(s) chokes off airflow through the air
Bimetal - Two types of metal bonded into a strip and formed horn, creating a pressure differential (partial vacuum) below it
into a coil. Each type of metal has different thermal expansion In the venturi area, which pulls fuel from the main-metering cir-
characteristics, so the coll straightens when heated and coils cuit, adding to and enrichening the air/fuel mixture provided by
up when cold. Bimetals are used to open and close choke the idle circuit during warm-up.
plates.
Closed loop fuel control - The normal operating mode for a
Booster venturi - A small venturi located immediately above feedback carburetor system. Once the engine is warmed up,
and concentric with the main venturi. Boosters are designed to the computer can Interpret an analog voltage signal from an
 Glossary GL-3

exhaust gas oxygen sensor and alter the air/fuel ratio accord- Discharge check ball - A small check ball that lifts off Its seat
ingly with a duty-cycle solenoid or solenoid-controlled valve. when the pump well is pressurized by the accelerator pump,
which allows fuel to be discharged Into the venturi through the
Condensation - Change of state during which a gas turns to shooter nozzle.
liquid, usually because of temperature or pressure changes.
Discharge nozzle - The end of the main delivery tube that dis-
Controlled canister purge (CCP) - ECM-controlled solenoid charges fuel Into the venturi area.
valve that permits manifold vacuum to purge the evaporative
emissions from the charcoal canister. Divorced choke - Also known as a remote choke. Vacuum di-
aphragm is mounted on the carburetor, but the bimetal spring
Closed loop - Used to describe oxygen sensor to ECM to M/C is mounted either on a pad on the intake manifold or in a heat
solenoid circuit operation. well in the exhaust manifold. Choke lever is operated by a me-
chanical linkage rod from the bimetal spring.
Computer Command Control (CCC) - An electronically-con-
trolled fuel metering system used on GM vehicles. Utilizes an Dry setting - The adjustment of the float with a graduated rule
, oxygen sensor, a throttle position sensor and other Information or drill bit while the carburetor Is disassembled on the bench.
sensors to provide a computer with the data it needs to alter Usually consists of setting a prescribed clearance between the
the air/fuel ratio via a mixture control solenoid In the carbure- top of the float and the air horn.
tor.
Duty-cycle solenoid - Also known as a mixture control
Coolant temperature sensor - Device that senses the engine solenoid. The duty-cycle solenoid is a computer-controlled de-
coolant temperature, and passes that information to the elec- vice in a feedback carburetor that alters the mixture aqjust-
tronic control module through a coaxial connector. rnent.

Cross-jetting - Re-jetting the carburetor jets from left-to-right Dwell - The amount of time (recorded on a dwell meter in de-
to compensate for a left-to-right variation In performance. grees) that voltage passes through a closed switch, as in a
These tests are usually conducted using an engine dy- mixture control solenoid, for example.
namometer.

Cruising circuit - See main metering system. E

Early fuel evaporation (EFE) - Method of warming the Intake
Curb-idle stop screw - A screw which provides an adjustable
manifold during cold engine operation. Provides efficient
stop for the throttle lever.
air/fuel mixing.
Curb-idle port - See idle discharge hole.
Electric choke - Chokes can be operated by a bimetal spring
heated by a solid-state heating unit or by a nichrome-wire re-
sistor. Both types increase temperature just like a coolant-con-
D trolled choke as engine warms up.
Dead-head pressure - A fuel pressure reading taken directly
at the fuel pump outlet. Many systems use a fuel pressure reg- Electronic Control Module (ECM) - A box containing elec-
ulator; dead-head pressure is an unregulated measurement. tronic circuitry which operates the CCC system. The ECM also
turns on the "Check Engine" light when a malfunction occurs in
Dashpot - A device consisting of a piston and cylinder with a the system.
restricted opening, used to slow down or delay the operation
of some moving part. On carburetors, dashpots are used to Electronic Spark Timing (ESTI - ECM-controlled timing_ of ig-
prevent the throttle plates from slamming closed when the ac- nition spark.
celerator pedal is lifted suddenly.
Emulsification - The process of making an emulsion.
Diagnostic code - Pair of numbers obtained from flashing
"Check Engine" light. This code can be used determine area in Emulsion - Air/fuel mixture in one of the carburetor's circuits,
CCC system where a malfunction may be located. before it is discharged and fully atomized.

Diaphragm - A thin dividing sheet or partrtion which separates Emulsion tube - A small tube with holes in It; protrudes down
a housing into two chambers, one of which 1s usually vented to Into the main or mixing well, introduces air from a bleed into
vacuum while the other is not; used In vacuum-controlled sec- the well to emulsify the fuel.
ondaries, anti-stall dashpots and other carburetor control de-
vices. Energize/de-energize - When voltage is passed through the
M/C solenoid, the metering control armature is pulled tnto the
Directional baffle plate - Installed In Ouadrajet secondary solenoid (energized). When the voltage to the solenoid is
bores to help direct the airflow for Improved distribution in the turned off, a spring raises the metering control armature (de-
intake manifold. energized).
 GL-4 Glossary
Engine calibration unit - Also known as a Programmable Float level - The float position at which the float needle closes
Read-Only Memory (PROM). An electronic component which against its seat, shutting off the fuel inlet valve to prevent fur-
can be specifically programmed to the design of each car ther delivery of fuel.
model to control the MIC solenoid. Plugs into the Electronic
Control Module (ECM). Float system - The circuit that controls the entry of fuel into -
and the level of fuel in - the float bowl.
Exhaust gas recirculation (EGR) - Method of reducing NOx
emissions levels. Flooding - A condition that occurs when the fuel level in the
float bowl is too high. Flooding occurs when the float level is
Exhaust oxygen sensor - Also known as an oxygen sensor or incorrectly adjusted, the float is rubbing on the side of the fuel
an 02 sensor. Device that detects the amount of oxygen in the bowl or the fuel inlet needle is held off the seat by some foreign
exhaust stream, and sends that information to the ECM. matter or by a worn out seat. A flooded float bowl causes the
idle and main circuits to deliver an air/fuel mixture that's too
rich to burn.
F
Four-barrel carburetor - A carburetor with four throttle bores,
Fast idle cam - A cam or eccentric, attached to the choke
four throttle plates, etc. A four-barrel is really a pair of two-bar-
plate by a linkage rod, that prevents a cold engine from stalling
rel carbs in a single assembly
by holding the throttle plate partially open, which allows the
engine to run at a faster-than-normal speed as long as the
choke is applied.
H
Feedback carburetor - A modern emissions-era carb which
High impedance voltmeter - A voltmeter with high opposition
responds not only to the amount of air moving through it, but
to the flow of electrical current. Good for reading circuits with
also the demands of the engine operating conditions. Feed-
low current flow, such as found in the CCC system.
back carbs are just one part of a closed-loop system (an oxy-
gen sensor, various other sensors, a computer, a duty-cycle
solenoid or solenoid-controlled valve and a catalytic converter) High-speed bleeds - Another name for the main air bleeds; lo-
which uses a microprocessor to monitor and adjust the air/fuel cated in the air horn.
mixture.
High-speed circuit - See main metering system.
Fixed idle-air bypass - Some Quadrajets have idle air pas-
sages from the air horn to a point just below the throttle plates. Hot idle compensator - A small air valve that allows fresh air
Extra air through these passages allows the throttle plates to to enter the manifold and lean the mixture when the engine is
be more closed at idle, reducing the signal applied to the dis- hot.
charge nozzles for the main metering circuit and eliminating
nozzle drip at idle. Hot soak - Occurs when the engine is stopped during hot
weather or after"it has been run long enough to be fully warmed
Flame arrester - A device Installed in the air filter housing; pre- up; also the period during which the phenomenon known as
vents flames from escaping into the engine compartment dur- percolation occurs (see Percolation).
ing a backfire.
Hydrocarbons (HC) - One of the pollutants found in engine
Float - A chamber which floats in the fuel in the float bowl. The exhaust.
float is attached to and controls the inlet fuel valve (needle and
seat). When the fuel level goes down, the float sinks and opens
the inlet valve; when the fuel level rises to the "full" level, the I
float rises with it and closes the inlet valve. Floats are made of
brass, nitrophyl or molded plastic. Ideal mixture - The air/fuel ratio which provides the best per-
formance while maintaining maximum conversion of exhaust
Float bowl - The carburetor's reservoir for storing the·fuel emissions, typically 14.7:1.
needed to supply all metering circuits.
Idle air bleed - A tube that allows air into the idle circuit to
Float bumper spring - A small spring installed under the float emulsify the fuel.
tang to minimize float bounce and vibration
Idle air bleed valve - An adjustable idle air bleed used on
Floating cup - FIiis the accelerator pump well through the cen- feedback carburetors. Controls the amount of air bled into the
ter of the pump piston cup. The iype of accelerator pump inlet idle fuel mixture prior to the mixture entering the idle system,
valve used on all current Rochesters. Designed to fit on the when the M/C solenoid is energized.
plunger with a small amount of vertical clearance. During deliv-
ery stroke, cup Is forced up against piston face, sealing off a fill Idle-air bypass - Used on some Rochestertwo and four-barrel
hole in the face. As plunger and piston travel upward on return carburetors. Air above the venturi bypasses the almost-closed
stroke, cup drops a few thousandths of an inch from piston throttle plates at idle, re-entering the carburetor below the
face and fuel enters through hole in the face. plates, ensuring a consistent idle even with dirty throttle plates
 Glossary GL-5

and reducing signal at discharge nozzles for main metering cir- the airstream during the transition period when the throttle
cuit, which eliminates nozzle drip at idle. plate is opening from its idle (closed) position to a larger (cruis-
ing) opening angle.
Idle air compensator - Used on some Rochester two-barrel
carburetors to offset the enriching effects of excessive fuel va- Idle tube - A tube in the carburetor from the main well that al-
pors caused by fuel percolation during extremely hot operating lows fuel to pass through during idle.
conditions.
Inlet valve assembly - The needle and seat that control the
Idle channel restriction - Does the same thing as the idle feed admission of fuel into the float bowl. When the float sinks, the
restriction but is located in the idle passage just below the idle float lever arm pulls the needle off its seat and allows fuel to
air bleed instead of the bottom of the idle tube. In the primary enter the float bowl; when the float rises, the arm pushes the
idle channel, the amount of fuel emitted by the idle discharge needle against its seat and fuel flow into the float bowl is
port is adjustable because there's a screw with a tapered tip blocked.
extending into the port. On the secondary side, the idle dis-
charge port uses a fixed idle channel restriction with no adjust-
ment. Inputs - Information from sources (coolant temperature sen-
sor, exhaust oxygen sensor, etc.) that tells the ECM how the
engine Is performing.
Idle discharge hole - Also known as the curb-idle port. The
hole through which the idle mixture enters the airstream flow-
ing past the throttle plate. Integral choke - A one-piece choke assembly that mounts
both the bimetal assembly and the vacuum piston housing on
Idle feed restriction - Also known as an idle orifice or idle jet. the carburetor.
A metering orifice that controls the amount of fuel that can en-
ter the idle tube. Intermittent - Occurs now and then; not continuously. In elec-
trical circuits, refers to occasional open, short or ground.
Idle limiter - Any device that limits the maximum richness of
the idle air/fuel mixture in the carburetor; also aids in prevent- Internal bowl vent - A tube designed to vent excess fuel va-
ing overly rich idle adjustments. Limiters take either of the two pors from the fuel bowl back into the carburetor during accel-
following forms: An external plastic cap (see idle limiter cap) or eration and cruising conditions.
an internal-needle type located in the idle passages of the car-
buretor.

Idle limiter cap - An external plastic cap on the head of the J

idle mixture adjustment screw on emissions era Rochesters;
limits the idle mixture screw adjustment to about 1/2-turn. Jet - A calibrated passage through which fuel flows. Jets are
usually machined out of solid brass and threaded so they can
Idle mixture - The air/fuel mixture supplied to the engine dur- be replaced. However, some jets are actually drilled right into
ing Idling. the carburetor body.

Idle mixture screw - The adjustment screw that can be turned J-type vent tubes - Special tubes located on the top of marine
in or out to lean out or enrich the idle mixture. carburetors that direct any overflow from the carburetor
bowl(s) back into the throttle bores. USCG-approved method
Idle orifice - See idle restriction tube or idle jet. of preventing fire in the engine compartment if the inlet valve
sticks In an open position.
Idle solenoid - An electric solenoid designed to raise the curb-
Idle speed to compensate for an additional load, such as the
air conditioner, on the engine.
K
Idle Speed Control {ISC) motor - An ECM controlled motor Kickdown linkage - On vehicles with an automatic transmis-
that extends or retracts a plunger that contacts the throttle sion, the linkage on the carburetor that produces a downshift
lever, which regulates the position of the throttle valve to com- when the accelerator pedal is pushed down to the floorboard.
pensate for an additional load, such as the air conditioner,
power steering pump, etc. on the engine. Although it regulates
idle speed, it is not used to adjust the curb idle speed.
L
Idle system - The circuit through which fuel is fed when the
engine is idling. lean surge - A change In engine rpm caused by an extremely
lean setting.
Idle-transfer hole - See idle transfer port.
List number - The part number stamped onto the body of the
Idle transfer port/slot - A port drilled into the carburetor body carburetor, used for identification; can be cross-referenced to
slightly above the idle port to allow extra fuel/air emulsion into obtain the model number.
 GL-6 Glossary

M ally expressed in inches of Mercury (in-Hg). Manifold vacuum is

proportional to the angle of the throttle plate(s): When the
Main air bleed - Reduces the signal from the discharge noz- plates are closed or nearly closed, manifold vacuum is high; as
zle, which lowers pressure difference causing fuel flow and they open farther, manifold vacuum decreases; by the time
leans out the mixture. Decreasing bleed size increases pres- they're fully open, there's virtually no manifold vacuum.
sure drop at main jet and gives a richer mixture. Main air bleed
also acts as an anti-siphon, so fuel doesn't continue to dribble Manifold vacuum (VAC) sensor - Also known as manifold
into venturi after airflow rs reduced or stopped. pressure sensor, pressure differential sensor or vacuum sensor.
Reads pressure changes in intake manifold in relation to baro-
Main body - The center section of the carburetor through metric pressure.
which air passes and is mixed with fuel. The main body always
houses the choke plate(s) and the venturi(s). Mass flow - In physics, mass is the measure of a body's resis-
tance to acceleration. The mass of a body is different from, but
proportional to, its weight. In automotive circles, mass flow
Main delivery tube - Also known as the main nozzle. The tube
refers to the amount of air that can be pumped into each cylin-
that delivers fuel from the main mixing well to the venturi.
der. Mass flow is proportional to air density. The greater the
density, the greater the mass.
Main jet - The removable orifice positioned at the bottom of
the float bowl that allows fuel into the main well. Main jets are Mechanical secondary - A secondary system controlled by
available in various sizes to alter the characteristics of the main linkage connected to the primary system.
metering circuit.
Metering restriction - Precisely-machined orifice in an air
Main metering circuit - See main metering system. bleed, jet or metering circuit; regulates amount of air, fuel or
air/fuel mixture that can get through.
Main metering system - Also known as the main metering
circuit, the cruising circuit or the high-speed circuit. Supplies Metering signal - A (relativej vacuum signal generated by the
the correct air/fuel mixture to the engine during cruising and pressure differential that occurs at the venturi. The strength of
high-speed conditions. the metering signal determines how much fuel is pulled from
the main circuit into the venturi: The smaller the venturi, the
Main mixing well - See main well. greater the pressure drop and the stronger the metering signal;
the larger the venturi, the smaller the pressure drop and the
weaker the metering signal.
Main nozzle - See main delivery tube.
Mixture adjusting screw - A tapered screw used to regulate
Main venturi(s) - The large venturi(s) cast into the carburetor the amount of air/fuel mixture through the curb-idle discharge
main body. port into the airstream. Usually located near the discharge
hole.
Main well - The reservoir in which fuel for the main system is
stored. The main well is located In the main body casting. It's Mixture control {M/C) solenoid - Device, installed in carbure-
connected to the venturi area by the discharge nozzle. tor, which regulates the air/fuel ratio by oscillating the metering
rods.
Main-well tube - Also known as the emulsion tube. A perfo-
rated tube which extends from an air bleed In the top of the air
horn down into the main well. Admits air from the air bleed into
N
the main well to emulsify the fuel in the main well. Improves idle
Needle-and-seat - The components of the inlet valve assem-
response and stability when the engine is hot and prevents fuel
bly.The needle is attached to the float lever arm; when the float
percolation and general hot-starting problems. Also Improves
rises, the lever arm closes the needle against its seat, prevent-
response in the main metering circuit during part-throttle con-
ing fuel from entering the float bowl. Wheh the float level drops,
ditions.
the lever arm pulls the needle off its seat, allowing more fuel to
enter the float bowl.
Malfunction - A condition that causes the CCC system to op-
erate incorrectly. Typical malfunctions are: wiring harness Nitrophyl - A closed cell material that's impervious to gasoline
opens or shorts, failed sensors or M/C solenoid or ECM failure. and fuel additives; used as a float material.

Manifold Absolute Pressure (MAP) sensor - Also known as a Non-staged carburetor - A four-barrel carburetor that has
manifold pressure sensor or pressure differential sen$or. Reads secondary throttle plates which open at the same time as the
pressure changes in intake manifold. primary throttle plates, or a two-barrel carburetor with only one
throttle shaft (both throttle valves open simultaneously).
Manifold vacuum - The difference in air pressure, or pressure
drop, between atmospheric pressure and air pressure in the in- Nozzle drip - Air rushing by the venturi at idle can cause fuel to
take manifold, that occurs just below the throttle plate(s); usu- drip from the discharge nozzle for the main metering circuit.
 Glossary GL-7

Power piston - The spring-loaded, manifold-vacuum-con-

0 trolled piston that lowers and raises the taperec:I metering
Off-idle discharge ports - Also known as transfer ports. The rod(s) which lean out or richen, respectively, the mixture. The
holes that deliver fuel from the idle circuit during the transition power pi~ton also controls the power circuit (see next defini-
from curb-Idle to the main metering circuit. Located just above tion).
the throttle plates. At curb idle, off-idle ports function as an ex-
tra air bleed for further emulsificatlon of the idle mixture; but,as Power system - Or power circuit. The circuit that supplies a
vacuum moves up the carb borj:3 when the throttle plates are richer mixture when the engine needs to produce extra power
opened, they become fuel discharge ports. Either one or more for acceleration or passing. The power circuit consists of a
holes, or a single slot (slots are usually used because they're vacuum passage in the carburetor that supplies manifold vac-
cheaper to manufacture). uum to a spring-loaded power piston; when manifold vacuum
drops below a certain level, spring pressure opens the power
valve and extra fuel is admitted to the main well.
Open-loop fuel control - A non-feedback mode of operation
which a feedback system resorts to when the engine is started Power valve - A spring loaqed piston assembly that works like
while it's still cold. During this period, the oxygen sensor isn't a "switch" operated by manifold vacuum. At a given load, the
, yet able to supply reliable data to the computer for controlling amount of manifold vacuum is no longer sufficient to overcome
the air/fuel mixture ratio because the engine isn't yet warmed spring pressure, so the power valve Is opened by the spring,
up. So mixture control is handled by a program stored in com- which allows extra fuel from the power circuit to enter the ven-
puter memory. turi.

Outputs - Functions, typically solenoids, that are controlled by Pressure differential - Also known as pressure drop. The drop
the ECM. in air pressure that occurs When air flowing through a tube
meets a restriction such as a choke, venturi or throttle plate,
Oxidation catalyst (OC) - Type of bead material in catalytic caw:;ing a relative vacuum toward which air or fuel flows when
converter which aids in oxidation of CO and HC. acted upon by atmospheric pressure.

Pressure drop- -See pressure differential.

Oxides of nitrogen (NOx) - One of the pollutants found in en-
gine exhaust.
Primary bore(s) - The throttle bore(s) and venturi(s) for the pri-
mary system.
p Primary inlet system - The float circuit for the primary side of
the carburetor.
Part-throttle mixture - As the primary throttle plate opens,
vacuum below the plate is reduced. Some of the fuel flow Is Primary pull-off diaphragm - Device that partially opens the
from the Idle port and some is from the idle transfer port or choke when vacuum develops (i.e. when the engine starts), al-
slot. Proportionally, more air is bypassed around the throttle lowing more air to pass through the carburetor, thinning out
plates, so the mixture gradually leans out. This transition phase the excessively rich idle mixture.
Is known as "part throttle mixture."
Primary side - The choke and throttle plates, venturis and me-
Percolation - Phenomenon that occurs during a hot soak pe- tering circuits associated with the primary system.
riod: Fuel in the main system between the float bowl and the
main discharge nozzle boils over, vapor bubbles push liquid Primary system - The part of a staged carburetor that oper-
fuel out of main system into venturi, fuel falls onto throttfe plate ates all the time.
and trickles into manifold. Excess vapors from fuel bowl and
from bubbles escaping down the main well are heavier than air Primary throttle - Linkage and throttle levers associated with
and drift down into manifold. This makes engine hard to start. the primary side of the carburetor.

Phenolic sp;1cer - A carburetor base gasket made from a ther- PROM - Programmable Read-Only Memory. An electronic
mosetting resin used specifically for heat insulation between term used to describe the engine calibration unit.
the carburetor and -the Intake manifold.
Pull-off diaphragm - See vacuum break diaphragm.
Ported vacuum - A slot-type port located right at the throttle
plates, used for controlling various devices that must work in Pump inlet check ball - A steel ball located in the plunger
proportion to throttle plate opening, such as the EGA valve. head or in the bottom of the accelerator pump well. The pump
When the throttle plates are closed at idle, there's virtually no inlet check ball prevents fuel from escaping from the well when
vacuum signal at this slot. But as the throttle plates open dur- the throttle is opened and pressure is exerted on the fuel In the
ing acceleration, they expose the slot to a progressive.ly in- pump well by the accelerator pump piston.
creasing amount of intake manifold vacuum (see manifold vac-
uum). Pump sag - A hesitation in carburetor performance between
the time the accelerator pump squirts fuel into the venturi and
Power circuit - See power system. the point at which the main fuel circuit is activated.
GL-8 Glossary

from the low-pressure venturi area to the float bowl, which is

Q referenced to atmospheric pressure, initiates main circuit fuel
flow.
Qualifying diaphragm - See vacuum-break diaphragm.
Signal amplifier - Any device, such as the booster venturi, that
amplifies a vacuum signal.
R
Solenoid-controlled valve - See duty-cycle solenoid.
Radial discharge nozzle - This unusual booster venturi has
four "spokes" or arms which carry fuel to the outer circumfer-
Spillover point - Also known as the pu/fover point. The loca-
ence of the booster before discharging it from tiny holes in the
tion of the main circuit discharge in the venturi, which is always
ends of the spokes. Used only on the Corvair Model H carbu-
higher than the fuel level in the bowl so fuel won't run into the
retor.
venturi when it shouldn't. When spillover begins is determined
by the size of the venturi and by the displacement of the engine
RAM tuning - A resonance phenomenon gained by changing pulling air through the carburetor.
the length of the intake passage from the carburetor to the in-
take valve thereby improving torque at one point on the rpm
Square jetting - Same size jetting in all four holes or same size
band depending upon the tuned length.
in primary barrels with a different "same size" in the secon-
daries.
Reference pressure - The fuel bowl is vented to the outside
air to maintain a constant (atmospheric) pressure on the fuel, Staged carburetors - Carburetors equipped with a secondary
thus maintaining a constant fuel level as a point of reference for system. Staged carbs are activated either mechanically or by a
the other systems In the carburetor
vacuum diaphragm. Think of staged four-barrels as two two-
barrels in parallel.

s Stagger jetting - See cross-jetting.

Secondary side - The choke and throttle plates, venturis and Stoichiometric - Stoichiometry is the methodology and tech-
metering circuits associated with the secondary system. nology by which the quantities of reactants and products in
chemical reactions are determined. In automotive science, the
Secondary system - The part of a staged carburetor that's ideal, or stoichiometric, air/fuel ratio has been determined to
only used to supply extra fuel and air for increased power. The be 14.7 parts air to 1 part fuel, or 14.7:1.
secondary system doesn't open until the primary system has
already opened a certain amount.

Secondary throttle - The linkage and throttle levers associ-

T
ated with the secondary system on staged carburetors.
Throat - The narrowest diameter of the venturi.

Secondary venturi(s) - The venturi(s) associated with the sec- Throttle body - On carburetors, the casting which houses the
ondary system.
throttle plate(s) and shaft(s) and the throttle linkage for the pri-
mary and, if equipped, the secondary bores. The throttle body
Self-diagnostic code - The ECM can detect malfunctions in rs a separate component that's bolted to the underside of the
the CCC system If a malfunction occurs, the ECM turns on the carburetor main body.
"Check Engine" light A diagnostic code can be obtained from
the ECM through the "Check Engine" light. This code will indi-
Throttle bore - Each barrel shaped opening cast into the car-
cate the area of the malfunction.
buretor main body that directs air through the carburetor; each
throttle bore contains a venturi, a booster venturi, a discharge
Shooter - The accelerator pump discharge nozzle; squirts ex- nozzle for the main circuit, an accelerator pump shooter, a
tra fuel into the throttle bore when the accelerator pump circuit curb-idle discharge port, a transfer slot, etc.
is pressurized by the pump piston.
Throttle plate - Also known as a throttle valve. Round disc-
Shooters - Small pump-discharge restrictions in the cluster shaped valve positioned at the bottom of the throttle bore to
assembly. These small cavities prevent accelerator pump control airflow. The throttle plate does not control the volume
pullover feeding from the pump system at high alrflows. of air/fuel mixture pumped through the engine; the displace-
ment never changes, so the volume of air pulled into the en-
Side-hung float - This float design has a pivot axis that's per- gine is constant for a given speed. The throttle controls the
pendicular to -the vehicle axles. It has slightly better float con- density or mass flow of air pumped in to the engine by the pis-
trol and fuel handling during acceleration and braking than its tons. Least charge density is available at idle; highest density is
center-pivoted counterpart. available at wide open throttle. A dense charge has more air
mass, so higher compression and burning pressures can be
Signal - Another name for vacuum transmitted from one loca- developed for higher power output. See air density and mass
tion in the carburetor to another. For example, a vacuum signal flow.
 Glossary GL-9

Throttle Position Sensor (TPS) - Device that tells the ECM the Velocity valve - Also khown as an auxiliary valve. Located
angle of the throttle plate. above the secondary throttle plates and below the venturi area
on 4GC carburetors with mechanically- linked secondaries.
Throttle .shaft - The shaft to which the throttle plate is affixed Once primaries have opened about 45-degrees, secondaries
and on which it rotates. The- throttle shaft is slightly offset begin opening. Little airflow passes the secondaries until vac-
(about 0.020-inch on primaries and about 0.060-inch on sec- uum under velocity valves is strong enough. The velocity
ondaries), so one side of the throttle plate has a larger area to valves delay secondary airflow for a smooth transition during
induce self-closing. secondary throttle plate opening. If engine rpm is high enough,
air velocity forces spring-loaded velocity valves open. When
Throttle stop screw - This screw sets the angle of the throttle full throttle is applied at low engine speeds, velocity valves be-
plate opening. gin opening but close quickly because insufficient air is flowing
to force them open. Their spring tension limits opening until
Throttle valve - See throttle plate. engine vacuum increases.

Transfer port or slot - See off-idle discharge ports. Vena contracta - The point of lowest-pressure and highest ve-
locity that's located 0.030-inch below the venturi's throat (mih-
imum diameter). The center of the discharge nozzle or the trail-
ing edge of the booster venturi is placed at the vena contracta.
u
Vent - An opening through which air can leave an enclosed
Unloader - If the englhe doesn't start quickly, the extra fuel chamber.
pulled into the carburetor by the choke plate creates an exces-
sively rich mixture that floods the engine. To purge this excess Venturi - The part of the carburetor bore that necks down into
fuel from the manifold, you push the accelerator pedal to the a smooth-surface, bottleneck-shaped restriction.
floor while cranking the engine. When the gas pedal is floored,
a tang on the throttle lever contacts the fast idle cam, opening
Venturi effect - In an internal combustion engine, a relative
the choke enough to allow addit1onal air through the carburetor
vacuum is created in the cylinders by the downward strokes of
and clear excess fuel from the manifold during engine start-up.
the pistons. Because atmospheric pressure is higher than the
This tang is known as the unloader.
low-pressure area in each cylinder, it rushes through the car-
buretor to equalize the low-pressure area in the cylinders. On
its way to the cylinders, however, air must pass through the
V venturi. The venturi constricts the inrushing air column, then al-
lows it to widen back out to the throttle bore diameter. This in-
Vacuum - In science, the absence of air. In automotive circles, coming air has a certain pressure. To get through the venturi, it
any pressure that is lower than atmospheric pressure (14. 7 must speed up, which lowers its pressure as it passes through
psi). Vacuum is used extensively for controlling fuel flow within the venturi. This change in pressure is known as the venturi ef-
various metering circuits in a carburetor. Generally measured fect.
in inches of Mercury (in-Hg). Th~re are three types of vacuum:
manifold, ported and venturi. The strength of these vacuums. Venturi vacuum - The low pressure area that occurs in the
depends on the throttle opening, engine speed and load. See carburetor venturi area. Venturi vacuum is proportional to the
manifold vacuum, ported vacuum and venturi vacuum. speed of the air moving through the carburetor, which in turn Is
dependent on engine speed.
Vacuum break diaphragms - Also known as a pull-off di-
aphragm or qualifying diaphragm. A choke mechanism on au- Viton-tipped needle - Special inlet valve needle with a hard-
tomatic chokes that partially opens the choke plate to a preset ened-rubber tip. Viton-tipped needles are resistant to dirt and
opening when vacuum develops (i.e. when the engine starts) to conform to the seat even at low sealing pressures.
prevent an excessively-rich idle (though it' s still about 20 to 50-
percent richer than normal). Volumetric efficiency - The ratio of the actual mass (weight) of
air taken into the engine, to the mass of air the engine dis-
Vaporization - A change of state from liquid to vapor or gas, placement would theoretically consume if there were no
0
by evaporation or boiling; a general term including both evapo- losses. The measure of how well an engine "breathes."
ration and boiling.

Vapor lock - The formation of gasoline vapor in the fuel lines;

bubbles of gasoline vapor usually restrict or prevent fuel flow
w
to the carburetor. Wet setting - The adjustment of the float with the carburetor
mounted on engine and the float bowl full of fuel.
Vehicle Speed Sensor (VSS) - Sensor in speedometer cluster
which sends vehicle speed information to the electronic control WOT (wide open throttle) - The largest possible opening an-
module. gle of the throttle plate(s).
Index
A C
About this manual, 1-1 Camshaft selection, 8-8
Accelerator pump circuit, 3-16 Carburetor circuits, 3-3
Anti-dieseling solenoids, 3-17 Carburetor controls, 3-17
Anti-stall dashpot, 3-18 Carburetor fundamentals, 3-1 through 3-24
Automotive chemicals and lubricants, 1-1 Carburetor identification, 4-1 through 4-10
Dualjet (2M series}, 4-5
Model 8, 4-2
Model H, 4-4
Model 2G, 4-5
Model 4G, 4-5
B Monojet (1 M series), 4-1
Barometric pressure (BARO) sensor, general description Quadrajet (4M series), 4-8
and check, 5-11 Varajet (2SE series), 4-7
Booster venturi, 3-13 Carburetor overhaul and adjustments
Bowl vents, 3-5 One- barrel (Monojet) models (1 M series), 78-1
Broken fasteners, how to remove, 2-18 through 78-10
IND-2 Index
Tools and preparation, 7A-1 through 7A-4 Feedback carburetors, description, 3-19
Two-barrel models Feedback carburetor troubleshooting, 5-8
2G series, 7C-1 thrbugh 7C-12 Ffnding the right carburetor, 8-1
2M (Dualjet) series, 7D-1 through 70-28 Float circuit, 3-3
2SE (Varajet) series, 7E-1 through 7E-18 Float level, adjustment
Four-barrel models, 4M (Quadrajet) series, 7D-1 Model 1M (Monojet), 78-7
through 7D-28 Model 2G, 7C-9
Carburetor removal and installation, 6-1 through 6-4 Models 2M (Oualjet}, 4M (Quadrajet), 70-16
Carburetor selection and modification, 8-1 through 8-20 Model 2SE (Varajet), 7E-12
Chemicals and lubricants, 1-1 Float level check, on-vehicle
Choke, adjustment Models 2M (Dualjet), 4M (Quadrajet), 70-22
Model 1M (Monojet), 78-8 Model 2SE (Varajet), 7E-17
Model 2G, 7C-11 Flow ratings, 8-2
Models 2M (Dualjet). 4M (Quadrajet), 7D-17, 70-18, 7D-19, Fundamentals of operation, 3-1 through 3-24
70-23
Model 2SE (Varajet), 7E-15, 7E-16
Choke, removal
Model 1M (Monojet), 78-4
Model 2G, 7C-4 H
Models 2M (Dualjet), 4M (Quadrajet), 7D-8 High-speed circuit, 3-11
Model 2SE (Varajet), 7E-8 How to use this manual, 1-1
Choke system, description 3-6
Cleaners, 1-2
Computer Command Control (CCC) system, 3-19
Computer-controlled carburetor troubleshooting, 5-8
Concealment plugs (for idle mixture screw), removal
Model 1M (Monojet}, 78-3
I
Models 2M (Dualjet), 4M (Quadrajet), 70-13 Identification, carburetor, 4-1 through 4-10
Model 2SE (Varajet), 7E-9 Dualjet (2M series), 4-5
Model 8, 4-2
Model H, 4-4
Model 2G, 4-5
Model 4G, 4-5
D Monojet (1 M series}, 4-1
Dashpot, anti-stall, 3-18 Quadrajet (4M series), 4-8
Diagnosis, 5-1 through 5-16 Varajet (2SE series), 4-7
Idle circuit, 3-8
Idle mixture adjustment
Model 1M (Monojet}, 78-9
Model 2G, 7C-12
E Models 2M (Oualjet), 4M (Quadrajet), 7D-24
Emission considerations, 8-18 Model 2SE (Varajet), 7E-18
Engine modifications, 8-6 Idle speed adjustment
Exhaust systems, 8-13 Model 1M (Monojet}, 78-9
Exploded view drawings Model 2G, 7C-12
Model 8, 4-3 Models 2M (Dualjet), 4M (Quadrajet), 7D-23
Model H, 4-4 Model 2SE (Varajet), 7E-18
Model 1M (Monojet), 78-2 Idle Speed Control (ISC) motor
Model 2G, 7C-2, 7C-3 Adjustment
Model 2M (Dualjet). 70-4 Models 2M (Oualjet), 4M (Quadrajet), 7D-24
Model 2SE (Varajet), 7E-2 Model 2SE (Varajet}, 7E-18
Model 4G, 4-6 General description and check, 5-9
Model 4M (Quadrajet}, 7D-2 Ignition systems, 8-16
Inlet needle-and-seat, description, 3-4
Intake manifolds, 8-16
Introduction, 1-1 through 1-4
F
Fast idle speed adjustment
Model 1M (Monojet}, 78-9
Model 2G, 7C-12
Models 2M (Oualjet), 4M (Quadrajet), 7D-23, 70-24
L
Model 2SE (Varajet), 7E-17 Lubricants, 1-1
 Index IND-3

M R
Main metering circuit, description, 3-11 Removal and installation, carburetor, 6-1 through 6-4
Manifold vacuum, 3-2 Rochester carburetor flow ratings, 8-2
Manifold Absolute Pressure (MAP) sensor, general
description and check, 5-10
Metering rods, description, 3-15
Mixture Control (M/C) solenoid
Adjustment
Model E2SE (Varajet), 7E-18
s
Safe repair practices, 1-4
Mod'els 2M (Dualjet), 4M (Quadrajet), 70-20 Sealants, 1-3
General description and check, 5-13 Secondary systems, 3-17
Removal Selection and modification, 8-1 through 8-20
Model E2SE (Varajet), 7E-6 Solenoid, anti-dieseling, description, 3-17
Models 2M (Dualjet), 4M (Quadrajet), 7D-11 System performance test (feedback carburetor), 5-15
Modifications and carburetor selection, 8-1 through 8-20

N
Needle-and-seat T
Description, 3-4 Throttle Position Sensor (TPS)
Removal General description and check, 5-11
Model 1M (Monojet), 78-5 Adjustment
Model 2G, 7C-7 Models 2M (Dualjet), 4M (Quadrajet), 7D-27
Models 2M (Dualjet), 4M (Quadrajet), 7D-12 Model 2SE (Varajet) series, 7E-18
Model 2SE (Varajet), 7E-7 Removal
Models 2M (Dualjet), 4M (Quadrajet), 7D-11
Model 2SE (Varajet) series, 7E-6
Tightening sequences, 2-18
0 Tools and equipment, 2-1 through 2-20
Overhaul and adjustments, preparation, 7A-1 through 7A-4 Trouble code chart, 5-9
Overhaul and adjustments Troubleshooting, 5-1 through 5-16
One-barrel (Monojet) models (1 M series), 78-1
through 78-10
Tools and preparation, 7A-1 through 7A-4
Two-barrel models
2G series, 7C-1 through 7C-12
2M (Dualjet) series, 7D-1 through 7D-28
V
Vacuum break diaphragm, description, 3-6
2SE (Varajet) series, 7E-1 through 7E-18
Vacuum troubleshooting, 5-4
Four-barrel models, 4M (Quadrajet) series, 70-1
Venturi effect, 3-3
through 7D-28
Volumetric efficiency, 8-1
Oxygen sensor, general description and check, 5-12

p
Power circuit, description, 3-14 w
Pressure differential, 3-2 Wear checks, 7A-3, 7A-4
Principles of operation, 3-1 though 3-24 Working procedures, 2-18
Common spark plug conditions
NORMAL
Symptoms: Brown to grayish-tan color and slight
electrode wear. Correct heat range for engine and
operating conditions.
Recommendation: When new spark plugs_ are
installed, replace with plugs of the same heat range.

WORN TOO HOT

Symptoms: Blistered, white Insu-
Symptoms; Rounded electrodes lator, eroded e lectrode and
with a small amount of deposits on
absence of deposits. Results In
the firing end. Normal color. Causes shortened plug life.
hard starting In damp or cold Recommendation: Check for the
weather and poor fuel economy.
Recommendation: Plugs have correct plug heal range, over-
advanced ignition timing, lean fuel
been left in the engine too long. mixture, intake manifold vacuum
Replace with new plugs of the leaks, sticking valves and Insuffi-
same heat range. Follow the rec- cient engine cooling.
ommended maintenance schedule.

CARBON DEPOSlTS PREIGNITION

Symptoms: Melted electrodes.
Symptoms: Ory sooty deposits
Insulators are white. but may be
indicate a rich mixture or weak ignl• dirty due to misfiring or flying
lion. Causes misfiring, hard starting debris in the combustion chamber.
and hesitation. Can lead to engine damage.
Reoommendation: Make sure the Recommendation: Check for the
plug has the correct heat range. correct plug heal range, over·
Check for a clogged air filter or advanced ignition t iming, lean fuel
problem in the fuel system or mixture, Insufficient engine cooling
engine management system. Also and lack of lubrication.
check for ignition system problems.

ASH DEPOSITS HIGH SPEED GLAZING

Symptoms: Light brown deposits Sympto ms: Insulator has yellow-
encrusted on the side or center ish, glazed appearance. Indicates
electrodes or both. Derived from oil that cpmbustion chamber temper•
and/or fuel additives. Excessive atures have risen suddenly during
amounts may mask the spark, hard acceleration. Normal deposits
causing misfiring and hesitation melt to form a conductive coating.
during acceleration. Causes misfiring at high speeds.
Recommendation: If excessive
Recommendation; Install new
deposits accumulate over a short
time or low mileage, Install new plugs. Consider using a colder plug
valve guide seals to prevent seep- if driving habits warrant.
age of oil Into the combustion
chambers. Also try changing gaso-
line brands. DETONATION
Symptoms: Insulators may be
cracked or chipped. Improper gap
OIL DEPOSITS setting techniques can also result
Symptoms: Oily coating caused in a fractured Insulator tip. Can lead
by poor oil control. Oil Is leaking to piston damage.
past worn valve guides or piston Recommendation: Make sure the
rings into the combustion chamber. fuel anti-knock values meet engine
Causes hard starting, misfiring and requirements. Use care when set-
hesitation. ting the gaps on new plugs. Avoid
Recommendation: Correct the lugging the engine.
mechanical condition with neces-
sary repairs and install new plugs.
MECHANICAL DAMAGE
Symptoms: May be caused by a
GAP BRIDGING foreign object in the combustion
chamber or the piston striking an
Symptoms: Combustion deposits
Incorrect reach (too long) plug.
lodge between t he electrodes.
Causes a dead cylinder and could
Heavy deposits accumulate and
result in piston damage.
bridge the electrode gap. The plug
Recommendation: Repair the
ceases to fire, resulting In a dead mechanical damage. Remove the
cylinder.
foreign object from the engine
Recommendation: Locate the and/or install the correct reach
faulty plug and remove the deposits plug.
from between the electrodes.
 The Haynes TECHBOOK Series •.•
written for the d o ·t-yourselfer,
good enough for the pro!

Included in this manual are:

• Carburetor identification
• Basic troubleshooting
• Diagnostic checks for
computer-controlled carburetors
• On-vehicle tuning and adjustments
• Step-by-step repair and cverhaul
• Pt.1rformance & economy moditicati?ns
• Professional tips and tricks
• Over 340 step-by step photos take the
mystery out of t"'arburetors ••• the
perfect tool for tht: home mechanic!

' 11111

I II
5 02068