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Buy with confidence! If for any reason you're not completely satisfied with an item, simply return it within 7 days and the purchase price will be refunded.
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We ship world wide. All international orders must be paid online. Checks or money orders drawn on non-US banks will not be accepted.
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How a Carburetor Works
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Complexity: Myth or Fact? In the days of the Model T Ford, a mechanic didn’t need a great deal of expertise to be considered a “carburetor expert.” The unsophisticated single-barrel fuel mixers used in those days had few parts, were easy to disassemble and suffered primarily from problems induced by impurities contained in the gasoline that they crudely metered. Today, the situation is markedly different. Electronic fuel injection has replaced carburetion on new vehicles and with each passing year; information and advice concerning all aspects of carburetor operation becomes increasingly more difficult to find. At the same time, some of the more exotic carburetors of the past have taken on legendary attributes. Four-barrel carburetors have achieved an especially undeserved reputation for being difficult to deal with and as impossible to comprehend as a politician’s logic. And even though numerous books and magazine articles covering the subject have been written, the myriad of past and present carburetor designs and models has generally served only to muddy the waters of understanding.
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Compared to an AFB, this Carter model U-1, which was the company’s first down-draft model, looks primitive at best. Modern carburetors are certainly more sophisticated than this 1931 model, but the basic venturi function is very similar.
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To the uninitiated, this is just an ordinary Dodge Charger, but the educated eye will immediately detect the “HEMI” insignia on the side. The Chrysler Hemi did much to perpetuate the aura of mystery that surrounds the Carter AFB. (Robert Genat)
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Carburetors in general, and Performer/AFB and Thunder/AVS series carbs in particular, are reputed to be complicated. This has to do with the fact that early AFBs, having been the original- equipment carburetor on such legendary engines as the 409 Chevrolet, Chrysler Street Hemi and Pontiac GTO, were shrouded by the Muscle Car mystique. In truth, neither the AFB nor AVS designs are difficult to comprehend. The same can be said of the WCFB and Thermo-Quad.
Except for a few eccentric designs, which were originated by equally eccentric engineers, all automotive carburetors produced since the late 1950s are very similar in concept. Moreover, they are identical in basic function; differences lie in the methods used to accomplish those functions. However, Edelbrock and Carter carburetors—not being of a modular design—do not fully bare their most intimate fuel circuits, even when completely disassembled. This does tend to raise the confusion factor, but with a few cutaway drawings confusion fades like a politician’s pre-election promises.
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Back to Basics The basic purposes of any carburetor, be it a one-, two-, or four-barrel, are atomization of fuel, mixing of air and atomized fuel in the amounts required by engine load, and regulation of engine speed. You can understand these concepts most easily by spending a few minutes exploring the theory of carburetion (the mixing of fuel with air) and then relating that theory to functional hardware as incorporated in various carburetor models. As you might expect, you won’t have to read much further before you bump into a few paragraphs that cover these topics.
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Air is introduced into the fuel at two distinct points in the typical carburetor. First, air metered through an air bleed is drawn into the fuel in the emulsification tube. Then, additional air is mixed with the emulsified fuel in the booster and main venturis. When fuel reaches the intake valve, it is almost completely vaporized.
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In order for gasoline to burn within an internal combustion engine, it must be rendered into a near gaseous state by thoroughly mixing it with some amount of air. Air is necessary to provide oxygen, a requisite of combustion. During idle and part-throttle operation (such as steady-state cruising and light acceleration) 14.7:1 is the chemically ideal or stoichiometric air/fuel ratio. Under full-throttle and heavy-load operation, a richer mixture (in the vicinity of 12:1 or 13:1) is required to produce maximum horsepower and keep combustion chamber temperatures (and spark knock) under control. (During the 1970s and ’80s, some automakers experimented with “lean burn” technology as a means of increasing fuel economy. Unfortunately, air/fuel ratios leaner than 15:1 have a markedly negative impact on exhaust emissions.)
Suction, caused by the pistons moving down their bores during the intake cycle, creates a partial vacuum in the induction system. In turn, these low-pressure pulses are communicated through the intake manifold to the carburetor discharge nozzle and cause fuel to flow into the air stream. At this point, the fuel—pouring into the fast-moving air—is atomized (converted to a spray of fine droplets). It has not necessarily been vaporized. It remains in small droplets until it reaches the low-pressure (high-vacuum) area, beneath the carburetor throttle plates, that enables it to “boil” and become a gas. Strong manifold vacuum is a necessity not only for good atomization, but also to provide a proper (low pressure) environment for vaporization—essential for both peak efficiency and maximum performance.
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The front AFB on this factory Hemi installation has no provision for idle- mixture adjustment. Under this arrangement, the rear carb is considered a “primary”—with an idle circuit—while the front carb serves as a “secondary.” Since the front barrels of the rear carburetor are centrally located, fuel distribution is acceptable.
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Efficient combustion of gasoline is only possible when the fuel is mixed with 13 to 17 times as much air (by weight). The mixing, performed remarkably well by the relatively simple automotive carburetor, accurately and uniformly meters small quantities of fuel into a rapidly moving air stream.
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When fuel droplets, in this case from the idle slot, enter the low-pressure (high-vacuum) area below the throttle plate, they “boil” into a near complete vapor and thoroughly mix with the surrounding air.
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As the piston moves down the cylinder during the intake stroke, a lower pressure is created in the combustion chamber, intake port, and manifold runners. Air from the outside rushes in the carburetor to equalize this pressure differential, drawing the air/fuel mix into the cylinder.
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Previous | Next
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This has been a sample page from
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How to Rebuild and Modify Carter/Edelbrock Carburetors by Dave Emanuel
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If you want to modify your carburetor-equipped vehicle for performance today, you can choose from three major carburetor families – Holley, Demon, and Edelbrock. While Holley and Holley- style carburetors like Demon have been popular for years with their well documented successes and quirks, there has never before been a book covering the ins and outs of the emerging Edelbrock line of carburetors.
How to Rebuild and Modify Carter/Edelbrock Carburetors reflects the emergence of Edelbrock carburetors as the predominant Carter-style carburetors in the market today. A revision of the best-selling title Super Tuning and Modifying Carter Carburetors, this book contains more than 300 color photos, illustrations, and diagrams, covering rebuilding, tuning, and modifying Carter and Edelbrock carburetors.
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Click below to view sample pages!
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1 - History of Carburetors 2 - Carburetor Types 3 - Selecting a Carburetor 4 - How a Carburetor Works 5 - Carburetor Modifications 6 - Carburetor Tuning 7 - Rebuilding Tips
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This book also features the history of Carter as well as the history of the AFB and the AVS since the purchase by Edelbrock. Author David Emanuel outlines carburetor types, gives a thorough look at carb selection and carb function, and offers detailed information on modifications, tuning, and rebuilding Carter/Edelbrock carburetors.
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This is a great book that anyone who owns or works on Carter or Edelbrock Carburetors will love!
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8-1/2 x 11" Softbound 136 pages 159 color and 156 b/w photos Item # SA130 Price: $22.95
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Click here to buy now!
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Other items you might be interested in
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How to Rebuild and Modify Rochester Quadrajet Carburetors How to Rebuild and Modify Rochester Quadrajet Carburetors, seeks to lift the veil of mystery surrounding the Q-Jet and show owners how to tune and modify their carbs for maximum performance. This is the only book to truly cover step-by-step instruction on performance building the Rochester Quadrajet!
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Price:
$22.95
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Holley - Rebuilding and Modifying This unique book takes you step-by step through disassembly, parts inspection, modification, reassembly, installation, and on-car tuning of all popular Holley modular carburetors. This hands-on guide includes clearly labeled steps, hundreds of detailed photos, and easy to understand instructions that make working on Holleys as simple as 1-2-3.
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Price:
$18.95
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Super Tuning and Modifying Holley Carburetors Super Tuning and Modifying Holley Carburetors shows you how to select, install, tune, and modify all popular Holley performance carburetors. This book gives a detailed view of basic carburetor functioning, modifying for performance applications, custom tuning for street, racing, off-road, turbocharging, economy, and other special uses.
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Price:
$18.95
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Shipping is combined and discounted for multiple item purchases! Buy more and save on shipping! We ship Worldwide! See International Shipping for more information!
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Search Our Store for More Great Ford, Lincoln & Mercury Items!
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If you have any questions or comments please feel free to contact us. We look forward to serving you and fulfilling your needs.
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Thanks for your business!
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MRE PO Box 47 Grinnell, IA 50112
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