True - But in this case, how does the mechanic know what size to drill?
And which jet(s)? And in rear carb only or both? Are replacement
jets available if the bigger jet produces no change or makes things worse?
Drilling is largely irreversible.
Good instrumentation on a series of chassis dyno runs could really help
pinpoint the problem and lead to optimum performance. (Lotsa labor
changing jets - assuming you have alternatives readily available - and making
adjustments in between runs = pretty costly, but even at $100/hr could be
worthwhile investment. ) Unfortunately, I don't have access to such
facilities anywhere near my small town in New Mexico.
A good place to start with the carburetors is with Chrysler Service Bulletin
#1002-CH, Dated March 1, 1957. (Available through Club website -
Technical) And of course, the Factory Service Manual.
Personally, I would go back to the original stock progressive configuration,
ensure baseline adjustments per the Bulletins and Service Manual, then perform
the recommended carb modifications and go from there.
Ray Melton
************************************************************
On 5/7/2022 1:58 PM, Gary wrote:
Gary G.
With a No. and letter drill set you can dill jet to any
size you need.
Gary
Sent: Saturday, May 07, 2022 12:25 PM
Subject: Re: {Chrysler 300} Need more fuel!
Ray,
Thank you for your way over my pay grade response.
Mechanic is very talented and has some very high $$$$ builds to his
credit.
That said, his main business is high end Resto Mods.
Did a buddies '41 Cad coupe on Art Morrison frame with 2021 Cadillac Hot
Engine and 8/10 ? speed tranny.
Very High end builds, yet he will work on old Detroit iron like our
beloved 300's.
I like your suggestion re the service bulletin update and will start
there and let you know how it goes.
Best Regards
gary gettleman
The once "Golden State" (but not so much any
more) of California.
Hello Gary -
Sounds like it could be insufficient accelerator pump shot. Which
jets is he suggesting to be changed, and to what size? How did your
mechanic decide which jets to change and the new size - anything scientific
or just WAG? How will you find those jets for such an obsolete
carburetor? Even if jets for the later Carter AFB would fit, is the
internal fuel/air flow circuitry the same as for the WCFB? Since the
300C was originally intended to run on only one carburetor at low RPM, you
may have upset the A/F ratio right off idle when you converted to
synchronous (non-progressive) carburetor function - going too lean because
of the unintended extra airflow from the other carburetor. Have you
incorporated the carburetor modifications recommended by Chrysler in
Technical Bulletin #364 of July 16, 1957? That may/may not help, but
it couldn't hurt. I had Jim McGowan do that mod when he restored my
carburetors - excellent workmanship and results!
Depending on the elevation where you primarily operate, you might also
want to consider different metering rods, too, although that will not affect
your off-idle stumbling issue.
Ray Melton 300C in New Mexico
**********************************************************************
On 5/7/2022 12:31 PM, Gary Gettleman wrote:
To All the Great Folks in 300 Land.
Apparently the cam that we installed during the C engine rebuild is a
bit lumpy as compared to the stock cam.
Have what I would call a momentary stutter when the right foot
presses down.
We adjusted carb linkage so instead of running on 2 barrels it's now
on 4, which has improved performance, but still get the occasional
hiccup.
Mechanic said we need to swap out the jets for larger size and that
will solve problem.
Figure someone else has had this problem and would appreciate your
help with this issue.
Thanks to all.
gary gettleman
300 C Export
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