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Would too small of jetting of my AFB cause my
symptoms, missing irratically at a steady speed(no load, seems much better under
load)? I don't seem to get much reaction with the idle screws beyond a certain
point. I could back them all the way out with no change.
Chris Strohmeyer
67 Imperial
----- Original Message -----
Sent: Friday, March 09, 2007 1:06
PM
Subject: RE: IML: keeping the original
Carter carburetor
The most important factor, to a successful rebuild, is the amount of
contaminated fuel the carb has been exposed to. We've rebuilt AFB, AVS, TQs,
and HOLLEY'S, that have burned enough fuel to take the average Imperial to the
moon, and half way back.The most damaging contamination is water. If you
disassemble the carb, and its full of aluminum oxide ( white dust, and goo),
then your headed for trouble.The standard varnish deposits can be handled with
a good soak, and to clean the small passages,like the venturi cluster dip
tubes, we found a welding tip cleaner to work really well.(and a
compressed air blow out) Don't forget the fuel that these carbs were
calibrated for no is longer common, that requires re-jetting and some
fine tuning to get proper performance. We found that an increase of jet size,
between 2-5 richer steps works fine.The fact that some have converted to
the Edelbrock carb, and have been satisfied, is basicly from richer
jetting, not to mention the electric choke.Ya'll have a nice day, Dave.
--------------
Original message --------------
From: "Kristian Oyen"
<kandkoyen@xxxxxxxxxxxx>
> Frank,
>
> I
second your conclusions on the subject of keeping the original Carter
> carburetor. I have never had significant problems with Carters on
the many
> Imperials I've owned. I even replaced the Holley that came
on my '69 with a
> Carter as soon as I bought it in 1972. I taught
myself to rebuild my own
> Carters using patience and the detailed
instructions, then took the cars to
> my mechanic for final
adjusting.
>
> Kristian Oyen
>
> !963 Imperial
Crown Southampton 4-door
> 1966 Imperial Crown Sedan
> 1967
Imperial Crown Coupe
>
> ________________________________
>
> From: mailing-list-owner@xxxxxxxxxxxxxxxx
>
[mailto:mailing-list-owner@imperialcl ub.com] On Behalf Of Frank Griffin
> Sent: Thursday, March 08, 2007 7:37 PM
> To:
mailing-list@xxxxxxxxxxxxxxxx
> Subject: Re: IML: The Slow Rebirth of
My 1960 Imperial/ Carb
>
>
> Edelbrock makes a good
carb but the Carter on my 61 performs just fine. If
> the original
carb is swapped out please don't junk it. Its worth it to
> someone
to rebuild it. Once the original is gone its gone forever. If you
>
don't like rebuilding carbs there are places you can send your original
> that will recondition it with the correct parts and tune it to your
engines
> specifications. You simply bolt your original back on and
your good to go,
> and its nice when you don't have to change linkage
setups to make your carb
> work. I never had any problems with the
original carbs.
> Frank
>
> chuck milverton
wrote:
>
> Jim, Do yourself a favor
and junk the factory carb - my experience
> is that they are totally
unreliable even if you rebuild them. Also , stay
> away from new
Holleys - a pain in the keaster. My best result has been with
>
Edelbrock after market new.
>
> Chuck
>
> JIM
LORENZEN wrote:
>
> Hi everyone -
>
> Thought I'd bring the group up to date on my Imperial's
>
transition from barn fixture to living breathing (and God knows gas
>
drinking) automobile.
> A week ago Sunday I went out to the "Rust
Farm" to bring my
> baby home. Gary was all ready with the tilt bed
and I got busy getting it
> running to drive it to position to be
loaded. I came armed with a new Group
> 27 battery, coil, new plug
and coil wires and various fluids. I rigged a
> new fuel supply
system by stealing my lawnmower's 2 gallon gas can, 4 feet
> of
rubber fuel line and a new clamp; running the h ose from the can's place
> between the grille and radiator support to the fuel pump. I pulled
the
> plugs, hooked up the battery and ran the starter for about 2
minutes
> sporatically to get the oil flowing in the engine. I then
reinstalled the
> plugs, swapped out the coil (the old one was
leaking oil out of the tower)
> and plug wires crossed my fingers,
gave her a dose of Starting Fluid and
> turned the key. Nothing. We
tried it again and on the third attempt - my
> creature came alive!
The lifters took a few minutes to quiet down, but
> there was no blue
smoke out the pipes. It wasn't long before the auto choke
> kicked
down and she settled down to a nice quiet, even idle. Even the
>
guages were working. The transmission was a little more reluctant but after
> a while even that got with the program. I then got behind the wheel
and
> drove her over to the tilt bed shut her off and loaded her up a
nd we headed
> for Portland with lots of stares and finger pointing
along the way. About 45
> minutes later (Gary doesn't mess around
behind the wheel - it usually take
> me an hour to make the trip) we
pulled into the alley beside my house,
> unloaded her and I started
her up and gingerly backed her into the garage.
> I say gingerly as
one system that definately did NOT come back to life were
> the
brakes. Needless to say the push buttons on the transmission got quite
> a workout.
> Last Thursday, armed with a new master brake
cylinder I
> attempted to correct the braking issue. I replaced the
master cylinder and
> attempted to bleed the brakes but all in all I
pretty much wasted my time.
> The lines are hopelessly clogged and
corroded as I pretty much though they
> would be. My next main
project is to replace all the lines and wheel
> cylinders when the
weather gets a little warmer (I'ts su pposed to snow
> tonight here).
> On a lark, I decided to see what the engine was up to so I
>
reconnected the battery, gave the gas pedal three slow trips to the floor
> turned the key..... and she fired right up - with silent lifters
and no
> smoke. The transmission was back to normal too - at least as
far as
> response goes. Naturally with no brakes I haven't had the
guts to go around
> the block to see how the upshifts are doing, but
I'm hopefull.
> Later this week I'll replace all the fluids and drop
the gas
> tank which thanks to this group I now know how to drain.
> Just before today's sunset, I gave her a much deserved and
>
much needed bath and I must say she cleaned up pretty good.
> At some
point in the future I'll send this story along with
> some of the
many pictures I taken of this project along to the website, but
> for
now, I'm feeling pretty good about the whole thing.
> One interesting
sidelight out of working on this car again
> is pain, or should I say
the lack of it and memory. I have been all over
> and under this car
in the past two weeks doing things that when working on
> my other
cars and with my arthritic back usually lays me up at least a coupe
>
of days. Also I spent a lot of time working on this car when I was in my
> early twenties and a lot of time has passed since then.
Interestingly
> enough when working on her this past week, my poor
old brain was able to
> recall what size sockets and wrenches went
with what bolt and nut. I
> couldn't tell you what I had for
breakfast yesterday, but I remembered the
> bolt at the top of the
master cylinder cover took a 7/16th box. Now I know
> we tend to make
a lot of claims for our cars in this group and I'm not quite
> ready
to say that with this Imperial I've found the Fountain of Youth, but
> when I' m working on her I'm thinking better and in much less pain
than I
> experience doing simular things on other projects.
>
But enough of that. More to come when time, money and
> progress
permitts.
>
> Thanks for letting me rattle on
>
> Jim L. in OR
>
>
>
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>
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>
>
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