Polytechnic University of the Philippines

College of Engineering
Mechanical Engineering Department

CARBURETIO
N SYSTEM
Submitted by:

GROUP 5 (BSME 2-3)

Leader:
Fullero, Brent Nathaniel
Assistant Leader:
Azada, Michael Angelo
Members:
Luciada, Harvy
Ciruelos, Jefrey
Buendicho, Franz Nicko
Bolisay, Rampie
Aumentado, Rexon
Submitted to:

ENGR. JESUS D. CALLANTA

School Year
2014-2015

REFERENCE

http://www.partstrain.com/ShopByDepartment/Carburetion

Rich Niewirsoki Jr. http://www.projectrich.com/gallery

http://jalopnik.com/how-a-carburetor-works-496394819
http://www.britannica.com/EBchecked/topic/95297/carburetor
http://www.briggsandstratton.com/eu/en/support/faqs/adjusting-thecarburetor
en.wikipedia.org/wiki/Carburetor
auto.howstuffworks.com/question377.htm
www.google.com
www.wikipedia.org
http://www.carbkitsource.com/carbs/tech/articles/Carburetion/
http://www.waybuilder.net/sweethaven/MechTech/Automotive01
en.wikipedia.org/wiki/Carburetor
American Heritage Dictionary, via Answers.com Online Etymology
Dictionary
Inventors
and
Inventions.
Marshall
Cavendish.
2008.
p. 91.
ISBN 9780761477617. Retrieved 19 January 2014.
Rigden, John S.; Stuewer, Roger H. (2009). The Physical Tourist: A Science
Guide for the Traveler. Springer. ISBN 9783764389338. Retrieved 19
January 2014.
"Dont Bnki". Scitech.mtesz.hu. Archived from the original on 17 July
2012. Retrieved 19 January 2014.
Automotive Mechanics 10th edition by Anglin and Crouse
http://en.wikipedia.org/wiki/Carburetor
http://tesla3.com/free_websites/super_carburetor.html
http://chircoestore.com/tech_articles/?tag=carburetor
http://en.wikipedia.org/wiki/File:CarbNomenclature.jpg
http://www.whyhighend.com/carburetor-vs-fuel-injection.html
http://en.wikipedia.org/wiki/Choke_valve
http://www.electrojet.org/faq.html
http://arrc.ebscohost.com/ebsco_static/repairtips/8852CH15_CARBURETOR_CIRCUITS.htm
http://www.aa1car.com/library/carburetor.htm
http://www.jackssmallengines.com/carbprob.cfm

QUICK INTRODUCTION TO CARBURETORS

The carburetor was invented by an Italian, Luigi De Cristoforis, in 1876.

A carburetor is basically a device for mixing air and fuel in the correct
amounts for efficient combustion; it is a device responsible for supplying
the right mix of vaporized fuel and air to make the engine work. The
carburetor bolts to the engine intake manifold. The air cleaner fits over the
top of the carburetor to trap dust and dirt.
Carburetors have several functions which dictate the overall performance
of engines. (It sucks air into the engine, it sucks gas into the engine, it
creates engine air/fuel ratio, it speeds vehicle warm-up, it activates
transmission passing gear).
Carburetors work under pressure differences as what is stated by
Bernoullis Principle. (In fluid dynamics, Bernoulli's principle states that
for an in viscid flow of a nonconducting fluid, an increase in the speed of
the fluid occurs simultaneously with a decrease in pressure or a decrease
in the fluid's potential energy.
Gasoline is delivered to the carburetor by the fuel pump and is stored in
the fuel bowl. To keep this level of fuel stored in the bowl constant under
all conditions a float system is used.
A basic carburetor consist of many parts like carburetor body, air horn,
throttle valve, venture, main discharge tube, fuel bowl, float chamber,
diaphragm chamber, main circuit, accelerator pump, choke, main jet, idle
jet, idle screw, needle, throttle, float, float needle. These parts have
different parts which enable it to perform certain functions.
Carburetors can be classified according to kind of draft, no. of barrels and
venturi types. (Single, Double, Four, Six, Eight Barrel, Fixed Venturi,
Variable Venturi Carburetors)
There are special types of carburetor that have different system than the
mainstream carburetors. These carburetors are modified for its engine
needs. (Float type, Diaphragm type, Computer Controlled type, Feedback
type, Catalytic type.)
There are carburetion systems which comprise the overall operation of
carburetors. These are Float, Idle, Off-Idle, Acceleration, High-Speed,
system.
There are 2 types of a carburetor choke system; manual choke system and
automatic choke system. The manual choke system was once the most
popular way of controlling the choke plate; however, because of emissions
regulations the possible danger when used with catalytic converters and
technological advances in automatic choke systems, manual chokes are
not often used today. Automatic chokes have replaced the conventional
manual choke. They control the air-fuel ratio for quick starting at low
temperature and also provide for the proper amount of choking to enrich
the air-fuel mixture for all conditions of engine operation during the warmup period.
Carburetors can be adjusted by means of adjusting the air and fuel
mixture and adjusting the idle.

Carburetor problems generally fall into three areas: rich mixture, lean
mixture, and incorrect adjustment. Diagnosing carburetor problems is
relatively easy.
Engine problems have many different causes; everything related to the
problem must be checked.

INTRODUCTION
What is a Carburetor
A carburetor is basically a device for
mixing air and fuel in the correct
amounts for efficient combustion.
It is a device responsible for
supplying the right mix of vaporized
fuel and air to make the engine work.
Basically,
from
the
definition,
carburetor will do the mixing of air
and gas in correct amounts for a very
efficient and smooth operation of
cars.
Cars need to mix fuel with air for
efficient and smooth operation. If
cars will use pure gas, combusting it
might lead to an explosion. Besides using pure fuel will not be economical for
longer usage of the car.

Etymology
The
word carburetor comes
from
the
French carbure meaning
"carbide". Carburer means to combine with carbon (compare also carburizing). In
fuel chemistry, the term has the more specific meaning of increasing the carbon
(and therefore energy) content of a fluid by mixing it with a volatile hydrocarbon.

History and Development

The carburetor was invented by an Italian, Luigi De Cristoforis, in 1876. A
carburetor was developed by Enrico Bernardi, the first petrol combustion engine
prototyped on 5 August 1882. A carburetor was among the early patents by Karl
Benz as he developed internal combustion engines and their components.
The world's first carburetor for the stationary engine was invented by the
Hungarian engineers Jnos Csonka and Dont Bnki in 1893.
Frederick William Lanchester of Birmingham, England, experimented with the
wick carburetor in cars. In 1896, Frederick and his brother built the first gasolinedriven car in England.

In 1885, Wilhelm Maybach and Gottlieb Daimler developed a float carburetor

for their engine based on the atomizer nozzle.

Hungarian engineers Jnos Csonka and Dont Bnki patented a carburetor for
a stationary engine in 1893.

Frederick William Lanchester of Birmingham, England, experimented with the

wick carburetor in cars. In 1896, Frederick and his brother built the first gasolinedriven car in England: a single cylinder 5 hp (3.7 kW) internal combustion engine
with chain drive. Unhappy with the performance and power, they re-built the
engine the next year into a two-cylinder horizontally opposed version using his
new wick carburetor design.

Carburetors were the usual method of fuel delivery for most US-made gasolinefueled engines up until the late 1980s, when fuel injection became the preferred
method. This change was dictated more by the requirements of catalytic
converters than by any inherent inefficiency of carburation; a catalytic converter
requires much more precise control over the fuel / air mixture, to closely control
the amount of oxygen in the exhaust gases.

In Australia, some cars continued to use carburetors well into the 1990s; these
included the Honda Civic (1993), the Ford Laser (1994), the Mazda 323 and Mitsubishi
Magna sedans (1996), the Daihatsu Charade (1997), and the Suzuki Swift (1999). Lowcost commercial vans and 4WDs in Australia continued with carburetors even into the
2000s, the last being the Mitsubishi Express van in 2003. Elsewhere, certain Lada cars
used carburetors until 2006. Many motorcycles still use carburetors for simplicity's
sake, since a carburetor does not require an electrical system to function. Carburetors
are also still found in small engines and in older or specialized automobiles, such as
those designed for stock car racing, though NASCAR's 2011 Sprint Cup season was the
last one with carbureted engines; electronic fuel injection was used beginning with the
2012 race season in Cup.

In Europe, carburetor-engine cars were being gradually phased out by the end of the
1980s in favor of fuel injection, which was already the established type of engine on
more expensive vehicles including luxury and sports models. EEC legislation required
all vehicles sold and produced in member countries to have a catalytic converter after

December 1992; among the last carburetor-engine models produced in these countries
were most of the Ford Fiesta MK2 range (1989) as well as cheaper versions of
the Nissan Primera(1990) and Peugeot's 106 and 405 range - the French built 106
went into production just over a year before carburetor engines were outlawed in the
EEC.

Today, car manufacturers and other car enthusiasts prefer fuel injector
rather than carburetors because fuel injectors are more efficient and have more
benefits than carburetors.

Driver Benefits
Some say that an engine with a carburetor is said to produce more
raw horsepower or more end power than a fuel injected engine. A carburetor is by
far a simple engine when compared to a fuel injected engine. This simplicity would
make the carburetor engine easier to adjust, troubleshoot, configure or rebuild. A
carburetor engine would be a cheaper engine to purchase and cheaper to install.
Operational benefits to the driver of a fuel-injected car include smoother and
more dependable engine response during quick throttle transitions, easier and

more dependable engine starting, better operation at extremely high or low

ambient temperatures, smoother engine idle and running, increased maintenance
intervals, and increased fuel efficiency. On a more basic level, fuel injection does
away with the choke - (In automotive contexts, a choke valve modifies the air
pressure in the intake manifold of an internal combustion engine, thereby altering
the ratio of fuel and air quantity entering the engine. Choke valves are generally
used in naturally aspirated engines with carburetors, to supply a richer fuel
mixture when starting the engine. Most choke valves in engines are butterfly
valves mounted in the manifold above the carburetor jet, to produce a higher
partial vacuum and thereby draw more fuel into the intake stream) which on
carburetor-equipped vehicles must be operated when starting the engine from cold
and then adjusted as the engine warms up.

Environmental Benefits
Just as performance can be changed with a few simple environmental
changes, so can the emissions output. Carburetors are tuned with screws, where
EFI is calibrated digitally. It is difficult for manufacturers to guarantee emissions
compliance from mechanical devices that could easily be altered in the field. EFI
can compensate for engine wear and degradation over time, where mechanical
parts cannot.

Fuel injection generally increases engine fuel efficiency. With the improved
cylinder-to-cylinder fuel distribution of multi-point fuel injection, less fuel is
needed for the same power output (when cylinder-to-cylinder distribution varies
significantly, some cylinders receive excess fuel as a side effect of ensuring that
all cylinders receive sufficient fuel).

Exhaust emissions are cleaner because the more precise and accurate fuel
metering reduces the concentration of toxic combustion byproducts leaving the
engine, and because exhaust cleanup devices such as the catalytic
converter can be optimized to operate more efficiently since the exhaust is of
consistent and predictable composition.

Functions of Carburetor

It sucks air into the engine

It sucks gas into the engine
It creates
ratio

engine

air/fuel

It speeds vehicle warm-up

It activates
passing gear

transmission

The first 3 functions listed are the main functions. Taking in the correct
amount of air and mixing it with the correct amount gas for more air and gas
efficiency (mixture). While the last 2 functions are just incentive and added
functions once the carburetors are used.

OPERATING PRINCIPLE OF A CARBURETOR

PRINCIPLES
The carburetor works on Bernoulli's principle: the faster air moves, the
lower its static pressure, and the higher its dynamic pressure. The throttle
(accelerator) linkage does not directly control the flow of liquid fuel. Instead, it
actuates carburetor mechanisms which meter the flow of air being pulled into
the engine. The speed of this flow, and therefore its pressure, determines the
amount of fuel drawn into the airstream.

How does a Carburetor mix Air & Fuel?

When the piston moves down the

cylinder on the intake stroke it draws air
from the cylinder and intake manifold. A
vacuum is created that draws air from
the carburetor. The airflow through the
carburetor causes fuel to be drawn from
the carburetor through the intake
manifold past the intake valves and into
the cylinder. The amount of fuel mixed
into the air to obtain the required air to
fuel ratio is controlled by the venturi or
choke. When air flows through the
venturi its speed increases and the
pressure drops. This causes the fuel to
be sucked into the air stream from a hole
or jet. When the engine is at idle or at rapid acceleration there is not enough air
passing through the venturi to draw fuel. To overcome these problems other
systems are used.

How is gas delivered to the Carburetor?

Gasoline is delivered to the
carburetor by the fuel pump and is stored
in the fuel bowl. To keep this level of fuel
stored in the bowl constant under all
conditions a float system is used. A float
operated needle valve and seat at the
fuel inlet is used to control the fuel level
in the bowl. If the fuel level drops below a
certain level the float lowers and opens
the valve letting more fuel in. When the
float rises it pushes the inlet valve against
the seat and shuts off the flow of fuel into the bowl.

AIR | FUEL RATIO

ENGINES OPERATING
CONDITION
Starting (Air temperature
approximately 0 C)
Starting (Air temperature
approximately 20 C)
Idling
Running slowly
Accelerating
Maximum Output (full
load/weight)
Running at Economical Speed

AIR/FUEL RATIO
1:1
5:1
11:1
12-13:1
8:1
12-13:1
16-18:1

Once the car has started; it will burn gasoline all the way until the cars engine is turned
off. Carburetors make sure that the intake manifold will receive the right amount of
mixture for all operations.

PARTS OF A BASIC CARBURETOR

Carburetor Body
-It holds all the parts of the Carburetor.

Air Horn
- It is also called the throat or barrel. The part
which often fastens to the air horn body is as
follows: the choke, the hot idle compensator, the
fast idle linkage rod, the choke vacuum break, and
sometimes the float and pump mechanisms.
Throttle Valve
-This disc-shaped valve controls air flow through
the air horn. When closed, it restricts the flow of
air and fuel into the engine, and when opened, air
flow, fuel flow, and engine power increase. If an
engine were permitted to draw air in freely, it

would accelerate and run uncontrolled at very high

speed. Cutting off or throttling the airflow controls
engine speed. When the volume of air is reduced,
engine speed falls accordingly. When air volume is
unrestricted, the engine will produce full power.
The airflow or volume is controlled by the throttle
plate, which is placed in the base of the carburetor,
below the venturi, and is able to close the airflow
almost completely. The throttle plate, or throttle
butterfly, as it is sometimes called, is mounted on a
shaft. Rotation of the shah causes the throttle plate
to open or close the air passage. The throttle plate
is closed by spring force and opened by foot
pressure from the driver.
Main Discharge Tube
- It is also called the main fuel nozzle. It is a passage that connects the fuel bowl to the
center of the venturi.

Venturi
- The carburetor operates on the principle of the
incoming air drawing the fuel into the air
stream. The carburetor is positioned on the intake
manifold and all of the air that is drawn in by the
downward motion of the pistons, must pass
through the carburetor. This air passes through a
narrowing of the carburetor body. This is called a
venturi. The air is forced to change flow
characteristics as it passes through the venturi. It
produces sufficient suction to pull fuel out of the
main discharge tube.

Fuel Bowl
- The fuel bowl holds a supply of fuel that is NOT under fuel
pump pressure. Float chamber .It holds a quantity of fuel at
atmospheric pressure ready for use. Its supply is refilled by a
float driven valve; as the level drops the float drops too and
opens an inlet which allows the fuel pump to deliver more fuel
to the float chamber. The float rises with the replenished fuel
level, closing off the inlet.

Float Chamber
-A
float
chamber
is
used
as
part
of
a carburetor system to regulate the amount of fuel
being supplied to an engine. It is often referred to as
a carburetor bowl. These chambers operate by
allowing the fuel within them to lift a hollow float
that is connected to a shut-off valve. When a
sufficient amount of fuel has entered the float
chamber, the float rises and closes the valve. If the
fuel level in the chamber becomes too low, the float
lowers and reopens the valve. Typical fuel chambers
can only be used in carburetors that maintain a
horizontal orientation. In order to
operate, an internal combustion engine
must maintain a steady supply of fuel.
Fuel is typically supplied to this type of
engine by either a carburetor or some
form of fuel injection. A carburetor-equipped
engine must maintain a reservoir of nonpressurized fuel for aspiration into its
combustion chambers. This steady supply of
non-pressurized fuel is maintained inside of the
carburetors float chamber.
Float

- Part of a float valve system that regulates

flow into the float bowl, the Float is usually
a hollow plastic floating device inside the
float bowl attached to a pivoting hinge. As
the fuel level in the float bowl varies, the
vertical level (angular displacement) of this
float changes as well. This movement
controls the opening and closing of the
float needle.

Diaphragm Chamber
- With some carbureted engines such as those that
drive power tools like brush cutters or chainsaws a
float chamber is unsuitable, as the engine needs to
work even if it is upside down. In that case, a
chamber with a flexible diaphragm on one side is
used. Atmospheric pressure pushes the diaphragm
inwards as the fuel is used.

Main Circuit
- When the throttle is progressively opened, more
and more air is allowed to flow through the pipe and
into the engine. The idle and off-idle circuits cease
to function because the manifold vacuum is now
lowered, but as the airflow through the venturi
increases, the Bernoulli Effect, which lowers the
pressure in the pipe as the velocity increases, sucks
fuel into the airstream through a jet in the center of
the throat. Modern carburetors used on motorcycle
engines are defined as "needle type"due to the
mechanical configuration of the main delivery
system. The tapered needle assures the correct
mixture ratio for all operating conditions of the
engine corresponding to openings of the accelerator
from 1/4 up to wide open throttle.

The Tapered Metering Rod

- As usual, the fuel is drawn into the venturi from the
vacuum generated by the induced airflow, but from
the moment that the throttle valve closes, the
same vacuum changes within very wide limits.
For small throttle openings the engine vacuum
level is generally higher than when the valve is
partially
or fully lifted and subsequently, the fuel delivery from the
nozzle of the main circuit changes proportionally. By responding
only to the vacuum signal, a main circuit comprised of only the nozzle
would deliver a lot of fuel at small and intermediate throttle openings,
maintaining rich mixture strength. At large openings, the delivery would decrease at
the worst time, risking engine damage from a lean mixture. The atomizer end closest
to the venturi contains the calibrated diameter. This component is available in various
dimensions. By increasing the atomizer's diameter, the mixture is enriched, while it
will be the contrary when the diameter is decreased. Obviously we can get the same
effect by changing the calibrated diameter the conical needle, at the expense of some
other of its features. Sometimes a needle with the appropriate diameter in the conical
area is not readily available. In this case it's much easier, once the need has been
established, to replace the atomizer, even though carburetors are supplied with
calibrations already optimized according to the category of the engine where they will
be used. The calibrations will probably an adjustment of the jets, the position, and
eventually of the conical needle type while, generally, the atomizer and the valve
chamfer don't require any change even though spare
parts are available for most models.
The Atomizer and its emulsion holes
- The atomizer, in its simplest shape, is a tube that
connects the main jet to the venturi. For this element
there are two possible configurations that, traditionally,
the engineers call "two stroke type" or "four stroke type".
Some have with a series of holes placed along the whole
area and in communication with the main circuit channel
(four-stroke type).

The Main Jet

- The basic element of the carburetor's adjustment, at full power and for wide throttle
openings, is the main jet, which controls the calibration of fuel delivered from the main
system. The main jet is mounted in the lowest part of the float chamber to ensure that

it is always covered with liquid, even when the motorcycle makes excessive
maneuvers. Part of the main fuel supply circuit, the main jet is
basically a screw with a very accurately sized hole through it. The
hole's size determines the maximum flow rate of fuel into the
venturi. At WOT the carburetor uses the main jet's full flow capacity.
It is the main passage of fuel from the float bowl to the carburetor
throat.
Idle Jet
-it controls the maximum amount of fuel that
the idle circuit will supply. Sometimes, after
replacing a carburetor with a more elaborate
one, the idle jet might be too rich to let the
engine idle correctly.

Other Jets inside the Float

-Take not of the baffle that keeps fuel in the
chamber of the main jet even when the
motorcycle is subjected to move and
accelerate. It would move the liquid mass in
the float chamber. The conical needle and
atomizer are placed below in their relative working positions.

Accelerator Pump
-If the throttle is opened wide very quickly, the idle
circuit stops working immediately, but the main
circuit does not become effective until the airflow
has had time to build sufficiently. To bridge that
gap in fuel flow, an accelerator pump delivers a
squirt of fuel under low pressure to smooth the
transition from idle circuit to main circuit. The
function of the accelerator pump is to
momentarily provide the additional quantity of
fuel needed during acceleration, until the flow
delivered from the main metering system
increases. This is required whenever the throttle
is suddenly opened. The pump is a piston type
pump, operated through the throttle linkage. It is
used in stage I only. Located inside the float
chamber, it is constantly surrounded by gasoline.
When the pump lever is actuated, the pump piston
forces fuel through channels and out through the
calibrated injection pipe into the carburetor throat.

Pump Check Ball

- The pump check ball only allows fuel to flow into
the pump reservoir. It stops fuel from flowing back
into the fuel bowl when the pump is actuated.
Pump Check Weight
- The pump check weight prevents fuel from being pulled into the air horn by venturi
vacuum. Its weight seals the passage to the pump nozzle and prevents fuel siphoning.
Pump Nozzle
-The pump nozzle, also known as the pump jet, has a fixed opening that helps control
fuel flow out of the pump. It also guides the fuel
stream into the center of the air horn.
Pump Plunger Springs
-There are two springs used in conjunction with
proper pump plunger operation. There is an upper
pump spring which is also known as the pump
duration spring, and a lower spring located under
the pump plunger assembly which is known as the
pump return spring. The two springs combine
forces to control movement of the pump plunger so
that a smooth sustained charge of fuel is delivered
for acceleration.

Fuel Inlet and Vent Ball Action

- Because the carburetor is subjected to high under-hood temperatures, it is possible
for the fuel in the pump circuit to become vaporized. If the vapor is not disposed of,
the pressure built up will force fuel from the pump circuit into the carburetor resulting
in a rich mixture. To prevent the possibility of fuel vapors causing this to happen, when
the pump plunger is in a ready or cocked position, the pump inlet and vapor vent
check ball will drop to the bottom of its travel leaving the inlet opening uncovered.

Choke
-Fuel ignites less readily when cold, and if the
engine is also cold, then some fuel vapor can
condense out of the air fuel mixture onto the intake
manifold and cylinder walls. This makes the mixture
leaner, so to compensate for this, a valve known as
the 'choke' restricts the flow of air at the entrance to
the carburetor, keeping the manifold pressure low
even though the throttle valve has been opened. In
this way, fuel is sucked into the incoming air through

all the fuel circuits at once idle, off-idle, and main.

In some engines, instead of using a choke valve, an
additional fuel circuit behind the throttle valve can
enrich the air fuel mixture.When the choked
engine is cranked, fuel is pulled into the engine
through the idle port, the transfer port and the
main metering circuit. Combined with the
reduced air supply, it creates the extremely rich
mixture that's needed to start a cold engine. As
soon as the engine starts, it needs air to keep
running and to offset the super-rich fuel
mixture. The choke plate shaft is offset slightly
to one side so incoming air will tend to push it
open. On many older carburetors, a vacuum
operated piston in the choke housing or
carburetor casting was used to pull the choke
plate partially open so the engine could receive
sufficient air to keep running. These pistons
were prone to gum up and stick, causing hard
starting and stalling problems.
Needle
-Through the midrange throttle application (not
closed and not wide open), the tip of the needle
regulates the flow of fuel out of the main jet by
blocking its opening. Typically adjusted by changing
the position of a snap ring, it controls the air/fuel
mixture while mid-ranged throttle is applied.
Float Needle
- Part of a float valve system that regulates flow into
the float bowl, the Float needle is a two force
compression member which is about a centimeter if
not smaller in length. It usually has a pin connection
at one end and a rubber sealing element at the
other end. As the float bowl moves, the float needle
moves linearly. Its rubber seal blocks an opening
through which fuel flows from the gas tank. Many
leaky carburetor problems are due to a damaged
float needle.
Throttle
- A spring loaded gate valve which is directly
controlled by the twistable throttle grip. The linear
vertical displacement of this valve is equal to the
linear vertical displacement of the needle.

Carburetor and its parts

EXPLODED VIEW OF A CARBURETOR

Carburetor Theory
The carburetor sucks fuel out of the bowl by the venturi effect that Bernoulli
figured out. This means forcing air through a narrowed "throat" (the venturi or
narrowed tube through the carb) makes the air speed up. Fast moving air is lower
in pressure than the outside air pressure. Since we maintain the fuel bowl at
outside air pressure by venting it on top, the fuel in the float bowl is under the
higher "outside air" pressure than the low pressure air rushing through the carb
throat. A pipe runs from the bottom of the bowl, through the main jet, to the area
of the fast rushing air where the pressure is lower. The "outside air" pressure in
the float bowl pushes the fuel to the lower pressure area. That's the middle of the
throat of the carburetor. The fast moving air rips off tiny droplets of fuel from the
pipe which mix with the air and flow to the engine to burn.
Moped carburetors work under the same principles as larger carburetors, but
are usually simple and have fewer moving parts. Several elements of carburetion,
such as the idle circuit, are built into the carburetor body and are non-adjustable.
This saves on cost and requires less maintenance, and the smaller carburetors
are less susceptible to atmospheric factors and so do not suffer for this lack of
adjustment.

Carburetor Size
Carburetor size, usually measured by the width of the venturi at its smallest
point, has a significant effect on the power, fuel economy, and noise level of an
engine. Most stock mopeds came equipped with anywhere from a 9mm to 15mm
carburetor. Smaller carburetors were equipped to increase gas mileage and limit
speed. Increasing the size of a moped's carburetor can increase the rev
ceiling and therefore top speed, as well as provide more power for acceleration.
This can sometimes lead to sluggishness at lower engine speeds, depending on
several other factors.
Carburetors work within a certain range of air speed passing through it's
venturi. Increasing the diameter of the venturi lowers the air speed, allowing the
carburetor to continue working well at a relatively higher engine speed. However,
the wider the venturi, the greater the vacuum required for it to function. Engines
equipped with over bore kits, or with increased compression ratios and larger
transfer and exhaust porting are able to create this larger vacuum and benefit
from carburetor's with increased venturi diameter.

Stock mopeds run well with anything from a 12mm to 16mm carburetor.
50cc kits or ported stock cylinders may see a benefit from up to a 19mm
carburetor when paired with a expansion chamber exhaust pipe and matching
intake manifold. 60cc, 65cc, and higher displacement kits work best with a
15mm, 19mm, 21mm, or even larger carburetor. Some drag racing engines use
up to a 26mm carburetor with a 86cc Minarelli kit, although this engine would be
difficult, if not impossible, to use on a street bike.

TYPES OF CARBURETOR (According to number of barrels)

Single Barrel Carburetor
- It is used on small engines that do not require
large quantities of air and fuel.
The single-barrel carburetor dates back to the
dawn of the automotive age. It saw continuous use
in one form or another until all carburetor-equipped
vehicles were replaced with fuel injection in the late
1980s. The one-barrel carburetor could be used
individually for obtaining good fuel economy, or in
multiple synchronized stacks to provide amazing
horsepower performance. Consisting of a single fuel
jet feeding into one venturi, rebuilding a singlebarrel carburetor is as simple as its design.
A carburetor combines fuel and air for the internal combustion engine of a motor
vehicle. This device can have a single barrel, two barrels or four barrels. A single-barrel
carburetor is commonly used on small engines that
do not need large amounts of fuel and air. More
barrels are only needed when there is a high rate of
air flow and fuel displacement.

Two Barrel Carburetor

- It has two throttle plates and two venturis. The
area where the air comes into the carburetor is
common on both barrels. A two-barrel carburetor
may have one barrel that is smaller in diameter than
the other one.

- A double-barrel carburetor allows for a higher rate of airflow from the engine. Higher
airflow charges the mixture of air and fuel necessary for the higher performance
quality. Double-barrel carburetors can be actuated by the accelerator linkage to open
sequentially, with the second brought into play once the primary barrel is completely
open. This will allow for greater fuel and air mixture, which enhances horsepower and
performance. Two barrels on a carburetor can allow for differentiating intake. Primary
and secondary barrels can be of differing sizes and can be calibrated to deliver
different air and fuel mixtures. This results in higher volumetric efficiency. Doublebarrel carburetors offer a more compact design than single-barrel units, allowing for
more room in the engine compartment for other components.

Four Barrel Carburetor

- On a four-barrel carburetor, there is a primary
side and a secondary side. Both sides are jetted
differently. The primary side is the most used and
has the idle adjustment that feeds fuel from below
the throttle plate. The main metering jets are
located above the throttle plate and require a lot
more vacuum to operate. The vacuum is produced
through the air passing the ports causing a lowpressure area. As the volume of air or CFM
increases, the vacuum correspondingly increases
and the fuel flow does the same. The carburetor
must be totally clean and all passages open to be
tuned properly.
It has four barrels to mix the air and fuel. The
engine operates on two barrels during most driving
conditions. When more power is needed, the other
two barrels add fuel to increase the amount of
horsepower and torque produced by the engine.

Types of Carburetor (According to

direction of draft)

Natural/Side Draft Carburetors

- This carburetor is used where there is
little space on top of the engine.
A side draft carburetor is a device
integral to the functioning of almost all
internal combustion engines constructed
prior to the 1980s. Since then they've
been replaced in the automobile industry
by fuel injection systems, though they
are still prominent in any small gaspowered engine such as on motorcycles and lawn care equipment. It is the task of a
side draft carburetor to combine air with fuel in the correct ratio prior to its entry into
the engine's combustion cylinders. Because this ratio changes depending on how
rapidly the engine is functioning, the side draft carburetor must be self-adjusting as
well.
Natural or side draft single-barrel carburetors are best suited for use in small
spaces above the engine. Unlike the downdraft carburetor, these types of carburetor
move the air horizontally into the device's manifolds, which supply the air and fuel
mixture to the cylinder.
A side draft carburetor, as the name would suggest, is located on the side of an
engine. This is opposed to the more common down draft carburetor which is found
atop the engine. In either case, the carburetor is made up of a filtered air intake
running to the cylinders. Along this intake line is a narrow, pin-sized hole. This leads
back to a narrow metal tube called a venturi. There is a solid metal housing from the
venturi to the vehicle's fuel supply line. Closing off the housing from the venturi is a
valve called a throttle plate. This throttle plate is spring loaded and connects directly
to the throttle assembly of the engine.

Liquid fuel sits behind the throttle plate. As the engine starts, the throttle plate
slowly opens. It opens wider and wider as the engine's throttle is depressed. This lets
more fuel through, past the venturi into the jet line. Because the jet is so narrow, the
air from the air intake passing by its far end creates a vacuum, pulling the fuel in
atomized particles down with the flow of air into the engine's combustion cylinders.
Because the throttle will dictate the engine's fuel/air ratio needs, the throttle plate will
always be open to the required degree to ensure the optimum ratio is provided.

Updraft Carburetor
- This type is placed low on the engine and uses
a gravity fed-fuel supply. In other words, the
tank is above the carburetor and the fuel falls to
it.
This type of single-barrel carburetor is the
updraft carburetor. This type has been replaced
by the aforementioned carburetors but some
older cars still use them. The updraft carburetor
is placed below the engine. Gravity forces the
fuel from the tank above into the carburetor
below. However, the air and fuel mixture must
still be pushed upward into the engine.

Downdraft Carburetor
- The single-barrel downdraft carburetor is one
of the most common types of single barrel
carburetors. These carburetors are suitable for
engines requiring low air velocity and
containing more air passages. Single-barrel
downdraft carburetors use gravity to push the
mixture of air and fuel into the cylinder.
This carburetor operates with lower air
velocities and larger passages. This is because
gravity assists the air-fuel mixture flow to the
cylinder. The downdraft carburetor can provide large
volumes of fuel when needed for high speed and
high power output.

Types of Carburetors (According to

Venturi Type)

Fixed Venturi Carburetor

-It does not change shape and size to accommodate
changing engine performance demands. Therefore,
the speed of the air flowing through the venturi
varies according to engine rpm and load. Because
the vacuum in the venturi is the result of moving air,
the amount of fuel drawn from the discharge nozzle
varies as air velocity (and vacuum) in the venturi
fluctuates. In some engine operating modes, the air
speed, vacuum level, and fuel discharge are
matched to the needs of the engine. At other times,
the fuel discharge might be too little or too much. To
compensate for the inadequacies of a fixed venturi,
idle systems, power systems, and choke systems are
needed to supplement the main metering system.

Variable Venturi Carburetor

It increases in size as engine demands
increase. In this way, airflow speed through the
venturi and the resulting pressure differential
remains fairly constant. Thus, a variable venturi
carburetor is also known as a constant velocity
carburetor or a constant depression (vacuum)
carburetor.
A new variable venturi carburetor has been
developed, in order to achieve high metering
accuracy, fuel economy, higher power and good
driveability of the vehicle. This carburetor is a
down-draft-type, and has better characteristics
compared with the fixed venturi carburetor, such
as better fuel atomization, lower cycle-to-cycle
variation of combustion in lean mixture, faster
response, and higher power. For this carburetor, a
new type venturi and a new cold enrichment system
has been developed. This venturi type has an
exponential-profile with a nearly constant increasing
rate of venturi opening area to the suction piston
stroke. The new cold enrichment system controls the
airfuel ratio in all conditions by changing air bleed
quantities using the thermo-wax. With this system,
cold drive-ability is improved greatly.

Special Types of Carburetor

Float Type Carburetor
The float works much like one in a watering
system, opening and closing a needle valve as the
float lowers or raises. Float carburetors are so
named because they maintain a fuel staging area
at approximately ambient pressure with a float
valve. Fuel level is maintained to tight tolerances
because fuel metering is a function of float level.
Higher levels make it richer. As fuel is drawn for
the bowl area the float drops opening the float
valve. Fuel pump pressure causes the bowl to
refill, floating the valve closed. Under normal operations the float valve remains
slightly open to very open, keeping the level constant. Floats can be concentric or
eccentric. Concentric are levers, first or second class. Eccentrics are a slide float.
Floats can be adjusted by shims under the valve, or by adjusting a valve contact tab.
The main source of fuel metering force comes from the pressure differential between
the low pressure area within the venturi and the ambient pressure in the float
chamber, or bowl. This is called air metering force. This fuel metering force draws fuel
into a discharge nozzle, or venturi nozzle that introduces fuel into the center of the
airstream. Air bubbles can be bled into the fuel gallery just before the discharge
device to assist in atomization and distribution.
The three major disadvantages of float carburetors are:

Various flight attitudes may cause the float system to malfunction.

Carburetor icing is most prevalent with this type.
Fuel metering and throttle transition is less accurate.

Diaphragm Type Carburetor

This type does not have a float, rather the difference between atmospheric
pressure and the vacuum created in the engine pulsates a flexible diaphragm.

The advantages of the

carburetor are as follows:

diaphragm

a) It can be mounted in virtually

any position
b) It is much lighter, cheaper, and
have a self contained vacuum
powered fuel pump
With all these good properties versus
the float type carburetor, the membrane
type has a more peculiar feature. It is
more difficult to tune that is, if one is not
familiar with it.
From my knowledge and experience, I must say that there are no two people alike.
This is also true with engines. For a proper and safe combustion, any engine needs to
be delivered a relatively precise mixture of air and atomized fuel, over a wide range of
operating conditions and RPMs. The operation can be from idle, usually 2,000 to 2,300
RPMs, to full power,(usually from 6000 to 6,500 RPMs if not even more) depending on
the engine, reduction, propeller size and type.
The ideal air to fuel mixture ratio is anywhere from 12:1 to 16:1 (example 16
volumes of air and one volume of fuel) and it depends on elevation, type of fuel, oil to
fuel mixture, ambient temperature and engine.
The membrane carburetor has four adjustments:
1)
2)
3)
4)

The
The
The
The

fuel metering system (needle valve) located underneath the membrane,

idle screw,
high RPM adjustment screw
low RPM adjustment screw

Computer Controlled Carburetor

It uses a solenoid-operated valve to respond to commands from the
microcomputer (electronic control unit). The system uses various sensors to send
information to the computer that calculates how rich or lean to set the carburetor
air-fuel mixture.
To maintain federally mandated emission levels, it is necessary to control the
idle speed. Most feedback systems operate in open loop when the engine is

idling. To reduce emissions during idle, most feedback carburetors idle faster and
leaner than non-feedback carburetors.
To adjust idle speed, many
feedback carburetors have an
idle speed control (ISC) motor
controlled
by
an
electronic
control module. The ISC motor is
a small, reversible, electric
motor. It is part of an assembly
that includes the motor, gear
drive, and a plunger. When the
motor turns in one direction, the
gear drive extends the plunger.
When the motor turns in the
opposite direction, the gear drive
retracts the plunger. The ISC
motor is mounted so the plunger can contact the throttle level. The ECU controls
the ISC motor and can change the polarity applied to the motor's armature to
control the direction in which it turns. When the idle tracking switch is open
(throttle closed), the ECU commands the ISC motor to control idle speed. The ISC
provides the correct throttle opening for cold or warm engine idle.
Based on the input signals from the system's
sensors, the ECU increases the curb
idle speed if the coolant is below a
specific temperature, if a load (such as airconditioning. transmission, power steering) is placed on
the engine, or when the vehicle is operated above a
specific altitude.
During closed choke idle, the fast-idle cam holds the throttle blade open
enough to lift the throttle linkage off the ISC plunger. This allows the ISC switch to
open so the ECU does not monitor idle speed. As the choke spring allow the fastidle cam to fall away and the throttle return to the warm idle position, the ECU
notes the still low coolant temperature and commands a slightly higher idle
speed.
As the engine warms up, the plunger is retracted by the electronic control
module. If the A/C compressor is turned on, the ECU extends the plunger a certain
distance to increase engine idle speed to compensate for the added load. When
the throttle is opened and the lever leaves contact with the plunger, an idle
tracking switch (ITS) in the end of the plunger signals the ECU. The electronic
control module then fully extends the plunger where, upon contact with the lever

(during acceleration), it acts as a dashpot, slowing the return of the throttle lever.
When the engine is shut down, the plunger retracts, preventing the engine from
dieseling. It then extends for the next engine startup.
In some systems, if the engine starts to overheat, the ECU commands a higher
idle speed to increase coolant flow. Also, if system voltage falls below a
predetermined value, the ECU commands a higher idle speed to increase
alternator speed and output.
Normally, idle speed adjustments are not possible on carburetors with
electronic idle speed control. Attempting to adjust idle speed by adjusting the ISC
plunger screw results in the ECU moving the plunger to compensate for the
adjustment. Idle speed does not change until the ISC motor uses up all of its
plunger travel trying to compensate for the adjustment, at which point the
system is completely out of calibration. When idle speed drive ability problems
occur, the ISC system is usually responding to or being affected by the problem,
not causing it.

Feedback Carburetors
In the 1980s, many American-market vehicles used special "feedback"
carburetors that could change the base mixture in response to signals from an
exhaust gas oxygen sensor. These were mainly used because they were less
expensive than fuel injection systems; they worked well enough to meet 1980's
emissions requirements and were based on existing carburetor designs.
Frequently, feedback carburetors were used in lower trim versions of a car
(whereas higher trim versions were equipped with fuel injection). However, their
high complexity (compared to both older carburetors and fuel injection) both
made problems common and maintenance difficult. Eventually falling hardware
prices and tighter emissions standards caused fuel injection to supplant
carburetors in new-vehicle production
The feedback carburetor was introduced following the development of the
three-way catalytic converter. A three-way converter not only oxidizes HC and CO
but also chemically reduces oxides of nitrogen (NOX). However, for the three-way
catalyst to work efficiently, the air/fuel mixture must be maintained very close to
a 14.7 to 1 ratio. If the air/fuel mixture is too lean, NOX is not converted
efficiently. If the mixture is too rich, HC and CO does not oxidize efficiently.
Monitoring the air/fuel ratio is the job of the exhaust gas oxygen sensor.
An oxygen sensor senses the amount of oxygen present in the exhaust stream.
A lean mixture produces a high level of oxygen in the exhaust. The oxygen
sensor, placed in the exhaust before the catalytic converter, produces a voltage

signal that varies with the amount of oxygen the sensor detects in the exhaust. If
the oxygen level is high (a lean mixture), the voltage output is low. If the oxygen
level is low (a rich mixture), the voltage output is high.
The electrical output of the oxygen sensor is monitored by an electronic control
unit (ECU). This microprocessor is programmed to interpret the input signals from
the sensor and in turn generate output signals to a mixture control device that
meters more or less fuel into the air charge as it is needed to maintain the 14.7 to
1 ratio.
Whenever these components are working to control the air/fuel ratio, the
carburetor is said to be operating in closed loop. The oxygen sensor is constantly
monitoring the oxygen in the exhaust, and the control module is constantly
making adjustments to the air/fuel mixture based on the fluctuations in the
sensor's voltage output. However, there are certain conditions under which the
control module ignores the signals from the oxygen sensor and does not regulate
the ratio of fuel to air. During these times, the carburetor is functioning in
conventional manner and is said to be operating in open loop. (The control cycle
has been broken.)
The carburetor operates in open loop until the oxygen sensor reaches a certain
temperature (approximately 600F). The carburetor also goes into open loop when
a richer-than-normal air/fuel mixture is required, such as during warm-up and
heavy throttle application. Several other sensors are needed to alert the
electronic sensor provides input relating to engine temperature. A vacuum sensor
and a throttle position sensor indicate wide open throttle.
Early feedback systems used a vacuum switch to control metering devices on
the carburetor. Closed loop signals from the electronic control module are sent to
a vacuum solenoid regulator, which in turn controls vacuum to a piston and
diaphragm assembly in the carburetor. The vacuum diaphragm and a spring
above the diaphragm work together to lift and lower a tapered fuel metering rod
that moves in and out of an auxiliary fuel jet in the bottom of the fuel bowl. The
position of the metering rod in the jet controls the amount of fuel allowed to flow
into the main fuel well.
The more advanced feedback systems use electrical solenoids on the
carburetor to control the metering rods. These solenoids are generally referred to
as duty-cycle solenoids or mixture control (M/C) solenoids. The solenoid is
normally wired through the ignition switch and grounded through the electronic
control module. The solenoid is energized when the electronic control module
completes the ground. The control module is programmed to cycle (turn on and
off) the solenoid ten times per second. Each cycle lasts 100 milliseconds. The
amount of fuel metered into the main fuel well is determined by how many

milliseconds the solenoid is on during each cycle. The solenoid can be on almost
100 percent of the cycle or it can be off nearly 100 percent of time. The M/C
solenoid can control a fuel metering rod, an air bleed, or both.
A less common method to control the air/fuel mixture is with a back suction
system feedback. The back suction system consists of an electric stepper motor,
a metering pintle valve, an internal vent restrictor, and a metering orifice. The
stepper motor regulates the pintle movement in the metering orifice, thereby
varying the area of the opening communicating control vacuum to the fuel bowl.
The larger this area, the leaner the air/fuel mixture. Some of the control vacuum
is bled off through the internal vent restrictor. The internal vent restrictor also
serves to vent the fuel bowl when the back suction control pintle is in the closed
position.
The 7200 VV carburetor was also produces with a feedback stepper motor that
controls the main air bleed. The stepper motor controls the pintle movement in
the air metering orifice thereby varying the amount of air being metered into the
main system discharge area. More amount of air = the leaner the air/fuel mixture.
A hole in the upper body casting of the carburetor allows air from beneath the air
cleaner to be channeled into the main system discharge area. The metered air
lowers the metering signal at the main fuel metering jets.

Catalytic Carburetors
A catalytic carburetor mixes fuel vapor with water and air in the presence of
heated catalysts such as nickel or platinum. This is generally reported as a
1940's-era product that would allow kerosene to power a gasoline engine
(requiring lighter hydrocarbons). However reports are inconsistent; commonly
they are included in descriptions of (e.g.) "200 MPG carburetors" intended for

gasoline use. There seems to

be some confusion with some older types of fuel vapor carburetors.

*3-way catalytic converter with a modified carburetor

Factors Influencing Carburetion

1. The engine speed; the time available for the preparation of the mixture.
2. The vaporization characteristics of fuel.
3. The temperature of the incoming air
4. The design of the carburetor.

Basic Carburetor System

FLOAT SYSTEM
- The basic parts of the float
system are the fuel bowl, the
float, the needle valve, the
needle seat, the bowl vent, and
the
hinge
assembly.
The carburetor float rides on top
of the fuel in the fuel bowl to
open and close the needle valve. It
is normally made of thin
brass or plastic. One end of the float is hinged to the
side
of
the
carburetor body and the other end is free to swing up and down. The needle
valve regulates the amount of fuel passing through the fuel inlet and the needle seat.
The needle valve is usually made of brass. Sometimes the end of the valve will have a
soft viton (synthetic rubber) tip. The soft tip seals better than a metal tip, especially if
dirt gets caught in the needle seat. The needle seat works with the needle valve to
control fuel flow into the bowl. It is a brass fitting that thread into the carburetor body.
The bowl vent prevents pressure or vacuum buildup in the carburetor fuel bowl.

Without venting, pressure could form in the bowl, as the fuel pump fills the carburetor.
This could also cause vacuum to form in the bowl, as fuel is drawn out of the
carburetor and into the engine. On vehicles equipped with an evaporation control type
emission system, the fuel bowl is vented into a hose going to a charcoal canister
instead of the outside. The canister stores toxic fuel vapors and prevents them from
entering the atmosphere.
Efficient operation of the engine is dependent upon receiving the correct amount of
fuel under all operating conditions. Therefore, it is the purpose of the float system to
store fuel in the carburetor bowl and maintain the fuel at a specified or required level.
This is accomplished by means of a movable float which will be raised or lowered
depending upon fuel level moving the needle valve into or out of the needle seat. This
float action, controlling needle valve movement, permits fuel to enter or be stopped
according to float height.

IDLE AND OFF- IDLE SYSTEM

-

The

fuel

can

low
of the
valves. The
discharge

IDLE SYSTEM provides the proper air/fuel mixture ratio to the

engine at idle speeds and up to
approximately 20 to 25 miles per
hour. The position of the throttle
valves determines how much air and
be drawn into the engine to control
engine speed. When the throttle
valves are slightly open, as they are
during engine idle, the vacuum or
pressure created from the downward movement
pistons is confined to the area under the throttle
idle discharge holes, being in this area of low pressure, will
fuel as long as the throttle valves remain in this
approximate position.

The fundamental parts of the carburetor idle system include a section of the
main discharge tube, a low-speed jet, an idle air bleed, a bypass, a idle passage,
an economizer, an idle screw port, and an idle mixture screw. The low-speed jet is
a restriction in the idle passage that limits maximum fuel flow in the idle system.
It is placed in the fuel passage before the idle air bleed and economizer. The idle
air bleed works with the economizer and bypass to add air bubbles in the fuel
flowing to the idle port. The air bubbles help break up or atomize the fuel. This
makes the air-fuel mixture burn more efficiently once it is in the engine. The idle
passage carries the air-fuel slurry (mixture of liquid and air bubbles) to the idle
screw port. The idle screw port is an opening into the air horn below the throttle
valve. The idle mixture screw allows adjustment of the size of the opening in the
idle screw port. Turning the screw in reduces the size of the idle port and the
amount of fuel entering the horn. Turning the screw out increases the size of the
idle port and enriches the fuel mixture at idle.

Most modern carburetors have sealed idle mixture screws that are not normally
adjusted. The seal prevents tampering with the factory settings of the idle
mixture. Sometimes a plastic limiter cap is pressed over the idle mixture screws.
They restrict how far the screws can be adjusted toward the rich or lean settings.
Correcting idle screw adjustment on modern carburetors is critical to proper
exhaust emission.

The basic operation of the idle system, at idle, fuel flows out of the fuel bowl,
through the main discharge tube, and into the low-speed jet. The low-speed jet
restricts maximum fuel flow. At the bypass, outside air is pulled into the idle
system. This partially atomizes the fuel into slurry. As the air and fuel bubbles
pass through the economizer, the air bubbles are reduced in size to further
improve mixing. The fuel and air slurry then enters the idle screw port. The
setting of the idle screw controls how much fuel enters the air horn at idle. With
the throttle plate closed, high intake manifold pressure pulls fuel out of the idle
system.
-OFF IDLE SYSTEM, as engine speed slowly increases due to the further opening
of the throttle valves permitting more air to enter, an additional quantity of fuel is
needed to combine with the extra air. This is accomplished by the secondary idle
discharge holes. Fuel flow for off-idle operation is identical to the idle system with
exception of fuel flowing from the secondary idle discharge holes as well as the

regular idle holes. As the throttle

valves move past the secondary
idle
discharge
holes,
they
become progressively exposed
to the area of low pressure (or
high
vacuum)
and
begin
discharging
fuel
where
previously they acted as air
bleed holes.
- The fuel will flow from the
fuel bowl through the metering
jet into the main well area. From
there it will flow up through the
idle tube to the top of the idle
passage in the venturi cluster,
where it is bled with air coming
in from the first idle air bleed hole. This air, as was previously stated, tends to
break up or help in the atomization of the fuel for easier burning. The fuel and air
mixture will now flow across the cross channel where it is bled a second time by air
entering the second idle air bleed hole. The fuel is further mixed with air at this
point and atomization is further accomplished. The fuel and air mixture will now
travel down the idle passage to a point where it meets the calibrated idle
restriction. The low pressure created at the calibrated idle restriction causes the
fuel to flow faster through the smaller opening which in a sense aids further in the
atomization of the fuel. As the air/fuel mixture travels down the idle passage, it
now reaches the location of the secondary idle discharge holes where it is drawn
into the bore of the carburetor supplementing the fuel being discharged through
the idle discharge hole.
As the fuel mixture is ejected into the rapidly moving air stream, the violent
turbulent action further results in the required change of fuel from a liquid to a fine
mist state. When this fine mist enters the intake manifold and is subjected to the
heat of the engine, it is then immediately changed into a vapor form. We now have
the final step in the transformation of fuel from a heavy liquid state to a light vapor
form. This vapor will now readily burn when compressed in the engine cylinders
and ignited by the spark.
ACCELERATION SYSTEM
- Like the off idle system, it provides extra fuel when changing from the idle system to
the high-speed system. The acceleration system squirts a stream of fuel into the air
horn when the fuel pedal is pressed and the throttle plates swing open. Without the
acceleration system, too much fuel would rush into the engine, as the throttle quickly
opened. The mixture would become too lean for combustion and the engine would
stall or hesitate. The acceleration system prevents a lean air-fuel mixture from
upsetting a smooth increase in engine speed.

The basic parts of the acceleration system are the pump linkage, the
accelerator pump, the pump check ball, the pump reservoir, the pump check
weight, and the pump nozzle.
The accelerator pump develops the pressure to force fuel out of the pump
nozzle and into the air horn. There are two types of accelerator pumps, the piston
and diaphragm type.
The pump check ball only allows fuel to flow into the pump reservoir. It stops
fuel from flowing back into the fuel bowl when the pump is actuated. The pump
check weight prevents fuel from being pulled into the air horn by venturi vacuum.
Its weight seals the passage to the pump nozzle and prevents fuel siphoning. The
pump nozzle, also known as the pump jet, has a fixed opening that helps control
fuel flow out of the pump. It also guides the fuel stream into the center of the air
horn.
The basic operation of the acceleration system, the pump piston or diaphragm is
pushed down in the pump chamber, as the throttle plate is opened, forcing fuel

through the outlet passage. At the same moment, the pump check ball will seat,
keeping fuel from being pumped back into the float bowl. The pump check weight will
be forced off its seat, allowing fuel to pass to the pump discharge nozzle, and then
discharged into the carburetor. The pump piston or diaphragm is raised in the
pumping chamber when the throttle plate is closed, causing the pump check weight to
seat blocking the outlet passageway. At the same
time, the pump check ball is pulled off its seat
and fuel is pulled into the pump chamber from
the float bowl. The pump chamber is filled with
fuel and ready for discharge whenever the
throttle plate is opened. The linkage between the
accelerator pump and the throttle cannot be
solid. If it were, the pump would act as a damper,
not allowing the throttle to be opened and closed
readily. The linkage activates the pump through a
slotted shaft. When the throttle is closed, the
pump is held by its linkage. When the throttle is
open, the pump is activated by being pushed
down by a spring that is called a duration spring.
The tension of the duration spring controls the
length of time that the stream of fuel lasts. The
spring is calibrated to specific applications. Too
much spring pressure will cause fuel to be
discharged too quickly, resulting in reduced fuel economy. Too little spring pressure
will result in the fuel being discharged too slowly, causing engine hesitation.
HIGH-SPEED SYSTEM
- The high-speed system is the simplest system. It
consists of the high-speed jet, the main discharge
passage, the emulsion tube, the air bleed, and the
venturi. It is also called the main metering system,
supplies the engine air-fuel mixture at normal
cruising speeds. This system begins to function
when the throttle plate is opened wide enough for
the venturi action. Air flow through the carburetor
must be relatively high for venturi vacuum to draw
fuel out of the main discharge tube. The highspeed system provides the leanest, most fuel
efficient air-fuel ratio. It functions from about 20 to
55 mph or 2,000 to 3,000 rpm.
- The high-speed jet is a fitting with a precision
hole drilled into the center. This fit screws into a threaded hole in the fuel bowl. One
jet is used for each air horn. The hole size determines how much fuel flows through
the system. A number is stamped on the high-speed jet to denote the diameter of the

hole. Since jet numbering systems vary, refer to the manufacturers manual for
information on jet size. The emulsion tube and air bleed add air to the fuel flowing
through the main discharge tube. The premixing of air with fuel helps the fuel atomize,
as it is discharged into the air horn.
The venturi is the hourglass shape, formed in the side of the carburetor air horn.
One or two booster venturis can be added inside the primary venturi to increase
vacuum at lower engine speeds.
The basic operation of the high-speed system, when the engine speed is high
enough, air flow through the carburetor forms a high vacuum in the venturi. The
vacuum pulls fuel through the main metering system. The fuel flows through the main
jet that meters the amount of fuel entering the system. The fuel then flows into the
main discharge tube and emulsion tube. The emulsion tube causes air from the air
bleed to mix with the fuel. The fuel, mixed with air, is finally pulled out the main nozzle
and into the engine.
FULL-POWER SYSTEM
-During High speed (or low manifold vacuum)
the carburetor must provide a richer mixture
than is needed when the engine is running at
cruising speed. Added fuel for power operation
is supplied by a Power Enrichment System/FullPower System. There are both vacuum and
mechanically controlled systems.
-On Vacuum Controlled systems, a passage in
the throttle body transmits vacuum to the
piston chamber to the bowl cover. Under light
throttle and light load conditions, there is
sufficient vacuum acting on the vacuum piston
to overcome the piston spring tension. When
the throttle valves are opened more, vacuum
that is acting on the piston is bled to
atmosphere and manifold vacuum is closed off,
insuring proper mixture for this throttle opening.
The vent port is right in line with the throttle
shaft, which has a small hole drilled through it.
When the throttle valve is opened sufficiently,
the hole in the throttle shaft will line up with the
port in the base of the carburetor, venting the
piston vacuum chamber to atmosphere and
allowing the spring loaded piston to open the
power valve. As engine power demands are
reduced, and the throttle valve beings to close,

manifold vacuum increases. The increased vacuum acts on the vacuum piston,
overcoming the tension of the piston spring. This closes the power valve and shuts off
the added supply of fuel which is no longer required.
-On mechanical systems, metering rods are directly actuated by the throttle linkage.
As the throttle is opened towards the wide-open position, the metering rods are lifted
from their jets. This allows additional fuel to pass.

CHOKE SYSTEM

-The choke provides the richer air/fuel mixture required for starting and operating a
cold engine. There are both automatic and manual chokes.
-On Automatic chokes, a bi-metal spring inside the choke housing (or in a well in the
intake manifold) pushes the choke valve toward the closed position. When the engine
starts, manifold vacuum is applied to the choke diaphragm through a hose from the
throttle body. This adjustment of the choke valve opening when the engine starts is
called vacuum kick. Manifold vacuum alone is not strong enough to provide the proper
degree of choke opening during the
entire choking period. The force of
air rushing past the partially open
choke valve provides the additional
opening force. As the engine warms
up, manifold heat transmitted to
the choke housing relaxes the bimetal spring until it eventually
permits the choke to open fully. On
some carburetors, an electric
heater assists engine heat to open
the choke rapidly in summer
temperatures.
-On
carburetors
with
manual
chokes, there is lever or knob in the
vehicle which actuates the choke
linkage through a cable. Before the car is started, the choke lever is pulled by the
driver. The further the lever is pulled, the further the choke plate closes. After the
vehicle starts and begins to warm up, the driver begins to push the lever back,
opening the choke valve.

-Carburetors are also equipped with choke un-loaders. This is

linkage that opens the choke valve
when the accelerator pedal is held
wide-open. This is mainly used to
help start a cold engine that has
been flooded. Open the choke valve
leans the mixture by reducing fuel
allowing additional air to pass.
-There are two features that are incorporated into the
to reduce the possibility of the engine flooding by
automatically admitting air into the engine.
-A spring-loaded poppet valve (fig. 4-30) that is automatically
open by the force of the engine intake strokes.

mechanical

flow

and

manual choke

pulled

-An off-center choke valve (fig. 4-31) that creates a pressure differential between the two
sides of the choke plate when it is subjected to engine intake, causing it to be pulled
open against the force of spring loaded linkage.
Various methods are used to control the warming of the choke thermostatic spring. The
four methods of providing controlled heat to the thermostatic spring are as follows:
electricity, engine coolant, well-type heated, and exhaust manifold.
ELECTRICITY (fig. 4-33) uses an electric coil to heat the thermostatic spring. The
heating coil is switched on with the ignition switch. Some systems use a control unit that
prevents power from reaching the electric coil until the engine compartment reaches a
desired temperature.

ENGINE COOLANT (fig. 4-34) uses a

passage in the thermostat
housing to circulate engine
coolant for heating the thermostatic spring.

WELL-TYPE HEATED (fig. 4-35) mounts the

thermostatic spring in the top of the exhaust manifold. As the
and manifold warms, the thermostatic spring
open the choke.

engine
uncoils to

The EXHAUST MANIFOLD (fig. 4-36) uses heat from the exhaust manifold to heat the
thermostatic spring. The exhaust heat is brought to the choke through the means of a
heat tube. The heat tube passes through the exhaust manifold, so as it takes in fresh
air via the choke stove; it picks up heat from the exhaust without sending any actual
exhaust fumes to the choke mechanism.

When
the
operating during warmat a faster idle speed to improve drivability and

choke
system
is
up, the engine must run

prevent

flooding. To accomplish this, fit

with a fast idle cam (fig. 4-37)
from the choke.

the carburetor
that is operated by linkage

When the choke closes, the fast idle cam swings around in front of the fast idle screw.
As a result, the fast idle cam and fast idle screw prevent the throttle plate from
closing. Engine idle speed is increased to smooth cold engine operation and prevents
stalling. As soon as the engine warms, the choke opens and the fast idle cam is
deactivated. When the throttle is opened, the choke linkage swings away from the fast
idle screw and the engine returns to curb idle (normal, hot idle speed). If for some
reason the engine should flood when it is cold, a device is needed to open the choke,
so air may be admitted to correct the condition. This is accomplished by the choke
unloader (fig. 4-38). The choke unloader can be either mechanical- or vacuumoperated.
A mechanical choke unloader physically opens the choke plate any time the throttle
swings fully open. It uses a metal lug on the throttle lever. When the throttle lever moves
to the fully opened position, the lug pushes on the choke linkage (fast idle linkage). This
provides the
operator a means of opening the choke. Air can then enter the air
horn to
help clear a flooded engine (engine with too much
liquid
fuel in the cylinders and intake manifold). A
vacuum
choke unloader (fig. 4-39). also called a
choke
brake, uses engine vacuum to crack
open the choke plate as soon as
the engine starts. It automatically
prevents the engine from flooding.
Before the engine starts, the choke spring holds the
choke plate almost completely closed. This action
primes the engine with enough fuel for starting.
Then
as the engine starts, the intake manifold
vacuum
acts on the choke brake diaphragm. The
diaphragm pulls the choke linkage and lever
to swing
the choke plate open slightly. This action
helps avoid an overly rich mixture and improves cold engine drivability.

ADDITIONAL CARBURETOR SYSTEMS

Some carburetors are also equipped with various control solenoids. These are the
most common:
1. Mixture control solenoids/vacuum modulators-There are used on feedback
carburetors to control the fuel mixture. Through the use of these mixture control
solenoids or modulators, the air/fuel ration can be adjusted by metering the amount of
air available to the air bleeds and/or fuel in the fuel metering circuits.
2. Fuel cut-off valves-The valves can be either vacuum or electrically controlled. They
help prevent dieseling or run-on after the car is shut off. Fuel is shut off to the idle
circuit, main circuit or both.
3. Anti-diesel solenoids-These solenoids allow the throttle valve to close after the car is
turned off to prevent dieseling or run-on. When the ignition key is first turned ON, the
solenoid actuates the throttle linkage to open the throttle valve(s) slightly. When the
key is turned OFF, the solenoid retracts, allowing the throttle valves to close.
4. Idle-up solenoids-These solenoids open the throttle valve slightly to allow for an
increase In idle speed. They are used when the vehicle is under a heavy electrical load
or the air conditioning is turned on.
5. Idle speed motors-These are stepper motors used on feedback carburetors. They
maintain the proper idle speed, as determined by the computer, by actuating the
throttle lever.

Troubleshooting (Usual problems & remedies)

When a carburetor is clean and is working properly, the engine should start easily
(hot or cold), idle smoothly, and accelerate without stumbling. The engine should get
normal fuel economy and emissions should be within limits for the year of the vehicle.
Problems that are often blamed on a "bad" or "dirty" carburetor include hard
starting, hesitation, stalling, and rough idle, flooding, idling too fast and poor fuel
economy. Sometimes it is the carburetor and sometimes it is something else. Carburetors
can be tricky to rebuilt, and expensive to replace, so you want to be sure of your
diagnosis before you touch this critical part.

Hard cold starting problems

Hard starting can be caused by a choke that fails to close and causes a rich fuel mixture
when the engine is cold. But there's no need to rebuild or replace the carburetor if all
that's needed is a simple adjustment or cleaning of the choke mechanism and linkage.
Chokes are very sensitive, and easily misadjusted (which is why the government required
the auto makers to make choke and idle mixture adjustments "tamper-resistant" in the
1980s).
Inside the choke housing is a coiled bi-metal heat-sensing spring that contracts when it
cools and expand (unwinds) when it gets hot. The spring opens and closes the choke
plate on top of the carburetor. The spring is inside a black plastic choke housing on the
top or side of the carburetor. The spring is heated by an electric heating element inside
the cover and/or heat from the exhaust manifold that is siphoned up into the housing
through a small metal tube. If the heating coil has burned out or is not receiving voltage,
or the heat riser is plugged with rust, loose or missing, the choke will not warm up
properly. This will cause the choke to say on all the time, or too long, making the engine
run rich and idle too fast.
If the bi-metal choke spring is broken, the choke will never close. A cold engine needs a
very rich mixture to start, so if the choke isn't working it will suck too much air. A broken
choke will also prevent the engine from idling properly (no fast idle while it is warming
up) which can cause it to stall until it reaches normal operating temperature.
If the shaft that opens and closes the choke is dirty, it may cause the choke to stick. The
same goes for the choke linkage if it is dirty or damaged.

Even if the choke is defective, a choke repair kit or a new bimetal spring should be all
that's necessary to eliminate the starting problem. Replacing the entire carburetor is
unnecessary and is the same as replacing the engine because the water pump is bad.
Other causes of hard starting include vacuum leaks, ignition problems (worn or dirty
spark plugs, bad plug wires, cap, rotor, etc.), low compression, even a weak starter or
battery.

Hard hot starting problems

As for hot starting problems, the carburetor is seldom to blame. A hot start condition is
usually the result of too much heat in the vicinity of the carburetor, fuel lines or fuel
pump. Heat causes the fuel in the fuel lines, carburetor bowl or pump to boil. This
creates a "vapor lock" condition which can make a hot engine hard to start. Replacing or
rebuilding the carburetor wouldn't solve anything because the real culprit is heat. What
needs to be done here is to reroute the fuel line away from sources of heat (like the
exhaust manifold and pipe), and/or to insulate the fuel line by fabricating a heat shield or
wrapping the fuel line with insulation.
Hot start problems can also be caused by excessive resistance in a starter, poor battery
cable connections, or a faulty ignition module that acts up when it overheats.

Hesitation or Stumbling when accelerating

Hesitation is a classic symptom of a lean fuel mixture (too much air, not enough fuel)
and can be caused by a dirty or misadjusted carburetor, or one with a weak accelerator
pump or worn throttle shafts. Rebuilding or replacing the carburetor may be necessary.
The accelerator pump squirts and extra dose of fuel into the throat of the carburetor
when the throttle opens. This helps offset the extra gulp of air that is sucked in until fuel
flow through the metering circuits can catch up to the change in air velocity through the
venturi (the narrow part of the carburetor throat). The accelerator pump may use a
rubber diaphragm or a rubber cup on a piston to pump fuel through its discharge
nozzles. If the diaphragm is torn or the piston piston seal is worn, the accelerator pump
may not deliver it's normal dose of fuel. Or, if the discharge nozzles are plugged with dirt
or fuel varnish deposits, it can restrict fuel flow.
The operation of the accelerator pump can be checked by removing the air filter, looking
down into the carburetor, and pumping the throttle. You should see a jet of fuel squirt
into each of the front venturis (barrels) of the carburetor. If no fuel squirts out, or the

stream is very weak, or only one of the two discharge nozzles on a two-barrel or fourbarrel carburetor are working, the accelerator pump circuit has a problem.
Fuel usually enters the accelerator pump past a one-way steel check ball. The ball lets
fuel in, but is pushed back against its seat by pressure inside the pump when the throttle
opens. If this check ball is stuck open, it acts like a pressure leak and prevents the
accelerator pump from squirting fuel through the discharge nozzles. If the check ball is
stuck shut, it will prevent fuel from entering the pump and there will be no fuel to pump
through the discharge nozzles.
If the carburetor jets are coated with fuel varnish deposits, or there is dirt inside the fuel
bowl, this can restrict the flow of fuel causing a lean condition. Cleaning the carburetor
with carburetor cleaner can get rid of the dirt and varnish deposits to restore normal
operation.
Air leaks elsewhere on the engine can also lean out the fuel mixture. Air can enter the
intake manifold through loose or cracked vacuum hoses, emission hose or the PCV
system. Vacuum leaks in the carburetor base gasket or insulator, intake manifold
gaskets, power brake booster or other vacuum accessories can admit unwanted air. Air
can even get into the manifold past badly worn valve guides and seals.
A defective EGR valve that fails to close at idle or when the engine is cold can be another
cause of hesitation.
Other causes may include a defective distributor advance mechanism, a weak ignition
coil, carbon tracks on the coil tower or distributor cap, bad plug wires, worn or dirty spark
plugs that misfire when the engine is under load, or even an exhaust restriction.
Even bad gas can cause hesitation problems. So before the carburetor is rebuilt or
replaced, these other possibilities need to be investigated an ruled out.

Hesitation under load

A hesitation, stumble or misfire that occurs when the engine is under load can be caused
by a faulty power valve inside the carburetor. A carburetor uses intake vacuum to pull
fuel through its metering circuits. As engine load increases and the throttle opens wider,
intake vacuum drops. This can reduce the flow of fuel and make the fuel mixture go lean,
so the power valve has a spring-loaded vacuum-sensing diaphragm that opens to
increase fuel flow when vacuum drops. If the diaphragm has failed or the valve is
clogged with dirt or fuel varnish deposits, it must be replaced. A new power valve is
usually included with a carburetor rebuild kit.
Hesitation or misfiring under load can also be caused by a weak ignition coil, or cracks in
the coil or distributor cap, or bad spark plug wires.

Stalling
An engine can stall if the idle speed is too low, the fuel mixture is too lean, won't burn,
stops flowing or the ignition system runs out of spark. Rebuilding or replacing the
carburetor won't eliminate this problem if stalling is ignition related or due to a weak fuel
pump, plugged fuel filter or fuel line, or bad gas (too much water or alcohol).
A simple adjustment may be all that's needed to increase the idle speed or richen the
idle mixture. But if the engine is sucking air through a vacuum leak somewhere, no
amount of adjustment may totally eliminate the tendency to stall. The vacuum leak must
be found and fixed before accurate idle speed and mixture adjustments will be possible.
The carburetor may have to be rebuilt or replaced if there are internal air leaks in the
carburetor itself, a sticky needle valve is starving the carburetor for fuel, or the jets, air
bleeds or metering passageways in the carburetor are dirty or plugged. Replacement
would be required if the throttle shafts are badly worn, or the carburetor housing is
warped or damaged.
On vehicles with computer-controlled idle speed, an inoperative or defective idle speed
control (ISC) motor can make an engine stall. The ISC motor is supposed to maintain the
desired idle speed by repositioning the throttle linkage. A bad electrical connection or
wiring problem can prevent the motor from doing its job. If the ISC motor is receiving
voltage and is properly grounded but doesn't budge, then the motor is burned out and
needs to be replaced. The motor may have failed because a vacuum leak caused it to
overtax itself in a vain attempt to compensate for the unwanted air.

Rough Idle
A rough idle condition is usually caused by an overly lean fuel mixture that results in lean
misfire. A common cause of idle problems is air leaks between the carburetor and intake
manifold (tighten the carburetor base bolts or replace the gasket under the carburetor),
air leaks in vacuum lines or the PCV system or EGR valve. Other carburetor-related
causes include an idle mixture adjustment set too lean (back out the idle mixture
adjustment screw one quarter of a turn at a time until he idle quality improves), or a
dirty idle mixture circuit (which may require cleaning and rebuilding the carburetor).
Other possible causes of a rough idle include a defective charcoal canister purge control
valve that is not closing and is leaking fuel vapors back into the carburetor, excessive
compression blowby (worn rings or cylinders), weak or broken valve springs, or ignition
misfiring due to worn or dirty spark plugs, bad plug wires or a weak ignition coil.

Flooding
This is a problem that is usually (but not always) the carburetor's fault. The carburetor
may flood if dirt enters the needle valve and prevents it from closing. With no way to
shut off the flow of fuel, the bowl overflows and spills fuel into the carburetor throat or
out the bowl vents. A flooded engine may not start because the plugs are wet with fuel.
WARNING: Flooding can be a very dangerous situation because it creates a serious fire
hazard if fuel spills out of the carburetor onto a hot engine.
A carburetor can also flood if the float inside the fuel bowl is set too high or develops a
leak and sinks (this applies to hollow brass or plastic floats primarily). If all that is needed
is a new float, there is no real need to replace the entire carburetor. Floats are not part of
a rebuild kit, so if new gaskets are also needed, a rebuild kit will have to be purchased,
too.
Flooding can also be caused by excessive fuel pressure forcing fuel past the needle
valve. Flooding may also be caused by excessive heat in some instances. A heat riser
valve on a V6 or V8 engine that sticks shut may create a hot spot under the intake
manifold that causes the fuel in the carburetor bowl to boil over and flood the engine.

Idles Too Fast

This type of idle problem is usually caused by the automatic choke. If the choke is
sticking, the engine will stay at fast idle too long. Inspect the choke and choke linkage,
and clean or repair as needed.
There is a separate fast idle adjustment screw on the choke linkage that controls
engine speed while the engine is warming up. The tip of the screw rests against a cam
that slowly rotates as the choke opens during engine warm up. Turn this screw
counterclockwise to decrease the fast idle speed, or clockwise to increase fast idle
speed.
A high idle speed can also be caused by vacuum leaks that allow air to enter the
manifold (leaky PCV hose, power steering booster hose or other large vacuum hose).
Another cause may be a defective ISC motor stuck in the extended (high idle speed)
position.

Poor Fuel Economy

Don't blame the carburetor if the real problem is a lead foot on the accelerator pedal , or
the engine has low compression, retarded ignition timing or an exhaust restriction
(plugged converter). But if nothing else is wrong, the carburetor may have a misadjusted
or heavy float, or the wrong metering jets (too large).
The float setting determines the fuel level in the bowl, which in turn affects the richness
of the air/fuel mixture. A float that is set too high or has become saturated with fuel (a
problem that continues to plague many foam plastic floats today), allows the fuel level to
rise and richen the fuel mixture. To diagnose this condition, the float level needs to be

checked and the float weighed to determine if it has become fuel saturated. If the float is
heavy, it needs to be replaced.
With electronic feedback carburetors, a sluggish or dead oxygen sensor can make the
fuel mixture run rich. So too can a defective coolant sensor that never allows the
feedback system to go into closed loop. Scanning for fault codes and checking the
operation of the feedback system can rule out these possibilities.
If the carburetor has been replaced recently with a used carburetor or a carburetor off
another engine, the jets may not be calibrated correctly for the new application. Bigger
jets flow more fuel and richen the fuel mixture. Installing smaller sized jets may restore
the proper air/fuel mixture and good fuel economy.
One way to tell if the fuel mixture is too rich or too lean is to examine the spark plugs. If
the plugs have heavy black, sooty carbon deposits on the electrodes, the fuel mixture is
too rich. If the mixture is too lean, the ceramic insulator around the center electrode may
be yellowish or blistered in appearance. An overly lean air/fuel mixture is bad because it
can cause engine-damaging pre-ignition and detonation.

Rebuild or Replace Carburetor

If the carburetor needs work, it can be rebuilt with a kit or replaced with a new or
remanufactured carburetor. Replacement carburetors are expensive, and may cost from
$200 to $600 or more depending on the application and type of carburetor.
Cleaning and rebuilding an older one or two barrel carburetor is a relatively simple job. A
four barrel is a little more difficult. More complicated carburetors such as those with a
variable-venturi or electronic feedback controls and tamper-resistant adjustments can be
very difficult to rebuild, and may require the skills of an expert. It is often easier and less
risky to replace a more complicated carburetor than to attempt a rebuild.
If the carburetor has worn throttle shafts that are leaking air, or any of the castings are
cracked, warped or damaged, the carburetor cannot be rebuilt and must be replaced.
The only alternative here is if you have a second carburetor you can cannibalize for parts
to salvage and repair the first carburetor.
Whether you are rebuilding or replacing a carburetor, you first need to identify it. Year,
make, model and engine size may not be enough information to find the correct
carburetor kit or replacement carburetor. There is usually a small metal ID tag on the
carburetor that will tell the exact model number and calibration of the unit.

OTHER PROBLEMS
PROBLEM

Engine hunts (at idle or high speed)

Carburetor Leaks

Carburetor out of adjustment

Engine will not start

Engine will not accelerate

Engine hunts (at idle or high speed)

Engine will not idle

Engine lacks power at high speed

Engine overspeeds

Engine starves for fuel at high speed

(leans out)

Carburetor out of adjustment

Engine will not start

Engine will not accelerate

POSSIBLE SOLUTION
Examine idle and main mixture adjustment
screws and O-Rings for cracks and damage.

Adjust main mixture adjustment screw; some

models require finger tight adjustment

Adjust idle mixture screw

Engine hunts (at idle or high speed)

Engine will not idle

Engine lacks power at high speed

Idle sped is excessive

Carburetor out of adjustment

Engine will not idle

Idle speed is excessive

Engine will not start

Engine hunts (at idle or high speed)

Engine will not idle

Engine overspeeds

Idle speed is excessive

Engine starves for fuel at high speed

(leans out)

Carburetor out of adjustment

Engine will not start

Engine overspeeds

Carburetor floods

Engine starves for fuel at high speed

(leans out)

Carburetor leaks

Check for bent choke and throttle plates

Adjust control cable or linage, to assure full

choke and carburetor control

Clean carburetor after removing all non-metallic

parts that are serviceable.

Check inlet needle and seat for condition and

proper installation

Check sealing of welch plugs, caps, plugs and

Engine overspeeds

Idle speed is excessive

Carburetor out of adjustment

Engine will not idle

Engine lacks power at high speed

Carburetor leaks

Engine overspeeds

Engine hunts (at idle or high speed)

Engine will not idle

Engine lacks power at high speed

Carburetor floods

Engine starves for fuel at high speed

(leans out)

Engine hunts (at idle or high speed)

Engine will not idle

Carburetor floods

Engine will not start

Engine will not idle

Engine lacks power at high speed

Carburetor floods

Idle speed is excessive

gaskets

Adjust governor linkage

Adjust float settings if float type carburetor

Check float shaft for wear and float for leaks or

dents

Check diaphragm for cracks or distortion and

check nylon check ball for function if available

Engine hunts (at idle or high speed)

Engine lacks power at high speed

Carburetor floods

Idle speed is excessive

Engine starves for fuel at high speed

(leans out)

Check sequence of gaskets and diaphragms for

the particular carburetor being repaired

Adjusting the Carburetor

Adjusting the Air and Fuel mixture
Finding the correct air and fuel mixture will help extend the life of your engine. If your
engine is running too rough, it's important to adjust the mixture and find the correct
idling speed to decrease engine stress, keeping things from running too fast or too
slowly. Adjusting the carburetor in your car can be done with just a few simple steps
and no special tools.

Adjusting the Air and Fuel mixture

1. Locate the air filter and

remove it. On most cars, you'll
need to remove the air filter to
expose to carburetor and adjust it.
Open the hood and make sure the
engine is off before locating the air
filter and removing the assembly.
Unscrew the wing-nut and any other
connectors, and then remove the air
filter entirely.
-Depending on your make and model, and the kind of engine in the vehicle, the air filter
could be in any number of different places on the engine. Consult the owner's manual or
the shop guide for your vehicle.

2. Find the adjustment screws on

the front of the carburetor. There
should be two screws on the front of
the carburetor, which are used to
adjust the air and fuel mixture.
-Often these look like flat-head screws
and you can use a screwdriver to turn
them, adjusting the amount of fuel
and air mixing in the carb.

3. Start the engine and let it warm to normal operating temperature. Check the
temperature gauge to know when it's at the appropriate running temp, and listen to the
sound of the engine to get some sense of the adjustments that need to be made.

An engine that runs lean will

ping at higher RPM, when the throttle is
open, as if you were flooding a gear. More
gas needs added to the mixture.

An engine that runs rich won't

necessarily make a change in sound, but
you'll be able to smell it. Bring the gas
down some.

4. Adjust both screws equally and find the right mixture. Adjusting the carburetor
is a lot like tuning a guitar or other stringed instrument. You want to turn the screws
equally, smoothly, and slowly until you find the sweet spot. Regardless of whether or not
the engine is running too rich or too lean, bring it down to a very lean mixture by turning
both screws a quarter-turn at a time, counter-clockwise, then slowly bringing them back
up to an equal and smooth
mixture.

Adjusting the mixture

is an imprecise art, requiring
that you know your engine
well and listen close. Bring
both screws up slowly and
listen until the engine purrs
smoothly. Any raggedness or
rattling is a sign of too lean
a mixture. Keep turning until
you find the sweet spot.

5. Replace the air filter assembly. When

you've got the carb adjusted, put the air
filter back on and you're ready to roll.

If you need to adjust the idle speed as

well, wait to put the air filter back on until
you're finished.

Adjusting the Idle Speed

1. Find the throttle cable and the idle
adjustment screw attached to it. This
will be routed from the throttle or
accelerator pedal through the fan housing
to the carburetor. As always, consult the
owner's manual or shop guide for your
make and model, if you can't find the
screws.

2. Start the engine and let it warm to

running temperature. Just as you did with
the fuel/air mixture, let the engine warm up
some to make sure you're adjusting at
actual running condition.

3. Turn the idle adjustment screw to

tighten. Turn the screw clockwise, no more than a
half-turn, and listen to the engine. Most owner's
manuals will have an optimum speed to set the idle,
though you have some wiggle room if you prefer it
higher or lower. Consult your owner's manual for the
number and consult the tachometer as you adjust.

4. Listen to the car's engine for

sounds of roughness and readjust
if necessary. It should take about 30
seconds for the engine to adjust to the
change you made, so don't get happy
fingers and over-adjust. Make slow
turns and listen closely to the
response.

5. Replace the air filter and finish the job. When you've got the idle adjusted to the
proper specifications, or to your own preferences, kill the engine and replace the air filter
to finish the job.

Overhauling a Carburetor

Step 1: Removing the Carburetor

A. Disconnect the spark plug lead and secure it away from
the spark plug. Then, remove the air cleaner
assembly.

B. Turn off the fuel valve at the base of the fuel

tank. If your engine does not contain a fuel
valve, use a fuel line clamp to prevent fuel
from draining out of the tank while the
carburetor is disconnected from the engine.

C. Some carburetors contain an electrical

device at the base of the fuel bowl to
control afterfire. Disconnect the
device, known as an anti-afterfire
solenoid, by removing the wire
connector from the solenoid's
receptacle.

D. With the carburetor still connected to the governor, unfasten the carburetor
mounting bolts. If a connecting pipe joins the carburetor to the engine block,
first remove the pipe mounting bolts. Then, disconnect the carburetor from
the pipe by removing the nuts and sliding the carburetor off the studs.
Sketch the governor spring positions before disconnecting them to simplify
reattachment.

E. Then, disconnect the governor springs

and remove the carburetor, taking
special care not to bend or stretch
links, springs or control levers.

Step 2: Disassembling a Float-Type Carburetor

Your carburetor contains a small amount of fuel. Prepare a clean bowl to catch dripping
fuel and store small parts. During disassembly, inspect the bowl for dirt and debris to
determine the condition of your carburetor.
A. Remove the fuel bowl from the
carburetor body. The fuel bowl may be
attached with either a bolt or the highspeed mixture screw.

B. Push the hinge pin out of the carburetor body with a small pin or pin
punch. Take care to tap only the pin to avoid damaging the carburetor
body.

C. Remove the float assembly, inlet needle valve and fuel bowl
gasket.

D. If your carburetor contains an idle mixture

screw,

remove it along with the spring

E. Rotate the throttle plate to the closed position; remove the throttle plate
screws and the throttle plate.

F. Remove the throttle plate shaft and foam

seal.

G. Then, remove the choke plate and choke shaft and felt or foam
washer in the same manner.
H. Use your carburetor repair kit to identify replaceable welch plugs.
These seals cover openings in the carburetor left over from
machining. Insert a sharpened 5/32" pin punch at the edge of
plug to be removed and tap cleanly to free the plug.

each

I. Unscrew the main jet from the side of the carburetor pedestal (if
equipped). Then, unscrew the emulsion tube; it may be
screwed in tight. A carburetor screwdriver is the best tool for
the job. It's designed to fit the slot in the head or the
emulsion tube so that you won't damage the threads inside the
pedestal of the tube itself as you loosen it.

J. Remove the emulsion tube.

Step 3: Inspecting the Carburetor

A.

Soak metal and plastic carburetor parts in all-purpose parts cleaner for
no more than 15 minutes to remove grit. Or, while
wearing safety glasses, spray the parts with
carburetor cleaner. Then, wipe away solvent and
other residue thoroughly using a clean cloth. Never
use wire or tools because they can damage or
further obstruct plugged openings.

B.

Inspect all components and use

additional carburetor cleaner to loosen stubborn grit
and to clear obstructions.

C.

Replace any parts that are damaged or permanently clogged.

Step 4: Inspecting Air-Fuel Mixture Screws

Brass mixture screws control the air-fuel mixture at high speed

and

at idle. Over tightening can damage the tip of the

screw so that proper adjustment is no longer possible.

Remove any non-metal parts and soak mixture screws

in carburetor cleaner for 15 minutes.

Then, inspect them carefully for wear. Replace a mixture

screw if the tip is bent or contains a ridge.

Step 5: Reassembling the Small Engine Carburetor

A.

Install new welch plugs from your repair kit using a pin punch slightly smaller than
the outside diameter of the plug. Tap on the punch with a hammer until the plug is flat
(strong blows with the hammer will cause the plug to cave in). Then, seal the outside
edge of the plug with enamel nail polish.

B.

Assemble the choke by inserting the return spring inside the foam seal and sliding
the spring and seal assembly onto the choke shaft. Plastic choke plates have a stop
catch at one end of the spring; metal plates have a notch to hold the hook at one end of
the spring.

C.

Insert the choke shaft into the carburetor body and engage
the return spring. If the choke lever uses a detent spring to control the
choke plate position, guide the spring into the notched slot on
choke lever. Place the choke plate on the shaft with the single

the
notch on

the edge toward the fuel inlet. Lift the choke shaft and lever up
slightly and turn counterclockwise until the stop on the lever

clears

the spring anchor. Push the shaft down.

D.

Insert the choke plate into the choke shaft or attach it

with screws so that the dimples face the fuel inlet side of the
carburetor. The dimples help hold and align the choke shaft and
plate.

E.

Install the throttle shaft seal with the sealing lip down in the carburetor body until
the top of the seal is flush with the top of the carburetor. Turn the shaft until the flat side
is facing out. Attach the throttle plate to the shaft with the screws so that the numbers
on the throttle plate face the idle mixture screw and the dimples face in.

F.

Install the inlet needle seat with the groove down, using a bushing driver. Then,
install the inlet needle on the float and install the assembly in the carburetor body.

G.

Insert the hinge pin and center pin. Then, install the rubber gasket on the
carburetor and attach the fuel bowl, fiber washer and bowl nut.
Step 6: Attaching The Carburetor & Air Cleaner Assembly

A.

Position the carburetor so the beveled edge fits into the fuel intake pipe and attach
the carburetor with nuts or bolts, as required, leaving these fasteners loose for final
tightening with a torque wrench. Consult your Briggs & Stratton Authorized Dealer for
the proper tightening torque.

B.

Install the air cleaner assembly, making certain that

the tabs on the bottom of the air cleaner are engaged.

HOW
TO
CARBURETOR

TUNE

THE

1. Bring the engine up to normal operating temperature.

2. Loosen both the screws on the
interconnecting linkage; its important that
each carburetor is able to operate independently of the other.
3. Using a tachometer either the one in the car, or a hand-held unit, adjust the
idle speed to factory specification. Make sure you keep track of your adjustment,
and turn the adjusting screw only of turn at a time, adjusting each carburetor
equally.
4. Now for the air-fuel mixture. Raise the jet adjusting nut, on one carburetor at
a time, until the engine speed just begins to fall off. Now, lower the jet adjusting
nut until the engine speed begins to rise again, and then raise it again just 1/6
turn (one flat of the nut)
HIFF NOTE: Raise or lower the jet by using the mixture screw on the side of the
carb .Screw in for a richer mixture, out for a weaker mixture. Remember, just
of turn at a time.
5. When you have to set the mixtures on both carbs, re-adjust to factory
specifications.
6. It is now the time to test those fuel mixtures. Either the lifting-pin (if installed
on your carbs) or thin-bladed screwdriver, carefully lift the piston about 1/32. If
the engine speed increases and remains elevated, your mixture is a little rich. In
this case raise the mixture adjusting nut by one flat at a time, and re-check the
mixture.
If the engine speed drops when the piston is lifted your mixture is too lean , and
in this case lower the mixture adjusting nut, again, by one flat at a time .When
the engine RPM initially raises as the pistons is lifted, and then settles back to
the original speed or a little higher, your mixture is right.

7. Again re-adjust your idle speed if necessary.

8. We now need to synchronize the carburetors using either a balancing device,
such as a Unisyn, or, as will use here, a length of fuel hose. Hold one end of the
hose just in front of the carburetor inlet and listen to the hiss of the air as it
enters the carburetor. It is easy to notice any difference in airflow by the
intensity of the hiss. It is the best to reduce idle speed of the faster carb and
increase the idle speed of the slower carb until both procedure the same hiss.
Then evenly adjust both idle speed screw to reach the desired idle speed. Recheck fuel mixture, and carburetor synchronization.
NOTE: If you are unable to get your idle speed down to where it should be, and
you cant find anything else to adjust.
9. Adjust the pegs on the ends of the interconnecting linkage until there is
approximately 1/16 of clearance before the peg contacts the slots on the
carburetor tab. Tighten all the screws on the interconnecting linkage , being
careful not to move anything.
10. Pull the choke until the jets are just at the point of moving but have not yet
moved. Screw both the fast-idle screws until they just touch the fast-idle cam.
Alternately turn each fast-idle screw until the idle speed is increased to
1,000RPM with the engine warm. Push the choke back in.

Conclusion
Carburetors are awesome. The concept of why car enthusiasts love
carburetors so much, even if they are the old fashioned way to do things.
So I thought about it for a while, and eventually came to realize that the
carburetor might just be the single greatest car part ever. Sure, a carburetor might

not be the most reliable or most efficient way to make power and theres a reason
why cars havent used them for decades, but if anything thats only made me
appreciate them more.
The reason carburetors are so great to me, is that they represent everything
we love about automobiles. Think about it. Why do we love cars? We like the way
they look. We like the way they sound. We like the power they make. We like their
diversity. And most of all we like the way they make us feel.
All of those things can also be said about carburetors themselves, despite
the fact theyre just one of the many components that make up an automobile.
Carburetors are everything we love (and sometimes hate) about cars,
concentrated into one single device.
Lets start with aesthetics. When you walk up to a car, the first thing you
notice is the way it looks. Carburetors are no different. Is there anything better
than glancing into an engine bay and seeing a gleaming line of velocity stacks
popping up from a multi-carb setup?
There are many reasons why people decide to build and run carburetor
setups in the modern era, and the visual excitement that some proper carbs bring
to an engine bay cannot be overstated. Its the polar opposite of todays high-tech
engines, in which all of the actual mechanical components are covered up
with plastic covers. You definitely wont see anyone out there trying to conceal
their awesome set of side drafts.
After you take in a cars looks, the next thing you want do is hop in, turn the
key and see what she sounds like. Carbs deliver in this department as well. Sure,
the exhaust system does a lot of work in the audio department, but we all know
the heavenly sound you can get with a good set of carbs. Contrast this to the way
that many modern performance cars need to have synthetic noise piped into the
cabin to make them feel more alive.
Few things generate more aural pleasure than a set of high performance
carburetors under hard throttle even if theres nothing particularly exotic about
the motor they are affixed to. Once again, this unique sound is another one of the
reasons people have stuck with carbs even when there are more efficient
alternatives out there.
Once you have the car fired up, you put it into gear and see how it feels out
on the road. You dip into the accelerator to see what the power is like and this is
another area where carburetors deliver their own unique character. Of course, Im
not trying to say that carburetors make more power than comparable fuel injection
setups, but the way they deliver that power is much different.
If youve ever driven a car with a high performance carb setup, youll know
what Im talking about. Whether its a layout that employs multiple small
carburetors, or the large single carburetor that a lot of American V8s used, theres
a very distinct sensation that comes feeling once the secondaries open up under

hard acceleration. Its much different from the straightforward power delivery you
get with many modern engines.
Another great thing about carburetors is that their application can be as
diverse as cars themselves. Its not like their following is limited to one corner of
the world or one particular type of car. No matter what style of vehicle you enjoy,
theres a carb setup for you. It could be a line of Mikunis mounted on a Nissan
straight six, or a set of Webers hanging off a twin cam Alfa Romeo mill.
If American V8s are your thing, there are many carb setups to lust after.
Maybe its an old school set of Stromberg 97s atop a Ford flathead, a fat Holley
double pumper on a big block Chevy or a twin four-barrel setup that came on
engines like the legendary 426 Street HEMI.
Not to be left out is the world of air-cooled VWs and Porsches in which a
properly dialed in set of Webers or Dellortos is the key to building a potent engine
for the street or the race track.
But most of all, theres something about carburetors that ties into our core
love of the automobile. In a world where engine technology is advancing at a pace
thats impossible to keep up with, carbs represent a throwback to a simpler time.
They serve as an analog alternative in an era when its hard to grasp of all the
technology that comes in modern performance engines advanced turbo setups,
direct injection, multiple fuel maps, variable valve timing and more.
Of course, carburetors have plenty of drawbacks and thats the reason why
you wont find them on modern cars. They can be very temperamental and difficult
to tune, theyve long been made obsolete in terms of power and fuel efficiency,
and you cant just fire up you carburetor-equipped car and motor off on a cold
winter morning. You have to love them and care for them and thats part of the
appeal.
Theres also something inherently simple and enjoyable about working with
carbs. Despite the fact that electronic fuel injection has been standard practice for
decades, there are many people out there (including my dad) who still feel much
more comfortable working on carbureted vehicles over anything that has a
computer.
Even if the vast majority of us prefer to enjoy the performance and reliability
of modern fuel injection, its for all the above reasons and more that car
enthusiasts will never completely abandon the carburetor. Whether its about
keeping history alive, staying period correct or just enjoying their visceral nature
and mechanical simplicity the cult of the carb is as strong as ever.
In the end I really think the idea of carburetors in the modern era raises a lot
of parallels to the automotive hobby in general. None of us need to have cool or
fun cars to get where we need to go. The most efficient way to get somewhere
would be taking public transportation or driving a boring gas-sipping economy car,

but how many of us would be happy doing that all of the time? The same ideas
apply to carburetors.
Im not suggesting we revert back to carbs either, but being a car enthusiast
isnt always about being practical and efficient. We spend more money on our cars
than we need to, we make sacrifices to make them look cooler and go faster, we
also think about them way too much. We wouldnt have it any other way.
Call them old fashioned, call them inefficient call them whatever youd like.
I cant think of any other single automotive component that represents auto
enthusiasm better than the good old carburetor. Long may it live.

Questionnaire
1. Who invented the Carburetor?
a. Luigi Gabriel b. Luigi Cristoforis
Tubercolosis

c. Luigi De Cristoforis

d.Luigi

2. It is a device for mixing air and fuel in the correct amounts for efficient
combustion; it is a device responsible for supplying the right mix of vaporized fuel
and air to make the engine work.
a. Terminator
b. Carburetor
c. Regulator
d.
Proportion
mixer

3. What is delivered to the carburetor by the fuel pump and is stored in the fuel bowl?
a. Nitrous Oxide (N20) b. Carbide c. Gasoline
d. Carbon Oxide

4. The Carburetor works on ______ principle.

a. Bernoullis
b. Caelis c. Broccolisd. Satoris

5. It holds all the parts of the Carburetor.

a. Air Horn b. Throttle Valve c. Venturi

D.Carburetor Body

6. It is also called the barrel or throat.

a. Air Horn
b. Throttle Valve c. Venturi

D. Carburetor Body

7. This disc-shaped valve controls air flow through the air horn. When closed, it
restricts the flow of air and fuel into the engine, and when opened, air flow, fuel
flow, and engine power increase.
a. Air Horn b. Throttle Valve
c. Venturi D. Carburetor Body

8. The carburetor is positioned on the intake manifold and all of the air that is drawn
in by the downward motion of the pistons, must pass through the carburetor. This
air passes through a narrowing of the carburetor body.
a. Air Horn b. Throttle Valve c. Venturi D. Carburetor Body

9. It holds a supply of fuel that is NOT under fuel pump pressure.

a. Float Chamber b. Distributor
c. Bowl
d. Fuel Bowl

10.
A part of a carburetor system to regulate the amount of fuel being supplied
to an engine.
a. Float Chamber
b. Distributor
c. Fuel Chamber d. Fuel Bowl

11.
Part of a float valve system that regulates flow into the float bowl, it is
usually a hollow plastic floating device inside the float bowl attached to a pivoting
hinge.
a. Float
b. Valve Sensors c. Carburetor Jets d. Fuel Chamber

12.
It is a tube that connects the main jet to the venturi.
a. Atomizer
b. Float
c. Carburetor Tube
D. Venturi

13.
The basic element of the carburetor's adjustment, at full power and for wide
throttle openings, is the ______, which controls the calibration of fuel delivered from
the main system.
a. Bolts & Nuts b. Minor Jet c. Main Jetd. Idle Jet

14.
It controls the maximum amount of fuel that the idle circuit will supply.
a. Bolts & Nuts b. Main Jet c. Float
d. Idle Jet

15.
The function of the __________ is to momentarily provide the additional
quantity of fuel needed during acceleration, until the flow delivered from the main
metering system increases.
a. Float Valve
b. Main Jet c. Idle Jet d. Accelerator Pump

16.
The _____ only allows fuel to flow into the pump reservoir. It stops fuel from
flowing back into the fuel bowl when the pump is actuated.
a. Float Valve
b. Pump Check Ball c. Pump Check Weight d. Carb

17.
The _______prevents fuel from being pulled into the air horn by venturi
vacuum. Its weight seals the passage to the pump nozzle and prevents fuel
siphoning.
a. Pump Check Ball
b. Pump Check Weight
c. Pump Nozzle d. None of
the above

18.
The ______, also known as the pump jet, has a fixed opening that helps
control fuel flow out of the pump. It also guides the fuel stream into the center of
the air horn.
a. Pump Check Ball
b. Pump Check Weight c. Pump Nozzle d. None of the
above
19.
It combines forces to control movement of the pump plunger so that a
smooth sustained charge of fuel is delivered for acceleration.
a. Pump Check Ball
b. Pump Check Weight c. Pump Nozzle
d. Pump
Plunger Springs

20.
The _____ allows air to be mixed with fuel being drawn out of the discharge
nozzle to decrease fuel density and promote fuel vaporization.
a. Fuel/Air Mixture
b. Air Bleed
c. Float Chamber d. Pump Ball

21.
A _______ modifies the air pressure in the intake manifold of an internal
combustion engine, thereby altering the ratio of fuel and air quantity entering the
engine.
a. Valve
b. Choke Valve c. Air Bleed d. Float Valve

22.
The tip of the _____ regulates the flow of fuel out of the main jet by blocking
its opening.
a. Needle b. Spear
c. Float Needle
d. Float Valve

23.
Part of a float valve system that regulates flow into the float bowl, the _____
is a two force compression member which is about a centimeter if not smaller in
length.

a. Needle b. Spear
c. Float Needle d. Float Valve
24.
It has two throttle plates and two venturis. The area where the air comes into
the carburetor is common on both barrels. A ____ carburetor may have one barrel
that is smaller in diameter than the other one.
a. Four Barrel
b. Two Barrel
c. Side Draft
d. Single Barrel

25.
A _____ carburetor is a device integral to the functioning of almost all internal
combustion engines constructed prior to the 1980s.
a. Four Barrel
b. Updraft c. Side Draft
d. Downdraft
26.
It is also known as a constant velocity carburetor or a constant depression
(vacuum) carburetor.
a. Diaphragm Type Carburetor
b. Side Draft
c.
Variable
Venturi
Carburetor d. Updraft Carburetor

27.
The ____ SYSTEM provides the proper air/fuel mixture ratio to the engine at
idle speeds and up to approximately 20 to 25 miles per hour.
a. OFF-IDLE
b. IDLE
c. Acceleration System
d. Full Power System.

28.
The _____ SYSTEM, as engine speed slowly increases due to the further
opening of the throttle valves permitting more air to enter, an additional quantity
of fuel is needed to combine with the extra air.
a. OFF-IDLE b. IDLE
c. Acceleration System
d. Full Power System.

29.
The _______ squirts a stream of fuel into the air horn when the fuel pedal is
pressed and the throttle plates swing open.
a. OFF-IDLE b. IDLE
c. Acceleration System d. Full Power System

30.
This system begins to function when the throttle plate is opened wide
enough for the venturi action.
a. High-speed system b. Full Power System
c. Electronic System
d.
Diesel
Powered System

Pictures while reporting (Mar. 5, 2015)