The Stovebolt Site Forums The Shop Area Engine Shop New Universal Carb

Has anyone tried the Daytona Parts universal Chevy Replacement Carburetor? It is a new reproduction Zenith style carb. I see it advertised at $350.

https://daytonaparts.com/universal-replacement-carburetor.html
Then click on the 'Chevy Replacement' tab above the picture in the center of the page.

More info here http://www.carbkitsource.com/carbs/carburetors/Y200.html

I guess you didn't see this thread from about 3 weeks ago:
Daytona Carb

I did not see it.

Thank you very much for the link to the thread.

Went to Daytona Parts CO yesterday and spoke with the owner. I wasn't able to take any notes but if I got everything correctly the universal carb he sells is manufacturer in Argentina by a CO that's been in business for many years making carbs for Chevy & fords . Anyway their universal carb is a redesigned Holly carb with improved features to correct any short commings from the original. They are brand new and actively manufactured. The Chevy replacement carb is basically a copy of the zenith 28. The Chevy replacement carb is is currently under a design change to add a high speed adjustable jet as on the universal carb. The owner is very knowledgeable and very helpfull. Either one or these carbs maybe the way to go. Currently he is recommending the universal carb for dual carb applications. He spent a good 45 minutes with me explaining his carbs and his operation.

IMHO a plain tube fixed venturi carburetor can't really be universal, there are too many variables in the engine design especially engine vacuum and A/F mixture curve.
The closest you're going to get is a constant vacuum type like the S.U., Mikuni, Keihin, etc. CV, Stromberg CD, etc., but none of which were available in down draft configuration that I know of.

The carb is a Holley 1904 clone. I think used on Fords. People do like it.

If there was ever a place that would promote using original reusable parts, rejuvenating them, rebuilding them, reusing them, it's this Stovebolt place.

I think it's enjoyable to find a carb and rebuild it and see it run.

The Holley 1904 was prone to warpage of the main casting and the bowl, similar to the Rochester B. Since the bowl mounts vertically on to the main body on the 1904, warpage causes a fuel leak at the bottom of the bowl.

The earliest 1904's had the problem, but it took longer as the bowl was glass, which didn't warp. When the glass bowls were replaced with die-cast bowls approximately 1959 or so, the problem got worse, as the die-cast bowls also warped.

Hope the clone addressed this issue.

Some 30 or so years ago, the 1904 with the glass bowl was popular with inline 6 hot rodders and multiple carbs, as one could actually see the fuel run into the bowl and the float operate. Because of the leakage, less popular today.

Jon.

I saw one of those glass bowl carbs at a show last yr. I believe it was on a Rambler 6 banger. Wondered about it since. Good info carbking.

Yes they did if you look at the bowl it has gussets along the perimeter to prevent that problem from happening

I am curious why they picked this particular model to reproduce??? The Holley 1904 is available in two different flange sizes (like the Rochester B) and several different internal venturi sizes for use on engines from 144 to 305 CID; and used ones (except the ones for the 144) are much more common than even the Rochester B. We have way more than 100; and I never really tried to buy them, just got them in large purchases of other carbs. And even the warpage is much easier to straighten than the Rochester, as there are no projections on the surface to straighten.

Just my curiousity

Jon.

Found the pics I took of that glass bowled carb.
Pic 1
Pic 2

From the description: "for 200-300 CID 6 cylinder applications"

How odd. Chevrolet used 8 different Rochester Model B carburetor sizes just for the 216" through 292" engines. I guess they were wrong.

One of the design changes was elongating the mounting holes so it can fit 2-11/16 or 2-15/16 intake stud spacing. They also have adjustable linkage

Slotting the throttle body mounting holes only increase the number of manifold on which the carburetor may be mounted; NOT the different displacements on which a carburetor may be used efficiently. The internal main venturi diameter places limits on efficient use.

We have advocated for years when migrating ONE carburetor for one engine to another STREET ENGINE that, FOR BEST RESULTS, the "donor" engine should be +- (plus or minus) 3 percent in displacement from the "donee" engine.

As example, Chevrolet made a 235 CID. 3 percent of 235 is approximately 7; so for best results, a single carburetor from other engines of displacement of 228 to 242 should be used.

Can this "rule of thumb" be ignored? Certainly, but results may not be totally desirable on the street. Example: we used to sponsor a 4 cylinder race team with a 2.0 liter (121 CID) engine from that company whose name is the same as the last name of Tennessee Ernie. For racing purposes, we installed a four-barrel from a 283 Chevy. Above 5000 RPM it ran great. Would NOT idle at 2000 RPM!

Both Carter and Zenith produced "universal" carbs in the 1930's with slotted throttle bodies. After WWII, both ceased this practice, and produced a wider range of "universals" with different internal venturii.

And for O.E. applications, many more (check out Panic's post two above this one) were produced.

Stromberg, to my knowledge, did not slot the throttle bodies. The link below, while it is for updraft carbs, not downdraft, may explain the "sizing" criteria better:

http://www.thecarburetorshop.com/Stromberg_SF_carburetors.htm

When choosing a carburetor (or anything else) don't discount the five (or 6, depending on language skills) "P"'s of Engineering.

Jon.

Regarding the Daytona Universal carb: any updates on it? Anyone using it? I'm weighing the pros and cons of replacing my Rochester B. Thanks.

Pro: Carter YF
Con: Rochester B
Jerry

Which model/models Carter YF?

Any/all of these?
756s — 216 engine aftermarket 1937~1952
787s — 216 engine aftermarket 1937~1952
788s — 235 engine aftermarket 1950~1952
789s — 235 engine aftermarket 1950~1952
890s — 235 engine aftermarket manual choke (number assigned, no production)
891s — 235 engine aftermarket auto choke (number assigned, no production)
964s — 216 engine aftermarket manual choke 1937~1952
965s — 216 engine aftermarket auto choke 1937~1952
966s — 235 engine aftermarket manual choke 1950~1952
967s — 235 engine aftermarket auto choke 1950~1952
2008s — 216 engine aftermarket 1937~1952
2046s — 206 engine aftermarket 1932~1936
2100s — 235 engine aftermarket manual choke 1953~1956
2101s — 235 engine aftermarket auto choke 1953~1956
2104s — 261 engine aftermarket (number assigned, no production)
3055s — aftermarket (number assigned, no production)
3211s — 235 engine aftermarket 1957~1962

What mounting bolt-to-bolt distance for each model (or, for what years)?
Does that change in 1953?

Just a guess:
All 216 and early 235 are SAE #2 flange: 2-11/16"
235 Powerglide, late, and all 261 are SAE #3 flange: 2-15/16"

w/r/t Daytona Universal carb: pass it by

Carter pretty well designed these to be a bolt-on swap.

Linkage, fuel lines, air cleaners, everything would pretty much bolt up.

Panic is correct about the size 2 and size 3 flanges.

Jon.

Thanks, Panic & Jon