| |
Click on image for the lowdown. 
====
| | |
3 members (klhansen, ronsway, 1 invisible),
165
guests, and
1
robot. | | Key: Admin,
Global Mod,
Mod | | | Forums66 Topics128,106 Posts1,056,213 Members48,436 | | Most Online14,466
Apr 26th, 2026 | | AD Chevy Trucks  Over 6,000 pictures Brad Allen has an awesome collection of Chevrolet factory pictures that he has set up from film strips. Check them out!
Lots of work on Brad's part ... pure enjoyment (and references) for you!
| | THANKS!
For helping keep this great
old truck web site
on the Internet for over 30 years! and not clogged down
with Ads!  Again, thanks!
| | | | Joined: May 2006 Posts: 423 'Bolter | | 'Bolter Joined: May 2006 Posts: 423 | I have been working on a chevy sedan from 41 with a 216, tinkering over the course of many years. The last few years it has been running well but using lots of oil. I had it shipped to Sweden last fall and drove it home from the harbor about 80 miles. It ran great but used about 5 quarts of oil.
So now it has new rings, cleaned up cylinders, slightly tightened bearings, and it is all back together again and lo and behold no more blue smoke. When it gets up to about 45 and is pulling up a hill the motor really looses its gumption. So here come some questions, mainly related to the Carter carb which has been thoroughly rebuilt to my own slapdash standards:
From the pictures in the shop manual it seems that the accelerator pump does not squirt into the main throttle body, so one cannot expect to do the normal visual check. Is this right? Is there some other simple test procedure for the accelerator pump?
Next question: the throttle connector rod runs both the metering rod and the accelerator pump. When I picked up the car last fall at the harbor that connector linkage was resting against one of the three screws that holds the upper carb housing to the main housing, preventing the throttle from returning to idle. In order to get the car home I took off the linkage and bent it until the idle would return to normal. Driving it home it ran great, but now I see that there is a particular adjustment for that linkage, with a particular metering rod guage according to the manual. Is this something one can make? If so, can anyone send send me the necessary measurements?
I also suspect that the timing may not be professionally adjusted. I have always used the "by guess and by golly" method of timing with great success. Would either advanced or retarded timing cause hesitation at higher speeds? The fuel pump seems to be fine, it is fairly new.
Appreciate the help.
Karl
It may not be the easy way, but it is the Cowboy Way - Ranger Doug Beware of the stories you read or tell; subtly, at night, beneath the waters of consciousness, they are altering your world. - Ben Okri 1953 Chevy 3100 1960 Volvo PV 544 1941 Chevrolet Special Deluxe | | | | | Joined: Feb 2000 Posts: 5,216 'Bolter | | 'Bolter Joined: Feb 2000 Posts: 5,216 | | | | | | Joined: May 2006 Posts: 423 'Bolter | | 'Bolter Joined: May 2006 Posts: 423 | That helps with some questions, thanks. I am still wondering if I should expect to see some gas squirting in the throat of a W-1 from the accelerator pump.
It may not be the easy way, but it is the Cowboy Way - Ranger Doug Beware of the stories you read or tell; subtly, at night, beneath the waters of consciousness, they are altering your world. - Ben Okri 1953 Chevy 3100 1960 Volvo PV 544 1941 Chevrolet Special Deluxe | | |
|
|
| |
