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| | | | Joined: Sep 2006 Posts: 2,393 Shop Shark | | Shop Shark Joined: Sep 2006 Posts: 2,393 | I have this Carter YF carb I had thought of trying on my 261. However, I see that the base vent hole is opposite that of the Rochester I have on the engine. (See the pic.) It's not a problem with the gasket, but is with the insulator as it can't be used on the Carter because of its location. It can't be flipped. Just curious if anyone else noticed this issue? By the way, I think this is a later carb as there is no body number I can cross check and any tag it had is missing. Comments welcomed. [IMG] http://pic100.picturetrail.com/VOL1061/3611363/20102173/407666224.jpg[/IMG]
Drew
| | | | | Joined: Dec 2001 Posts: 1,248 'Bolter | | 'Bolter Joined: Dec 2001 Posts: 1,248 | Always been partial to the Rochester carb myself...... Not that Carters are bad or anything.
John | | | | | Joined: Mar 2010 Posts: 10,272 Renaissance Man | | Renaissance Man Joined: Mar 2010 Posts: 10,272 | DrewP,
Looking at your picture, are there two gaskets below the carbs or is the one on the left the insulator? The gasket on the right looks like it would work for either carb. Are you using a gasket between the insulator and the manifold? I'm not sure if it calls for one there. But if you decide to use one there (I did on my YF), I would use one similar to the gasket on the right in your photo. The four slots should allow the air to move through. Having stated all of the above, I don't know jack about 261 intakes.
Carl
1952 5-window - return to "as built" condition | 1950 3100 with a 235 and a T-5 transmission
| | | | | Joined: Sep 2004 Posts: 241 'Bolter | | 'Bolter Joined: Sep 2004 Posts: 241 | Drew - CarbKing had an old post on here that had a lot of information on Carter YFs. It matched certain carb models with engine size and year. It helped me when looking for a carburetor that would fit. You're kind of in a tough spot because you don't have a body number or tag to check.
| | | | | Joined: Sep 2006 Posts: 2,393 Shop Shark | | Shop Shark Joined: Sep 2006 Posts: 2,393 | 52Carl, yes, the insulator is on the left in the pic. I used one gasket at the carb base only, none below the insulator. Mark, I'll search carbking info. I think I might just mount the YF without the insulator and just the gasket just to see how it works. If not good, I'll put the Rochester back on. This is one of those "what if" moments that I had when messing around with the engine.
Drew
| | | | | Joined: Mar 2010 Posts: 10,272 Renaissance Man | | Renaissance Man Joined: Mar 2010 Posts: 10,272 | OK, I now can recognize the insulator in your picture. Now you have me wondering if I should take my YF off and check to see if my hole/gasket/insulator notches line up. My engine runs great and I get 17 MPG. Have you tried it as is? The gasket is pretty thick and might allow the vent to work. I'd be scared to run it without the insulator. You are likely to overheat the carb bowl and boil the gas in it.
1952 5-window - return to "as built" condition | 1950 3100 with a 235 and a T-5 transmission
| | | | | Joined: Jan 2010 Posts: 4,263 Shop Shark | | Shop Shark Joined: Jan 2010 Posts: 4,263 | I thought carter stampped the model numer on the flange near the throttle ...pic... .? | | | | | Joined: Sep 2006 Posts: 2,393 Shop Shark | | Shop Shark Joined: Sep 2006 Posts: 2,393 | Thanks DADS50! I thought I had looked close, but I recleaned the area you posted and sure enough a number under strong light appeared. The number is: K01 832S On the opposite side of the same flange is also a number. 7F over 5L.
So now where do I go to ID this YF single barrel carb with manual choke?
Drew
| | | | | Joined: Jan 2010 Posts: 4,263 Shop Shark | | Shop Shark Joined: Jan 2010 Posts: 4,263 | I did an abbreviated list of these once before. This is a complete list taken one by one from the Carter master prints, and includes experimental carbs with numbers assigned, but no production.
THERE ARE DIFFERENCES IN THESE CARBURETORS! THAT IS WHY THERE ARE DIFFERENT NUMBERS!
Some of you have already experienced some of these differences such as the "ported" vs "manifold" vacuum take-off for the distibutor.
Use the list as is, and I would guess few issues. However, changing from one application to another may lead to issues.
At any rate, here is the list:
Jon.
Carter YF carburetors produced for use on Chevrolet
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 auto choke 1950~1952
967s – 235 engine aftermarket manual 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
3379s – 153 engine original equipment manual trans 1962~1966
3402s – 153 engine original equipment auto trans 1962~1966
3711s – 194 engine aftermarket 1962
3760s – 230 engine (number assigned, no production)
3770s – 230 engine (taxi) original equipment auto transmission 1964~1965
3771s – 230 engine (taxi) original equipment manual trans 1964~1965
3772s – 194 engine auto transmission (number assigned, no production) 1964
3773s – 194 engine manual trans (number assigned, no production) 1964
3821s – 194 engine (van) original equipment 1964
3946s – 194 engine aftermarket 1964~1965
3946s – 230 engine aftermarket 1964~1965
3975s – 230 engine (van) original equipment manual trans 1965
3976s – 230 engine (van) original equipment auto trans 1965
4043s – 194 engine (van) original equipment manual trans 1966
4043s – 230 engine (van) original equipment manual trans 1966
4044s – 194 engine (van) original equipment auto trans 1966
4044s – 230 engine (van) original equipment auto trans 1966
4048s – 230 engine (van) aftermarket experimental 1963~1966
4072s – 194 engine original equipment auto trans CALIF smog 1966
4072s – 230 engine original equipment auto trans CALIF smog 1966
4073s – 194 engine original equipment manual trans CALIF smog 1966
4073s – 230 engine original equipment manual trans CALIF smog 1966
4080s – 194 engine original equipment (pass) auto trans CALIF smog 1966
4080s – 230 engine original equipment (pass) auto trans CALIF smog 1966
4080s – 250 engine original equipment (pass) auto trans CALIF smog 1966
4085s – 230 engine original equipment (truck) manual trans CALIF smog 1966
4085s – 250 engine original equipment (truck) manual trans CALIF smog 1966
4086s – 230 engine original equipment (truck) auto trans CALIF smog 1966
4086s – 250 engine original equipment (truck) auto trans CALIF smog 1966
4145s – 194 engine original equipment (truck) manual trans 1965~1966
4145s – 230 engine original equipment (truck) manual trans 1965~1966
4202s – 250 engine (taxi) original equipment auto trans 1966
4203s – 250 engine (taxi) original equipment manual trans 1966
4278s – (export to India)
4339s – 194 engine aftermarket 1963~1967
4339s – 230 engine aftermarket 1963~1967
4339s – 250 engine aftermarket 1963~1967
4367s – 230 engine original equipment manual trans CALIF smog 1967
4367s – 250 engine original equipment manual trans CALIF smog 1967
4368s – 194 engine original equipment auto trans CALIF smog 1967
4368s – 230 engine original equipment auto trans CALIF smog 1967
4368s – 250 engine original equipment auto trans CALIF smog 1967
4369s – 230 engine original equipment (truck) manual trans CALIF smog 1967
4369s – 250 engine original equipment (truck) manual trans CALIF smog 1967
4370s – 230 engine original equipment (truck) auto trans CALIF smog 1967
4370s – 250 engine original equipment (truck) auto trans CALIF smog 1967
4371s – 230 engine original equipment (truck) manual trans CALIF smog 1967
4371s – 250 engine original equipment (truck) manual trans CALIF smog 1967
4371s – 292 engine original equipment (truck) manual trans CALIF smog 1967
4372s – 250 engine original equipment (truck) auto trans CALIF smog 1967
4373s – 153 engine aftermarket manual trans 1963~1967
4374s – 153 engine aftermarket auto trans 1963~1967
4375s – 230 engine original equipment (truck) manual trans 1967
4375s – 250 engine original equipment (truck) manual trans 1967
4376s – 230 engine original equipment (truck) auto trans 1967
4376s – 250 engine original equipment (truck) auto trans 1967
4377s – 250 engine original equipment (taxi) manual trans CALIF smog 1967
4378s – 250 engine original equipment (taxi) auto trans CALIF smog 1967
4387s – 194 engine original equipment (truck) manual trans CALIF smog 1967
4480s – 230 engine aftermarket (all Federal) 1963~1967
4480s – 250 engine aftermarket (all Federal) 1963~1967
4492s – 194 engine aftermarket 1962
6213s – number assigned no production Above is from carbkings thread, although in the thread his post is blank | | | | | Joined: Sep 2006 Posts: 2,393 Shop Shark | | Shop Shark Joined: Sep 2006 Posts: 2,393 | Thanks DADS50. I will save that list. But, some additional search over a second coffee, I found it is a Willys carb for a 4 or 6 cylinder according to Mike's Carburetor Shop web site, used from 1950 to 1960. Even though a Willys, I might still see how it works on my 261. Engine is in the frame, but not driven yet, so I don't think trying the carb at idle or short revs will hurt anything or am I wrong about that?
Drew
| | | | | Joined: Jan 2010 Posts: 4,263 Shop Shark | | Shop Shark Joined: Jan 2010 Posts: 4,263 | Hopefully carbking (or others)will be along to advise Maybe even recomend a carb for your 261. The base of the larger YF has two holes It's the one on the left ...pic... | | | | | Joined: Nov 2002 Posts: 2,763 Carburetion specialist | | Carburetion specialist Joined: Nov 2002 Posts: 2,763 | The Carter 832s was originally used on a 134 CID 4 cylinder Willys.
AS A GENERAL RULE FOR BEST RESULTS!!!!!
When migrating an OE (original equipment) carburetor from on engine to another, the donor engine should be within 3 percent displacement as the donee engine. 3 percent of 134 is 4; thus this carburetor might be a good choice for FOUR CYLINDER engines from 130 to 138 CID.
The 3 percent will be increased for A/M (aftermarket), perhaps to as much as 10 percent. This because A/M carburetors are calibrated much richer than OE carburetors.
Somewhere, there is a Willys guy that would love to have this carb. Or, you might get a 3x1 manifold, buy 2 more of the 832s units, and put 3 of them on your 261.
Jon.
Good carburetion is fuelish hot airThe most expensive carburetor is the wrong one you attempt to modify. If you truly believe "one size fits all," try walking a mile in your spouse's shoes!The Carburetor Shop | | | | | Joined: Sep 2006 Posts: 2,393 Shop Shark | | Shop Shark Joined: Sep 2006 Posts: 2,393 | Jon, Thanks for that info and advice. You are always helpful on this site. It's probably easier for me to find a Willy's owner than find 2 more 832S units. And DADS50, thanks for all your research too.
Drew
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