I'm no carburetor expert, but i have rebuilt the carburetor on my 76/2.3 in the past. Upon dissassembly these tubes (see pictures) came out unexpectedly and i wasnt sure which one went where. They belong under the air jet on the top deck (not down in the float bowl). One has a big hole in the top and 16 small holes all the way around the tube up at the top. It also has a red color to it up there. Thise one was below the air jet (marked 195) on the secondary side of the carburetor. The other has a smaller hole in the top, and 12 holes in various places up and down the tube. It was located below the air jet (marked 185) on the primary side of the carburetor. The main jets in the bottom of the carburetor were both marked 132. That must not be the jet size because theoretically one side should be larger than the other, alas, the secondarys are a bit bigger. Anyways it sounds to me like everything was in the right spot when i put it back together but, somone please correct me if i am wrong. If i have those tubes in the wrong spot, that possibly could explain why it jerks on light/mid acceleration, but smooths out when the secondaries open. (i speak of this in my prior post reguarding my trip home from texas.)
Hey, pintoguy76...
Everything sounds right to me...
The jet in the float bowl should be...128 & 132 on stock carbs .
Trouble is... the air-corrector should have been changed Too...
Whe the 132 jet was installed
From Pintony
Where can i get the parts to fix it correctly? (either the right jet, or the right air corrector?) Any idea? Also forgot to post the pic. lol. oh well, i looked at it and it was blurry.
No one has the parts I need? :-( lol. Oh well i want to go EFI soon anyways. I switched everything around. All of it. Air tubes, air jets, and well the man jets i just put them in wherever. It doesnt matter since they are both the same size anyways. I have an exhaust leak (it never ends does it?) and exhaust is getting into the car (i think from all the way in the back, leaking around the muffler and into the car from the wrecked corner. It smells kinda rich (it does not have a choke). It has more power and the "jerk" that i described is gone. The air cleaner chokes this poor car to death. I also adjusted the timing, just until it runs better. For some reason which I cant explain, i did not replace the timing cover after changing the timing belt. The bolts are missing too, so I cant replace it. Therefore, i just set the timing until it ran better. :D Its a little over advanced (im burning 87 octane, the temp was mid 70s and when i gave it a little hell (foot to the floor, shifting around 4,000-4,500 rpm it would make the mixing ball in a spray paint can sound. Anyways between the timing and the carb the car is running tons better, smoother, and quieter too. Just not sure about that rich exhaust smell. It sounds (or smells :D) like i need that # 128 jet. That should help the fuel milage too, even tho it isnt bad, now.
I realized after i typed this post earlier that i had a carburetor from a 79/2.3 that i parted out a while back. Inside this carb, is (on the primary side) a 175 Air Jet, and a 219 Main jet. This does not seem right to me. On the secondary side the air jet is a 185 and the primary jet (is covered in corrosion) but i think it says 183. The secondary jet shouldnt be smaller than the primary one unless the person swapped them around. But shouldnt the air jet be changed too? Anyways between the two carbs (the one on my 76 and the one from the 79) i have two #132 main jets, a 219 main jet and a 183 main jet. Then i have a 195 air jet, and a 185 air jet in the 76's carb, and a 175 air jet and a 185 air jet in the 79's carb. I should be able to setup something a little better with the jet selection i have now. In my 76 both the primary and the secondary main jets are 132s. The primary had a 185 air jet and the seconday had a 195 air jet. I moved the 195 to the primary side and the 185 to the secondary side. If i want more power i could take the main jets from the 79 and keep the air jets i have (id think a bigger air jet would be better for a bigger main jet, right? to keep it from being too rich.) Or for better milage i could use the main jets i have and put the 175 air jet from the 79s carb in the 76. What sounds good to me, is utilizing the 132 main jet on the primary side, with the 175 air jet, and then putting the 219 main jet in the primary side with the 195 air jet. Then theoretically id have good milage as long as i kept my foot out of the secondarys, using it only when i need power. I assume this is how it works. (Bigger number = bigger jet. Bigger main jet = needs bigger air jet) Correct?
Pintoguy76,
You really sound like you are trying to get this right. I might be able to help you if I knew what the carb number is, what year the car is and what size is your motor. Yes those well tubes can be a fooler if you remove the bleed plugs and flip that puppy over.
High_Horse
Sorry guess i forgot to post that info. Oops. Its a 1976, with a 2.3 (manual trans, no ac, federal emissions. The carb is a stock 5200, but not sure the exact number on it. The tag that that number is on is missing.
Thanks!
PintoGuy76, Your carb is a B6EE-LA.
The primary main metering jet is a 132 and so is the secondary main metering jet. The primary high speed bleed is a 185 and the secondary is a 195.
The primary main well tube(14r-905) goes under the 185 air bleed jet.The secondary tube(14r-816 f50) goes under the secondary air bleed jet. As far as fiddling with larger and various jets from a later carb is concerned look to your spark plugs to answer your questions but you need a good baseline idle adjustment to even begin. Oh...and allot of patience.
High_Horse
Thanks high_horse. Its running good with the stuff switched around but i think i should probably switch it back because it'll probably get better gas milage that way. However, With the 3.00 gears, it may be best to have the bigger jet as the primary to help get off the line quicker. I dont know, something to experiment with i guess. I think I need a header, too.