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Carter 2 bbl for Super Six
https://slantsix.org/forum/viewtopic.php?t=60191		 Page 1 of 2
Author:  a100gary [ Mon Sep 19, 2016 2:31 pm ]
Post subject:  Carter 2 bbl for Super Six
Does anyone know which numbers are on the passenger side of a Carter 2bbl for a Super Six? My carb says 0-2425, and a 2 bbl Carter on e-bay had 0-2544 there. Is this a good way to differentiate between a 2bbl from a Super Six and a 2bbl from a 318? Help me o wise one!!
Author:  SlantSixDan [ Mon Sep 19, 2016 2:48 pm ]
Post subject: 
None of those casting numbers will help. The relevant number is on an aluminum tag secured to one of the bowl screws. The tag is easily broken off, or left off in the rebuilding process, then you're out of luck as far as ever being able to identify which specific carburetor it was.

Carburetor operation and repair manuals and links to training movies and carb repair/modification threads are posted here for free download. The BBD file contains two documents, the second of which goes into detail on V8 vs. \6 carburetors. The main hookup difference is the choke lever -- a \6 choke lever can be swapped on, or an adaptor or new choke pushrod can be used to get the V8 carb to work on a \6.
Author:  a100gary [ Mon Sep 19, 2016 11:37 pm ]
Post subject:  super six 2 bbl carter carb
What should the tag say? obtw thanks for your reply!!!
Author:  Reed [ Mon Sep 19, 2016 11:48 pm ]
Post subject: 
The easiest/fastest way to tell a 318 BBD from a slant six BBD is to look at the large tube for the PCV valve. The slant six tube is long and has a bend in it. The 318 tube is short and straight. There are also subtler ways of telling, notably the lack of idle air bleed holes in the throttle plates of slant six BBDs, the aforementioned difference in the choke linkage between the 318 and slant BBDs, and minor diffeences in the thickness and shape of the air horn and choke plate betwen the 318 and slant BBDs.
Author:  shadango [ Tue Sep 20, 2016 9:58 am ]
Post subject: 
Quote:
The easiest/fastest way to tell a 318 BBD from a slant six BBD is to look at the large tube for the PCV valve. The slant six tube is long and has a bend in it. The 318 tube is short and straight. There are also subtler ways of telling, notably the lack of idle air bleed holes in the throttle plates of slant six BBDs, the aforementioned difference in the choke linkage between the 318 and slant BBDs, and minor diffeences in the thickness and shape of the air horn and choke plate betwen the 318 and slant BBDs.
Soooooooo.....what happens if one were to use a 318 2 BBL on a slant super six setup?

Looking into a setup now with a long distance seller and I didnt know there was a difference between the two......... :oops:
Author:  Reed [ Tue Sep 20, 2016 10:21 am ]
Post subject: 
Many people have used 318 BBDs successfully on the slant six. THe most troblesome part is getting the choke linkage to work correctly. However, a board member came up with a clever yet simple adapter to mate a 318 BBD choke linkage to a slant six choke thermostat arm: see HERE.
Author:  gdizzle [ Tue Sep 20, 2016 6:32 pm ]
Post subject: 
Other than choke issue, is there really anything different about the 2 carters? Internally speaking?
Author:  Reed [ Tue Sep 20, 2016 7:42 pm ]
Post subject: 
Yes.
Author:  SlantSixDan [ Tue Sep 20, 2016 9:05 pm ]
Post subject: 
Quote:
Other than choke issue, is there really anything different about the 2 carters? Internally speaking?
Read the link I provided, why don't you? :lol:
Author:  shadango [ Wed Sep 21, 2016 5:42 am ]
Post subject: 
Dan, I read the links...lots of good info there.....but i think the main question he and I are asking is "How is one to know if a supersix 2bbl carb is original or a "junk" rebuilt one, whether its "lean burn" or not, etc etc etc.

I had been looking forward to doing a super six swp onto our Volare but damn, this is getting depressing.....I figured if the carb I got in process was bad I could rebuild it and at worst buy a rebuilt one from a vendor.

But it looks like there really IS not way to know what you are getting unless you find an untouched car somewhere and it has the original equipment and the tag on the bowl bolt....and even then you may not know.
Author:  SlantSixDan [ Wed Sep 21, 2016 8:16 am ]
Post subject: 
Quote:
Dan, I read the links...lots of good info there.....but i think the main question he and I are asking is "How is one to know if a supersix 2bbl carb is original or a "junk" rebuilt one, whether its "lean burn" or not, etc etc etc.
That might be your question, but his question was, quote, "Other than choke issue, is there really anything different about the 2 carters? Internally speaking?".
Quote:
I had been looking forward to doing a super six swp onto our Volare but damn, this is getting depressing.....I figured if the carb I got in process was bad I could rebuild it and at worst buy a rebuilt one from a vendor.
But it looks like there really IS not way to know what you are getting unless you find an untouched car somewhere and it has the original equipment and the tag on the bowl bolt....and even then you may not know.
Well, yeah, pretty much. The wrecking yards and parts cattledogs were full of good quality Slant-6 parts in fine condition…thirty years ago. It's difficult for us to accept, but the reality is these cars are old. Most of them no longer exist, on the roads or in the yards, many parts are no longer made, and it takes a lot more effort (and money) to get a lot of the parts we want in the condition we want. Often it involves putting additional time and/or money into the parts we buy to bring them up to suitable condition.
Author:  Reed [ Wed Sep 21, 2016 9:03 am ]
Post subject: 
Dan is right. Used carbs are a real crap shoot. Frankly, I am to the point where I would rather pursue a fuel injection conversion or switch to a four barrel carburetor and lock the secondaries outbefore doing a BBD swap. I think I have enough parts stashed away to do one more Super Six conversion, but after that prices for the parts these days are just too expensive for me.

Our engines never had the same kind of factory or aftermarket support as V-8 engines, and these days aftermarket support is almost non-existent. There seems to be a greater stock of NOS single barrel carbs but even those are hard to find. These days you really need to learn about parts interchangeability and what can be modified from other engines and vehicles to keep your slant six running, especially if you are trying to hop it up.
Author:  69a100 [ Wed Sep 21, 2016 11:59 am ]
Post subject: 
All these are the reason why I went with a Weber! I had problems with all the bbd I pissed my hard earned $$$ on only to be screwed no matter what I tried. Just get some new stuff and forget about the old F-ed up, broken and missing pieces, you'll be miles and smiles ahead!
Author:  shadango [ Thu Sep 22, 2016 7:53 am ]
Post subject: 
This is all great info....my concern is that this car is to be a daily driver for the son......and we have to pass a visual emissions inspection......and that means all the air pump and vacuum stuff.....
Author:  Reed [ Thu Sep 22, 2016 8:29 am ]
Post subject: 
The air pump and vacuum stuff is more messy than anything else. Spend some time tracing all the hoses with a good vacuum hose diagram and you should be OK. The bigger problem is finding replacement parts for these increasingly archaic emissions systems. EGR timers have been N/A new for many years now. Vacuum switch will likley have to be adapted from other vehicles.

If you don't have one, you really should get a factory service manual for your car. It will be the most detailed and accurate source of information for the emissions system on your son's car.
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