Carburettor Guide

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FB/EK HOLDEN

STROMBERG CARBURETTION

ENTHUSIASTS GUIDE

REVISION DATE UPDATE

0 October 2011 Initial draft for review.

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Table of Contents 1 Background .................................................................................................................................................................. 3 2 Not all Strombergs Are Equal… the Zenith Connection ........................................................................................... 4

3 Decoding ...................................................................................................................................................................... 5

3.1 Stromberg Carburettor Model Numbers .................................................................................................................... 5

3.2 Australian Stromberg Carburettor Codes .................................................................................................................. 6

3.3 US Stromberg Carburettor Codes ........................................................................................................................... 14

4 Operation .................................................................................................................................................................... 15

4.1 BXOV-1 Main Components ..................................................................................................................................... 15

4.2 BXUV-2 and BXV-2 Main Components ................................................................................................................... 17

4.3 Float System ........................................................................................................................................................... 18

4.4 Idle System ............................................................................................................................................................. 18

4.5 Main Metering System............................................................................................................................................. 19

4.6 Accelerating System ............................................................................................................................................... 20

4.7 Power System ......................................................................................................................................................... 21

4.8 Choke System ......................................................................................................................................................... 21

4.9 Spacer ..................................................................................................................................................................... 22

5 Early Holden Stromberg Factory Specifications ..................................................................................................... 23

5.1 EH Holden S4 Carburettor ...................................................................................................................................... 33

6 Assembly Diagrams................................................................................................................................................... 34

6.1 BXOV-1 Assembly Diagram .................................................................................................................................... 34

6.2 BXUV-2/BXV-2 Assembly Diagram ......................................................................................................................... 35

7 Disassembly and Overhaul Process ........................................................................................................................ 38

7.1 Kit Contents and Pre-disassembly .......................................................................................................................... 38

7.2 Special Tools........................................................................................................................................................... 40

7.3 Removing the Carburettor from the Vehicle ............................................................................................................ 41

7.4 Disassembling the Air Horn ..................................................................................................................................... 41

7.5 Disassembling the Main Body ................................................................................................................................. 42

7.6 Disassembling the Throttle Body ............................................................................................................................. 44

7.7 Cleaning and Inspection .......................................................................................................................................... 45

7.8 Assembly and Reinstallation ................................................................................................................................... 46

7.9 Replacement Parts .................................................................................................................................................. 48

8 Tuning and Troubleshooting .................................................................................................................................... 52

8.1 Fuel Level ............................................................................................................................................................... 52

8.2 Idle Speed and Idle Mixture ..................................................................................................................................... 55

8.3 Accelerator Pump Stroke and Components ............................................................................................................ 56

8.4 Idle Vent Valve Lift .................................................................................................................................................. 59

8.5 Wide-Open Throttle (WOT) Adjustment................................................................................................................... 59

8.6 Main Metering Jets .................................................................................................................................................. 62

8.7 Power Bypass Jets .................................................................................................................................................. 66

8.8 Vacuum Power Piston ............................................................................................................................................. 68

8.9 Troubleshooting ...................................................................................................................................................... 70

9 Bigger Stromberg Swap ............................................................................................................................................ 79

10 Multiple Carburettors (Twins and Triples) ........................................................................................................... 81

10.1 Carburettor Model and Manifold Choice .................................................................................................................. 81

10.2 Linkages .................................................................................................................................................................. 82

10.3 Accelerator Linkage to Cable Modification .............................................................................................................. 88

10.4 Fuel and Vacuum Lines ........................................................................................................................................... 89

10.5 Venturi Sleeves ....................................................................................................................................................... 90

10.6 Synchronisation ....................................................................................................................................................... 91

10.7 Tuning ..................................................................................................................................................................... 92

10.8 Examples of Twin and Triple Setups (Stromberg Porn) ........................................................................................... 94

11 “The Joker” Carburettor Lock ............................................................................................................................ 127

12 Holden Part Numbers .......................................................................................................................................... 128

13 Bendix Stromberg Part Numbers ....................................................................................................................... 136

14 Contacts ............................................................................................................................................................... 148

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1 Background

This document aims to provide some information regarding carburettors suitable for FB and EK Holdens.

It contains:

historical information, such as which carburettors and fittings were fitted to different model Holdens,

practical information on identification, disassembly and reassembly of early Holden original and replacement carburettors, and

guidance on tuning, replacement parts and overhaul techniques.

It contains answers to many of the questions that seem to come up routinely on most of the early Holden

forums:

“What jets should I run in my early Holden, and where do I get them from?”

“Why is my Stromberg carburettor running so poorly?”

“How do I set up twin carburettors on a grey motor?”

The carburettors that are the subject of this document are Bendix Stromberg (Australia) B-Model. I will focus in this document on the single-barrel Stromberg carburettors, as the twin-barrel W-Model Strombergs are more the domain of the HK/HT/HG/HQ Holden enthusiasts. I will particularly focus on the BXOV-1 Stromberg, as it was fitted to most early Holdens (FX, FJ, FE, FC, FB, EK, EJ). The Stromberg BXOV-1 carburettor was also fitted to American Austin Company (later reorganized as American Bantam) BRC ¼ ton U.S. Army American Bantams, and to model 77, 440, CJ-2A and CJ-3A Willys. Apparently the tooling for the BXOV-1 carburettor was sold to Holden after American Bantam was dissolved. Whilst most of the information will relate to the single barrel B-Model carburettors, I will include some W-Model information where it is ready at hand and helps either clarify or close-out an issue (for example, I have included below the Stromberg and Holden parts numbers for the HR Holden 186S engine WW Stromberg carburettors so that the list contains all factory carburettors for FX-HR Holdens).

Whilst this document is primarily related to the FB and EK Holden carburettors, much of the information is

similar or identical to other early Holdens. Please bear in mind that the early Holden carburettors are

more than half a century old, and that limited documentation is known to exist other than references in

parts and workshop manuals (despite much hunting by enthusiasts, and both FE/FC and FB/EK Clubs).

Much of the information below is drawn from internet forums, discussion with enthusiasts and common

sense. I have used photos and other information from a wide variety of sources, particularly from the

forums – if anyone is offended by my use of the material, feels I have breached copyright or needs

recognition, please let me know and I will correct the issue immediately.

I would however like to thank the following for their patience and willingness to help me learn:

Keith Hoffmann, Richi Morgan, Wayne Bradford, Matto and Alex Smits for fantastic access to some

of the Workshop Manuals, Accelerator Magazines and accessory information.

Fingers, Thommo and a bunch of other forum members for answering questions along the way.

Stewart Watters, whose All Holden Day carburettor linkage photos I have pillaged.

Equally, I have made opinions and drawn conclusions on some of the information I have found and

equipment I have owned, and have cross-referenced a significant amount of printed material - if anyone

believes that I have made an error (or knows a better way to do something), please let me know and I will

update the document... after all, the main purpose here is to help other early Holden enthusiasts. I have

marked some text in red in this document where I am missing information – any help in closing these

gaps is appreciated.

Like all things automotive, installing, operating and maintaining a carburettor comes with a risk. Leaking

fuel lines can lead to fires, and items dropped down a carburettor throat can cause massive engine

damage (amongst other hazards). Any advice contained in this document is to be taken at the reader‟s

risk – qualified mechanics should be consulted where appropriate.

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2 Not all Strombergs Are Equal… the Zenith Connection

Stromberg carburettors were made by both Zenith and Bendix independently of each other, and are two very different pieces of equipment.

Zenith Carburettors was a British company, which joined rival Solex Carburettors in 1955. Over time the Zenith brand name fell into disuse. The rights to the Zenith designs were owned by Solex UK (a daughter company of Solex in France). Zenith Stromberg carburettors were installed in Armstrong Siddeleys, Austins, Humbers, Jaguars, Land-Rovers, MGs, Saabs Sunbeams, Sunbeam Talbots, Triumphs and Volvos. The Zenith Stromberg carburettors are of “constant depression” design, where the venturi size changes depending on engine load (SU carburettors work on the same principle). A typical Zenith Stromberg carburettor is shown in the image to the right. Zenith Strombergs were fitted to LC Holden 161S GTR-XU1 161S engines (triple 1.5” 150 CDS side draught), LJ Holden 202 XU1 engines (triple 175 CD2-S side draught) and HB Holden Brabham Toranas (single 150 CD side draught). Holden also used carburettors from this company (though not Stromberg models) on the HB Holden 1200cc, LC and LJ Torana 1200cc and 1600cc and LJ Torana 1300cc engines (Zenith) and the LH and LX Torana 1900cc engines (Solex). I will not focus on the Zenith Stromberg carburettors in this document – the Torana guys are a much better source of information for these carburettors.

The Bendix Corporation was an American manufacturing and engineering company which during various times in its sixty year existence (1924-1983) made brake systems, aeronautical hydraulics, avionics, radios, televisions and computers, and which licensed its name for use on home washing machines. Some history of the company is available at

http://en.wikipedia.org/wiki/Bendix_Corporation. The Bendix Stromberg carburettors are of fixed venturi design, and are more typical equipment for early Holdens. A typical Bendix Stromberg B-Model carburettor is shown in the image to the right. Note that whilst early Holden B-Model Strombergs are no longer manufactured, Stromberg Carburetor Ltd, an English company, owns the Stromberg trademarks and is now remaking Stromberg E-Model carburettors (the traditional hotrodder‟s Stromberg 97). Parts from Stromberg Carburetor Ltd will be discussed further in this document

I will refer to Bendix Strombergs carburettors as “Strombergs” for the remainder of this document. Single-barrel Stromberg carburettor were fitted to:

132.5ci FX, FJ, FE and FC Holden engines,

138ci, FB, EK, EJ Holden and LC and LJ Torana engines,

149ci EH and HD Holden engines,

161ci HR, HK, HT and HG Holden, LC, LJ, LH, LX and UC Torana and VB Commodore Holden engines (the LC 161S GTR engine used a two-barrel WW Stromberg),

173ci HQ and HJ Holden engines,

179ci EH and HD Holden engines (the HD X2 had twin single-barrel Strombergs),

186ci HR, HK, HT and HG Holden engines (the HR186S had twin single-barrel Strombergs, and the 186ci (186S) HK, HT and HG Holden engines had twin-barrel WW Strombergs),

202ci HQ and HJ (low compression) and HJ, HX, HZ Holden, LJ, LH, LX and UC Torana and VB Commodore engines (HQ 202ci normal compression engines used a two-barrel Stromberg).

The HG, HQ, HJ, HX HZ Holden, LH and LX Torana and VB Commodore 253ci engines used two-barrel WW Strombergs, completing the above list of Stromberg-equipped Holdens.

http://en.wikipedia.org/wiki/Bendix_Corporation

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3 Decoding

Stromberg carburettors have a Model number, a Code number and a Specification (for example for the

EK Holden manual engines, these are BXOV-1, 23-3000 and 2375000 respectively).

A given Model number (e.g. BXOV-1) may be used on many different types of vehicles (say Holdens

and Willys).

Bendix made several different Specifications for a given Model (for example the BXOV-1 had

Specifications 380228, 2375000 and 2375002 – whilst visually similar, some items such as the jets

change between different specifications).

The Code number tells you what Model and Specification went to which manufacturer and vehicle

(i.e. it‟s the link that tells you what car and engine combination a particular carburettor came from).

3.1 Stromberg Carburettor Model Numbers

The following information gives the basis of the factory Stromberg Model numbers, though is valid for

Stromberg carburettors produced after 1934. The Model number is sometimes, but not always cast into

the throttle body.

The first (and sometimes second) letter identifies the model. The Stromberg models are:

o A (an aero-type 2-barrel downdraught) ,

o B (a single barrel downdraught),

o E (a 2-barrel downdraught),

o OH (a single barrel horizontal),

o SF (a side-float heavy duty single barrel

updraught),

o UC (a single barrel updraught),

o W (a 2-barrel downdraught), and

o 4A (a 4-barrel downdraught).

A second letter identical to the first would

denote a 2-barrel carburettor (e.g. WW is a

2-barrel series W carburettor). Early Holden

Stromberg carburettors are normally B Models. Later model Holdens run WW Model Stromberg

carburettors. The legendary “Stromberg 97‟s” beloved of hotrodders world-wide were originally EE

Models, though there were 14 different 97‟s used in different vehicles.

The letter(s) following the model designation have the following meanings:

o B – a revision of AAV type (e.g. AAUVB),

o D – built-in dashpot (e.g. BXVD). The dashpot retards the closing of the throttle, allowing the fuel

charge to clear the manifold and prevent stalling when the accelerator is suddenly released,

o E – electrically controlled dashpot (e.g. BXVES),

o M – drain system incorporated (e.g. SFM),

o O – 1/8” oversize throttle barrel diameter (e.g. BXOV),

o P – vacuum actuated accelerator pump (e.g. AAVP),

o S – kickdown switch incorporated (e.g. AAVS). The kickdown switch allows the automatic

transmission to shift down from fourth to third gear at speeds of less than 35-40mph, giving

greater acceleration,

o U – 1/8” undersize throttle barrel diameter (e.g. BXUV),

o V – vacuum controlled power system (e.g. BXV), and

o X – cross flange (e.g. BXOV). A “cross flange” B model carburettor (BX…) has the flange bolts in

E 4A W SF

A B OH UC

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the same axis as the fuel inlet line, and at 90o to the throttle shaft. A “normal flange” B model

carburettor (B… - no X) has the flange bolts in the same axis as the throttle shaft, and at 90o

to the fuel inlet line.

The first number following the letters denotes the physical flange size of the carburettor and the

throttle barrel size:

o 1 – S.A.E. nominal size 1” flange with throttle barrel diameter of 13/16" and

23/8” bolt spacing (often referred to as a “Size 1” flange) ,

o 2 – S.A.E. nominal size 1¼” flange with throttle barrel diameter of 17/16" and

211

/16” bolt spacing (often referred to as a “Size 2” flange),

o 3 – S.A.E. nominal size 1½” flange with throttle barrel diameter of 111

/16" and 215

/16” bolt spacing

(often referred to as a “Size 3” flange),

o 4 – S.A.E. nominal size 1¾” flange with throttle barrel diameter of 115

/16” and 35/16” bolt spacing

(often referred to as a “Size 4” flange), and

o 5 – S.A.E. nominal size 2” flange with throttle barrel diameter of 2 2/16” and 3

9/16” bolt spacing

(often referred to as a “Size 5” flange).

Note that SF models carburettors do not follow the above convention. Note also that the “O” or “U”

letters will change the above throttle barrel diameters away from standard.

For some Strombergs there is a second number following the letters which denotes the automatic

choke style:

o 5 – electrically actuated automatic choke (e.g. BXOV-25)

o 6 – hot air actuated automatic choke (e.g. BXOV-26)

Finally, a third number following the letters (if present) denotes an integral Stromberg started switch:

o 7 – Stromberg starter switch (i.e.AAUVB-167)

So for 48, 53, FJ, FE, FC, FB, EK and EJ Holdens (BXOV-1) we have a single barrel downdraught

carburettor (B) with a cross flange (X), 1/8” oversize throttle (O) and vacuum controlled power system (V)

and an S.A.E. size 1 flange with barrel diameter of 13/16” (1). Note though that the “O” indicates an

1/8”

oversize throttle, so the real throttle barrel diameter is (13/16”+

1/8” =) 1

5/16”.

For Bendix Stromberg carburettors made prior to 1935 or made in the USA, and for Zenith Strombergs

carburettors, some further reference material is located here:

http://www.thecarburettorshop.com/Carburettor_ID.htm#IDStromberg.

Note that the above information gives a throttle barrel diameter, but does not give a venturi diameter (for

example, the BXUV-2 carburettor fitted to the Holden HD 149ci economy (taxi) engines (late 1965 – April

1966) and Holden HR, HK 161ci economy (taxi) engines (April 1966 – 1968) had a venturi diameter of

11/32”, whilst the BXUV-2 fitted to the Holden HD 179ci economy (taxi) engines (late 1965 – April 1966)

and Holden HR and HK 186ci economy (taxi) engines (April 1966 – 1968) had a different venturi of 13/32”

diameter (both had 15/16” diameter throttle barrels).

3.2 Australian Stromberg Carburettor Codes

The following are Stromberg carburettor codes for locally

produced carburettors. The code numbers are stamped

either on the air horn at the edge of the float chamber, on

a metal tag (air horn reinforcing bar) attached to the air

horn or stamped onto the main body casting below the

edge of the float chamber (late Australian BX castings) –

see diagram to the right.

http://www.thecarburetorshop.com/Carburetor_ID.htm#IDStromberg

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The codes are interpreted as follows:

The first section of numbers designates the make of vehicle. Letter(s) following the model

designation have the following meanings:

o 1 – Universal carburettor.

o 2- Ford

o 3 – Dodge

o 4 – Chrysler

o 6 – Studebaker

o 7 – Buick

o 15 - Plymouth

o 16 – De Soto

o 23 – General Motors Holden

o 32 – International Harvester Company

Note that US-made Strombergs use a different vehicle designation (see 3.3 below). US-made

Stromberg carburettors used the number 23 for General Motors Truck and Coach Division (GMTC)

rather than General Motors Holden. GMTC was originally the Yellow Coach bus manufacturer based

in Chicago. GM purchased a controlling interest in Yellow Coach in 1925, and the remaining shares

in 1943, renaming the company GMTC Division. GMTC Division manufactured interurban coaches

until 1980 and transit buses until 1987. GM withdrew from the bus and coach market because of

increased competition in the late 1980s.

The second section of numbers refers to a particular carburettor specification.

The letter suffix indicates an engineering change made to the specification (e.g. no letter is the first

produced specification, an “A” indicates a major change to that specification, a “B” indicates a

second major change etc).

So for 48, 50, FJ, FE, FE and early FC Holdens (23-105D), we have a carburettor manufactured for

General Motors Holden (23), with a specification of 380228 (105) which is at its fourth major engineering

change (D).

The table below lists the Stromberg carburettors made by Stromberg Australia for local vehicles. I have

also included carburettors supplied by Stromberg USA to the local market, which are noted as such in the

table. I have drawn the table above from a listing circulating on the Early Holdens forum together with

listings from the Bendix Corporation (Australia) Carburettor and Fuel Pump Service Parts Catalogue

(March 1968), from which I captured only Australian- or USA-built Stromberg carburettors. Some

Australian delivered cars are likely to have UK-sourced Stromberg carburettors (variable venturi), which I

have omitted.

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Code Model Specification Vehicle

1-92CA BXOV-2 A19102 Universal carburettor, 211

/16” flange bolt centres.

1-98C BXUV-3 A19103 Universal carburettor, 215


1-3400 BXUV-3 2375006 Universal carburettor, 215


1-3401 BXUV-3 2375011 Universal carburettor, 215


2-3101 BV-2 2375022 Ford Falcon XR 170ci engines (1966 – 1967).



2-3104 BV-2 2375023 Ford Falcon XR and 1967 Fairlane 200ci engines (1966 – 1967).


2-3106 BV-2 2375023 Ford Falcon XR and 1967 Fairlane 200ci engines (1966 – 1967).

2-3108 BV-2 2375033 Ford Falcon XT 188ci automatic transmissions (1968).

2-3109 BV-2 2375034 Ford Falcon XT 221ci automatic transmissions (1968).

2-3111 BV-2 2375037 Ford Falcon XT 188ci manual transmissions (1968).

2-3112 BV-2 2375038 Ford Falcon XT 221ci manual transmissions (1968).

2-3116 BOV-2 2375046 Ford Falcon XW 221ci engines with manual and automatic transmissions (1969-1970).

2-3117 BV-2 2375047 Ford Falcon XW 188ci engines with manual and automatic transmissions (1970).

2-3118 BOV-2 2375048 Ford Falcon XY 250ci engines with manual transmissions (1970).

2-3119 BV-2 2375049 Ford Falcon XY 200ci engines with manual transmissions (1970).

2-3120 WW 2375053 Ford 1970 XW Falcon and ZC Fairlane 302ci V8 engines with automatic transmissions; 1970-1971 Ford

XY Falcon and ZD Fairlane 302ci V8 engines with manual and automatic transmissions.

2-3123 WW 2375054 Ford 1970 XW 302ci engines with manual transmissions.

2-3126 BOV-2 2375075 Ford Falcon XY 250ci engines with automatic transmissions (1970) and ZD 250ci engine.

2-3127 BV-2 2375076 Ford Falcon XY 200ci engines with automatic transmissions (1970).

2-3139 unknown unknown Ford XA 250ci engines with manual transmissions.

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2-3147 unknown unknown Ford 1973-1974 XB;TC-D 250ci engines with automatic transmissions.

2-3148 unknown unknown Ford TC-TD;XB 250ci engines with manual transmissions.

2-3154 unknown unknown Ford TC;XA;ZF 250ci engines with automatic transmissions.

2-3156 unknown unknown Ford XA; ZF 302ci V8 engines with manual and automatic transmissions.

2-3163 unknown unknown Ford 1975-1976 XB,TC-D 250ci engines with automatic transmissions.

2-3170 unknown unknown Ford XC 3.3L engines with manual transmissions.

2-3171 unknown unknown Ford XC 4.1L engines with automatic transmissions.

2-3185 unknown unknown Ford 1977 XC 4.1L engines with automatic transmissions.

2-3190 unknown unknown Ford XC 4.1L engines with automatic transmissions.

2-3199 unknown unknown Ford 1979 XD;TF 250ci engines with automatic transmissions.

3-152 WW 380441 Dodge 960AV, 965AV, 990AV trucks with V8 engines (1958-1960). Note that this a Stromberg USA

carburettor.

3-204A WW 381019 Dodge AT4, AT5 and AT6 trucks with V8 engines (July – September 1962). Note that this a Stromberg

USA carburettor.

3-211 WW 381026 Dodge Phoenix SD2-M 1962. Note that this a Stromberg USA carburettor.

3-215 WW 381051 Dodge AT4, AT5 and AT6 trucks with V8 engines (September 1962-1967). Note that this a Stromberg

USA carburettor.

3-224 WW 381060 Dodge Phoenix TD2-M 1963. Note that this a Stromberg USA carburettor.

3-226 WW 381062 Dodge T series trucks with 313ci Canadian engines (late 1962-1967). Note that this a Stromberg USA

carburettor.

3-241 WW 381092 Dodge Phoenix VD-2 1964. Note that this a Stromberg USA carburettor.

3-259 WW 381157 Dodge Phoenix DB6 1966. Note that this a Stromberg USA carburettor.

3-273 WW 381193 Dodge Phoenix DC6 1967. Note that this a Stromberg USA carburettor.

4-3502 BXUV-3 2375012 Valiant VC (6 cylinder) and 145hp VE engines (1967 - 1968).

4-3503 BXUV-3 2375012 Valiant VC (6 cylinder) and 145hp VE engines (1967 - 1968).

6-123A WW 380954 Studebaker Lark without positive crankcase ventilation (1959-1961). Note that this a Stromberg USA

carburettor.

10

6-125 WW 381002 Studebaker Lark without positive crankcase ventilation (1961). Note that this a Stromberg USA

carburettor.

6-127 or

6-127A WW 381028

Studebaker Lark without positive crankcase ventilation (1962). Note that this a Stromberg USA

carburettor.

6-128 or

6-128A WW 381029 Studebaker Lark with positive crankcase ventilation (1962). Note that this a Stromberg USA carburettor.

6-130 WW 381067 Studebaker Lark with positive crankcase ventilation (1963-early 1964). Note that this a Stromberg USA

carburettor.

6-132 WW 381099 Studebaker Lark and Cruiser with positive crankcase ventilation (late 1964-1966). Note that this a

Stromberg USA carburettor.

15-42A WW 380971 Dodge PD44 V8 engines (1960). Note that this a Stromberg USA carburettor.

23-105D BXOV-1 380228 Holden 48, 50, FJ, FE, FE and early FC (1948-1959).

23-201A WW 381205 Holden HR, HK, HT and HG 186S engines with manual transmissions. Note that this a Stromberg USA

carburettor.

23-201B WW 381205 Holden HR, HK, HT and HG 186S engines with manual transmissions. Note that this a Stromberg USA

carburettor.

23-202 WW 381206 Holden HR, HK, HT and HG 186S engines with automatic transmissions. Note that this a Stromberg

USA carburettor.

23-202A WW 381206 Holden HR, HK, HT and HG 186S engines with automatic transmissions. Note that this a Stromberg

USA carburettor.

23-202B WW 381206 Holden HR, HK, HT and HG 186S engines with automatic transmissions. Note that this a Stromberg

USA carburettor.

23-3000 BXOV-1 2375000 Holden FC (late), FB, EK and EJ manual transmissions (1959 - 1963).

23-3001 BXOV-1 2375002 Holden EK and EJ automatic transmissions (1961 - 1963).

23-3002 BXUV-2 2375003 Holden EH 149ci engines (August 1963 - early 1964).

23-3003 BXV-2 2375005 Holden EH 179ci engines with manual and automatic transmissions (August 1963 – early 1964).

23-3005 BXUV-2 2375007 Holden EH 149ci engines with manual and automatic transmissions (early 1964 - February 1965).

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23-3006 BXV-2 2375008 Holden EH 179ci engines with manual and automatic transmissions (early 1964 – February 1965).

23-3007 BXUV-2 2375009 Holden HD 149ci engines (February 1965 – April 1966).

23-3008 BXV-2 2375010 Holden HD 179ci engines (February 1965 – April 1966).

23-3009 BXUV-2 2375013 Holden HD 179ci X2 engines front carburettor (February 1965 – April 1966).

23-3010 BXUV-2 2375014 Holden HD 179ci X2 engines rear carburettor (February 1965 – April 1966).

23-3011 BXUV-2 2375017 Holden HD 149ci economy (taxi) engines (late 1965 – April 1966).

23-3012 BXUV-2 2375018 Holden HD 179ci economy (taxi) engines (late 1965 – April 1966).

23-3013 BXUV-2 2375009 Holden HD (February 1965 - April 1966), HR and HK (April 1966 – 1968) automatic transmissions, HT,

HG and LC 149ci and 161ci engines.

23-3014 BXV-2 2375010 Holden HD (February 1965 – April 1966), HR and HK (April 1966 – 1968), HT and HG 186ci engines

with automatic transmissions.

23-3015 BXUV-2 2375013 Holden HD (February 1965 – April 1966).179ci and HR (April 1966 – 1967) X2 engines with automatic

transmissions front carburettor.

23-3016 BXUV-2 2375014 Holden HD (February 1965 – April 1966).179ci and HR (April 1966 – 1967) X2 engines with automatic

transmissions rear carburettor.

23-3019 BXUV-2 2375024 Holden HR and HK (April 1966-1968), HT, HG and LC 161ci engines with manual transmissions.

23-3020 BXUV-2 2375025 Holden HR and HK (April 1966 – 1968), HT and HG 186ci engines with manual transmissions.

23-3021 BXUV-2 2375018 Holden HR and HK 186ci economy (taxi) engines (April 1966 – 1968).

23-3022 BXUV-2 2375017 Holden HR, HK 161ci economy (taxi) engines (April 1966 – 1968).

23-3023 BXUV-2 2375027 HR 186ci X2 engines with manual transmission rear carburettor (April 1966 – 1967).

23-3024 BXUV-2 2375027 HR 186ci X2 engines with manual transmission front carburettor (April 1966 – 1967).

23-3032 WW 2375039 Holden HT and HG 253ci V8 engines with automatic transmissions (1969/70).

23-3033 WW 2375040 Holden HT and HG 253ci V8 engines with manual transmissions (1969-1970).

23-3034 WW 2375043 Holden HT 186S engines with automatic transmissions (1969-1970).

23-3035 WW 2375044 Holden HT and HG 186S engines with manual transmissions (1969-1970).

23-3036 WW 2375050 Holden HG 186S engines with automatic transmissions (1970).

23-3039 BXUV-3 2375057 Bedford 300ci 6 cylinder engines from 1970 and 1971 (single barrel).

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23-3040 WW Holden late HT and all HG 253ci V8 engines with manual transmission.

23-3041 WW 2375058 Holden LC GTR 161S (2600S) engines, from October 1969 to July 1971.

23-3043 BXUV-2 2375060 Holden HT low compression 161ci engines with automatic transmissions, 1970

23-3044 BXUV-2 2375061 Holden HT low compression 161ci engines with manual transmissions, 1970

23-3045 WW unknown Holden HQ 253ci V8 engines from July 1971 to October 1972.

23-3046 WW unknown Holden HQ 253ci V8 engines with manual transmissions (earlier carburettor).

23-3048 unknown unknown Holden LC 186S engines.

23-3050 unknown unknown Holden HQ, LC and LJ 173ci engines with manual transmissions.

23-3053 unknown unknown Holden HQ and LJ 202ci engines with automatic transmissions.

23-3054 unknown unknown Holden LC and LJ 138ci engines with manual transmissions.

23-3063 WW unknown Holden HQ 253ci V8 engines with automatic transmissions from November 1972 to July 1973.

23-3064 WW unknown Holden HQ 253ci V8 engines with manual transmissions (later carburettor, November 1972 onwards).

23-3073 unknown unknown Holden HQ 173ci engines with automatic transmissions.

23-3074 unknown unknown Holden HQ 173ci engines with manual transmissions.

23-3075 unknown unknown Holden HQ 202ci engines with automatic transmissions.

23-3076 unknown unknown Holden HQ 202ci engines with manual transmissions.

23-3077 WW unknown Holden HQ 253ci V8 engines with automatic transmissions from August 1973 to September 1974.

23-3078 WW unknown Holden HQ 253ci V8 engines with manual transmissions from August 1973 to September 1974.

23-3081 unknown unknown Holden LJ and LH Toranas, 173ci engines with automatic transmissions.

23-3082 unknown unknown Holden LJ and LH Toranas, 173ci engines with manual transmissions.

23-3083 unknown unknown Holden HJ and LJ and LH Toranas, 202ci engines with automatic transmissions.

23-3084 unknown unknown Holden HJ and LJ and LH Toranas, 202ci engines.

23-3085 unknown unknown Holden HJ and LH Torana, 253ci V8 engines with automatic transmissions.

23-3086 WW unknown Holden HJ 253ci V8 engines with manual transmissions.

23-3089 unknown unknown Holden 1975 LH and LX Toranas, 173ci engines with manual transmissions.

23-3090 unknown unknown Holden 1975 LH and LX Toranas, 173ci engines with automatic transmissions.

23-3091 unknown unknown Holden 1975 LH and LX Toranas and HJ 202ci engines with manual transmissions.

13

23-3093 WW unknown Holden HJ and LH and LX Toranas, 4.2L V8 engines with manual transmissions from January 1975 to

June 1977.

23-3094 WW unknown Holden HJ and LH and LX Toranas 4.2L V8 engines with automatic transmissions from January 1975 to

June 1977.

23-3098 WW unknown Holden HX and LX Torana 4.2L V8 engines with automatic transmissions from July 1976 to April 1977.

23-3099 WW unknown Holden HX and LX Torana 253ci V8 engines with manual transmissions.

23-3100 unknown unknown Holden LX and UC Toranas, 173ci engines with automatic transmissions.

23-3101 unknown unknown Holden LX and UC Toranas, 173ci engines with manual transmissions.

23-3102 unknown unknown Holden HX and LX Torana, 202ci engine with automatic transmissions.

23-3103 unknown unknown Holden HX and LX Torana 202ci engine with manual transmissions.

23-3105 unknown unknown Holden HX and HZ 202ci engine with automatic transmissions (utility and panelvan).

23-3106 unknown unknown Holden HX and HZ 202ci engine with manual transmissions (exchange utility).

23-3107 unknown unknown Holden HX and HZ and LX Toranas, 202ci engine with manual transmissions.

23-3109 unknown unknown Holden HX and HZ 202ci engine with manual transmissions.

23-3111 WW unknown Holden HX and HZ, LX Torana and VB Commodore 4.2L V8 engines with automatic transmissions from

May 1977 to March 1980.

23-3112 WW unknown Holden HX and HZ, LX Torana and VB Commodore 4.2 V8 engines with manual transmissions from May

1977 to March 1980.

23-3114 unknown unknown Holden HZ and LX and UC Toranas, 202ci engines with automatic transmissions.

23-3115 unknown unknown Holden HX and LX and UC Toranas, 202ci engines with manual transmissions.

23-3118 unknown unknown Holden VB Commodore 173ci engine with manual transmissions.

23-3120 unknown unknown Holden VB Commodore 202ci engine manual transmissions.

32-3300 BXUV-3 2375001 International Harvester AB160, AB162, AB182, ABT182, AACO172, AACO182, AACO183 and

AACOT182 (1962 – mid 1965), ABM160, ABM162 and ABM164 engines (late 1963 – mid 1965)

32-3301 BXUV-3 2375015 International Harvester AB160, AB162, AB164, AB182, ABT182, AACO172, AACO182, AACO183,

AACOT182, ABM160, ABM162 and ABM164 (mid-1965 – 1968).

32-3302 BXUV-3 2375019 International Harvester AC1100, AC1200, AC1300, AC1500, AC1510, AC1600 and AC4X4 (late 1966 –

14

1968).

3.3 US Stromberg Carburettor Codes

As noted above, US-made Stromberg carburettors do not use the same number designation for vehicle manufacturers as the Australian-made

Strombergs (for the code numbers stamped either on the air horn at the edge of the float chamber, on a metal tag (air horn reinforcing bar)

attached to the air horn). This make identification difficult if a carburettor has been sourced from the US. The following table indicates the US-

made codes:

No. Manufacturer No. Manufacturer No. Manufacturer

1 Standard carburettor 31 Autocar Motor Truck Company 106 Kenworth Truck Company

2 Ford 32 International Harvester Company 108 Minneapolis-Moline Power Implement

Company

3 Dodge 34 Continental Motor Corporation 109 Twin Coach Company

4 Chrysler 35 Buda Motor Company 121 Clark Tractor

5 Oldsmobile 39 Universal Motor Company 124 Vulcan Iron Works

6 Studebaker 40 Lincoln Motor Car Company 128 Allis Chalmers

7 Buick 41 Lycoming Motor Manufacturing

Company 130 LeRoi Motor Company

8 Nash 49 Brockway Motor Truck Company 133 Vaughan Motor Company

10 Packard 51 Climax Engineering Company 135 Ward LaFrance Truck

11 Lasalle 60 Koehring 147 Whitcomb Locomotive Company

12 Reo 64 The Corbitt Company 149 Bucyrus-Erie Company

13 Pontiac 66 Diamond T Company 153 Lima Locomotive Works

14 Chevrolet 70 Available Truck Company 165 Universal Crane Company

15 Plymouth 71 Ahrens-Fox 185 Fairmont Railway Motor Company

16 Desoto 82 Federal Truck 205 Cadillac

22 Hudson 83 Harnischfeger 213 Caterpillar Tractor

23 General Motors Truck and Coach

Division 88 Thew Shovel Company 219 Austin Manufacturing Company

24 Mack (International Motor

Company) 89 Byers Machine Company 256 Flexible Company

25 Wisconsin Motor Company 92 Fate-Root-Heath Company 265 Checker Cab

26 Waukesha Motor Company 96 Willys-Overland 266 Kaiser-Frazer

27 Hercules Motor Company 97 Seagrave Company

29 White Motor Company 99 American LaFrance

15

4 Operation

The Stromberg BXOV-1 carburettor has five basic systems that work together to provide the correct

fuel/air mixture over different engine loads:

The float system, which keeps a consistent level of liquid fuel “ready to go” in the carburettor,

The idle system, which controls the fuel/air mixture at no-throttle and slight-throttle operation.

The main metering system, which controls the fuel/air mixture at mid-throttle (or “cruise”) operation,

The accelerating system, which adds a small “shot” of fuel when you initially put your foot down,

The power system, which controls the fuel/air mixture at heavy throttle (hills, towing or race)

operation.

The choke system, which controls the air/fuel mixture for cold starting and warm-up.

Each of these systems will be described below. Note that the BXV-2 and BXUV-2 carburettors fitted to

EH, HD and HR Holdens operate identically.

4.1 BXOV-1 Main Components

The following diagram shows the main components of the Stromberg BXOV-1 carburettor:

16

1. Venturi – increases the air velocity in the carburettor.

1A. Booster venturi – amplifies the vacuum applied to the main metering and power systems.

2. Accelerator pump discharge nozzle – sprays (atomises) fuel from accelerator pump shot.

3. Main discharge jet – mixes air and fuel and controls the combined quantity that is discharged

from either the main metering system or the power system.

4. Float chamber vent – vents float chamber to atmosphere to keep mixtures set even if air cleaner

fouls.

5. Choke valve – restricts air supply to provide a rich mixture for starting and warm-up.

6. High speed air bleeder – meters the air that is fed to the main metering system and the power

system.

7. Idle air bleed – meters the air that is fed into the idle system (both 1st and 2

nd stages).

7A. Idle tube – meters the fuel for the idle system (both 1st and 2

nd stages).

8. Vacuum power piston – opens up under heavy load (low manifold vacuum) to allow fuel to flow to

the power system.

9. Accelerator pump – provides a “shot” of fuel when the accelerator is pressed down to enable

smooth and rapid acceleration.

10. Float – maintains the fuel in the float chamber at a set level.

11. Float needle and seat – opened and closed by the float to allow fuel into the float chamber.

12. Throttle valve – controls the amount of fuel and air that is admitted into the intake manifold and

hence sets the speed of the engine.

13. Idle discharge holes – discharges the fuel/air mixture from the idle system.

14. Idle needle valve – controls the quantity of fuel/air mixture that is discharged from the 1st stage

idle system.

15. Main metering jet – meters the fuel that is delivered by the main metering system during “cruise”

operation.

16. Power bypass jet – meters the fuel that is delivered by the power system during high speed or

heavy load operation.

17. Accelerator pump bypass jet – acts as a non-return valve to prevent the accelerator pump

drawing in air as it recharges, and determines the rate that the fuel “shot” is delivered to the

carburettor.

18. Accelerator pump check valve – admits fuel from the float bowl into the accelerator pump when it

is recharging, and prevents fuel flowing back again when the accelerator pump is discharging.

17

4.2 BXUV-2 and BXV-2 Main Components

The following diagram shows the main components of the Stromberg BXOV-1 carburettor:

Note that this is identical to the diagram in Section 4.1 above, with the following additions:

14A. Restrictor Wire – reduces the cross-sectional area of the idle passage to assist hot starting.

19. Vent valve – vents the float bowl to atmosphere under idle conditions to assist hot starting.

18

4.3 Float System

Fuel from the fuel tank is fed via the fuel pump to the carburettor. If the fuel level is too low, the float

(basically a hollow brass ball that floats on the

fuel in the float chamber) drops down and

opens the float needle valve. This allows the

pressurised fuel to enter the carburettor and

begin filling the float chamber. Once the fuel

level is high enough, the float rises, and

closes off the float needle valve. The float

chamber is vented by an internal passage to

the air horn. This balanced pressure ensures

that fuel/air mixtures stay constant even if the

air filter is blocked by dirt.

4.4 Idle System

Under very low engine speeds (idling), the engine does not produce enough vacuum to suck sufficient

fuel from the main metering system (due to the near-closed throttle plate). However, under the throttle

plate a high vacuum exists. This vacuum is used to pull fuel from the idle system. The idle system has a

first and second stage. The diagram below to the left shows the first stage operating, whilst the diagram

to the right shows the second stage operating.

When the engine is idling (first stage or foot fully off the accelerator), the throttle valve is held open very

slightly by the slow idle adjusting screw. By turning the screw, the throttle plate can be opened, letting

more fuel and air into the engine and increasing the idle speed. With the throttle plate pretty much closed,

almost all the vacuum created by the pistons moving downward (“manifold vacuum”) is concentrated on

the lower idle discharge hole under the throttle valve. This “sucks” the fuel from the float bowl, past the

main metering jet and through the idle tube. The idle tube has a very small “metering orifice” or hole in the

end which meters the amount of fuel. Even though the fuel is flowing through both the idle tube and the

main metering jet, the idle tube does most of the metering (or controlling) of the fuel flow. This is because

the idle tube metering orifice is about half the diameter of the main metering jet (much more restrictive).

From the idle tube the fuel is sucked through a connecting passage and past the idle air bleed. The idle

air bleed mixes in air to form an emulsion, which then keeps passing through the passage and then flows

out of the lower idle discharge hole. The amount of fuel/air mixture which passes is regulated by the idle

needle valve – screwing it in lets less fuel/air emulsion flow (leaner), screwing it out lets more fuel/air

emulsion flow (richer). The idle air bleed also acts as a vent to prevent siphoning of fuel from the idle

system at high speeds or when the engine is shut off.

19

The second idle stage comes into play as the throttle starts to open (initial take off from start). As the

throttle valve opens, the upper two idle discharge holes are uncovered, and the manifold vacuum can

then begin to draw (or “suck”) fuel from them. Note that although the upper two and lower idle discharge

holes take fuel/air emulsion from the same place, the idle needle valve only change the operation of the

lower idle discharge hole (1st stage).

4.5 Main Metering System

As the throttle is opened more, the manifold

vacuum is able to act on the main metering

system. Fuel is sucked from the float chamber

through the main metering jet. The size of the

hole in the main metering jet determines how

much fuel can flow. The fuel then flows to the

base of the main discharge jet. The fuel flows

through two drillings in the lower squared section

of the jet, then up the jet annular. As it flows it

passes the high speed air bleed, which mixes in

air to form an emulsion. The emulsion then

passes out the main discharge jet. The main

discharge jet also plays a critical role in setting

the mixture. Normally, as the air flows through

the carburettor, the proportion of fuel drawn from

the main metering system would increase due to

the petrol becoming more volatile under reduced

pressure. This would mean that as engine speed

increased, the mixture would get overly rich at cruise conditions. To prevent this, the main discharge jet

has a series of internal air holes. The holes allow the air from the high speed bleeder to mix in. At low

engine speeds, the low venturi suction allows the liquid level inside the main jet (coloured red in the

diagrams below) to sit high in the jet (the diagram to the left). This blocks off a lot of the air holes,

reducing the amount of air getting into the fuel mixture. As engine speed increases, the increased venturi

20

suction makes the fuel level drop down in the jet (the diagram to the right). This uncovers more of the air

holes, letting more air get into the fuel mixture so that the mixture remains constant. The dome shaped

high-speed air bleed also condenses any fuel vapour that forms in a hot carburettor after engine

shutdown, helping to prevent fuel percolation (boiling). The main discharge jet is located inside a booster

venturi. This is a small venturi inside the main venturi, which helps to increase the vacuum signal (or

“suck”) seen by the main metering system. Using a booster venturi means that the carburettor delivers

good low-speed throttle response without having to use a smaller (restrictive) main venturi. Whilst the idle

system is still in operation when the main metering system is running, the amount of fuel it delivers is far

less than the main metering system at “cruise” conditions.

4.6 Accelerating System

To allow smooth acceleration when the

accelerator pedal is first pushed down, an

extra “shot” of fuel is needed. The accelerator

pump is a piston pump which is mechanically

connected to the throttle. When the throttle is

pushed down, the connections drive the

accelerator pump piston down, forcing fuel

past the pump bypass jet. The pump check

valve assembly closes to stop fuel flowing

backwards into the float bowl. The restriction

of the accelerator pump bypass jet causes

the accelerator pump spring to compress as

the piston is slowed down. The pump is a

positive displacement unit and pumps the

same volume regardless of the jet size – the

jet just determines how fast the “shot” is

released. Fuel flows through a passage to the

accelerator pump discharge nozzle. The

nozzle atomises the fuel before it is sprayed into the carburettor (as the accelerator system has no air

bleed to make an emulsion). As the throttle is released, the accelerator pump piston is drawn back

21

upwards. The accelerator pump bypass jet closes to stop air being sucked in from the carburettor, and

the pump check valve opens to allow fuel to refill the pump from the float chamber, ready for the next

“shot”. Note that the chamber immediately surrounding the pump discharge nozzle is vented through the

float chamber vent tube to prevent fuel being drawn from the pump circuit at high engine speeds by the

high venturi vacuum.

4.7 Power System

When running under heavy load (high speed,

towing, travelling up hills or racing), a richer

mixture is required. The power system utilizes

a small piston which is normally help “up” by

manifold vacuum. The piston is balanced (one

side sees manifold pressure and the other

sees air horn pressure – see red vacuum

channels in the diagram to the right), with a

spring trying to push the piston down. Under

heavy load conditions the manifold pressure

drops to 4-6” Hg (2-3psi), and the vacuum

power piston is released downwards to push

on the power bypass jet stem. This allows fuel

to flow from the float chamber through the

power bypass jet, up the main discharge jet

(mixing with air from the high speed bleed)

and out the main discharge jet. This process

“bypasses”, or adds fuel in addition to, the

main metering jet (i.e. under heavy load both the main metering system and the power system are

operational).

4.8 Choke System

Whilst BX-Model carburettors were fitted with either

manual, electric or hot-air chokes, early Holden single-

barrel Strombergs are all fitted with manual chokes.

When starting a cold engine, a richer than normal

mixture is required (because the slowly-spinning engine

produces little vacuum to draw out fuel, and much of the

fuel condenses on the cold inlet manifold walls). To do

this, the choke valve is shut, restricting air into the

carburettor. The choke valve is connected by a

mechanical linkage (the fast idle cam) to the throttle

valve . When the choke valve is shut, the throttle valve

is cracked open. When the choke is opened, the throttle

returns to its normal position. The choke valve has a

light spring, which provides some “slop” in the choke

plate. The “slop” allows the choke valve to open slightly

once the engine fires. The choke valve is also fitted with

a spring-loaded poppet valve. When the engine starts, if

the choke plate is jammed shut (choke lever pulled all

22

the way out), the increased vacuum opens the poppet valve, relieving some of the suction on the idle

system and preventing flooding. A light buzzing noise from the poppet valve washer can be heard if the

engine is being overchoked in this fashion.

4.9 Spacer

Early Holdens used a spacer (often referred to as a phenolic or Bakelite spacer, or heat insulator)

between the carburettor and inlet manifold. The purpose of this spacer was to prevent heat soaking from

the inlet manifold into the carburettor, causing percolation (fuel boiling) and poor fuel flow. When vehicles

are fitted with extractors, the spacer may be able to be removed, as the heat-sink into the inlet manifold is

considerably less.

23

5 Early Holden Stromberg Factory Specifications

I have drawn the table below by cross-referencing the following sources:

The Bendix Corporation Australia (Automotive) Pty Ltd Stromberg Carburettor Service Manual No.

BM1 issued August 1968, together with the Stromberg Service Manual Supplement issued

November 1970 (Part No. SM1).

The Bendix Corporation Australia (Automotive) Pty Ltd Carburettor & Fuel Pump Service Parts

Catalogue No. PC2 Issued March 1968.

The Holden Workshop Manual (48/215 Manual)

The Holden FJ Workshop Manual

The Holden FE and FC Workshop Manual.

The Holden EK Workshop Manual.

The Holden „FB‟ Workshop Manual.

The Holden „EJ‟ „EH‟ Workshop Manual.

The Holden HD Workshop Manual.

The Holden HR Workshop Manual.

The Master Parts Catalogue (20 Years of Holden Production).

The Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE,

FC, FB, EK, EJ, EH, HD, HR.

The Scientific Publications Workshop Manual Series No. 86 Holden covering series HK, HT, HG

(whilst this document does not aim to examine HK/HT/HG Holdens, the HR, HK, HT and HG Holden

186S engines have identical WW Stromberg carburettors).

I have used the Bendix Corporation Australia (Automotive) Pty Ltd Stromberg Carburettor Service Manual

No. BM1 issued August 1968 as the starting point of the table, as it appears to be the most

comprehensive and complete table available. I have added additional information from the above

references, and have added notes throughout the table where that information is contradictory to the

Bendix Corporation Australia (Automotive) Pty Ltd Stromberg Carburettor Service Manual No. BM1

issued August 1968.

24

Vehicle (NOTE 1)

Holden 48, 50, FJ, FE, FE and early FC (1948-1959).

Holden FC (late), FB, EK and EJ

manual transmissions (1959 - 1963).

Holden EK and EJ automatic transmissions (1961 - 1963).

Holden EH 149ci engines (August

1963 - early 1964).

Holden EH 149ci engines with manual and automatic

transmissions (early 1964 -

February 1965).


transmissions (August 1963 –

early 1964).


transmissions (early 1964 –

February 1965).

Holden HD 149ci economy (taxi) engines (late 1965 – April 1966) and

Holden HR, HK 161ci economy (taxi) engines (April 1966 –

1968).

Holden HD 179ci

economy (taxi) engines (late 1965 – April 1966) and Holden HR

and HK 186ci economy (taxi) engines (April 1966 – 1968).

Stamping 23-105D 23-3000 23-3001 23-3002 23-3005 23-3003 23-3006 23-3011 and 23-

3022

23-3012 and 23-

3021

Model BXOV-1 BXUV-2 BXV-2 BXUV-2 BXUV-2 (NOTE

44)

Specification 380228 2375000 2375002 2375003 2375007 2375005 2375008 2375017 2375018

Flange size SAE 1” size cross flange with 2

3/8” bolt

spacing SAE 1¼” size cross flange with 2

11/16” bolt spacing

Main venturi diameter 1

1/32” 1

3/32” 1

5/32”

11/32”

(NOTE 45) 1

3/32”

Throttle bore 15/16” 1

7/16” 1

5/16”

Main metering jet 0.051”

(NOTE 2)

0.055” (NOTE 3)

0.059” (NOTE 4) (NOTE 5)

0.059” (0.058”

fitted from August 1964)

(NOTE 5)

0.051” (NOTE 6)

0.055” (NOTE 7)

Main discharge jet (NOTE 8)

28-34 (NOTE 57)

28-30 28-30 28-36

(NOTE 9) 28-30

High speed bleeder #70 drill (0.0280”) (NOTE 10)

Idle tube #70 drill (0.0280”). #70 drill (0.0280”)

(NOTE 11)

#68 drill (0.0310”)

(NOTE 12)

#70 drill (0.0280”)

#68 drill (0.0310”)

(NOTE 13)

#70 drill (0.0280”)

(NOTE 14)

#68 drill (0.0310”) (NOTE

15)

Idle air bleed #52 drill (0.0635”) #52 drill

(0.0635”) (NOTE 16)

#53 drill (0.0595”)

(NOTE 17)

0.054” (NOTE 18)

#52 drill (0.0635”)

(NOTE 19)

#53 drill (0.0595”) (NOTE

20) Idle discharge

holes #56-64-70 drill (0.0465-0.0360-0.0280”) #56-58 drill (0.0465- #56-64-70 drill (0.0465-

25

0.0420”) 0.0360-0.0280”) Idle screw setting

7/8 turn out 1 turn out

Power bypass jet #67 drill (0.0320”)

(NOTE 21) #65 drill (0.0350”)

(NOTE 21) #56 drill (0.0465”)

(NOTE 22) #55 drill (0.0520”)

(NOTE 23)

#65 drill (0.0350”)

(NOTE 24)

#56 drill (0.0465”) (NOTE

25) Pump bypass jet #56 drill (0.0465”) Pump discharge

jet #70 drill (0.0280”) #72 drill (0.0250”) Pump capacity

per stroke 0.83cc 0.5-0.8cc

Float needle seat orifice diameter

(NOTE 26) 0.070”

0.073” (NOTE 27)

0.073”

0.092”

0.073” 0.092”

Float bench setting

1/8”

Fuel level at 3psi (NOTE 28)

5/8-

11/16”

Pump link setting Middle Pump stroke – bench setting

17/64-

19/64”

7/32-

19/64”

Pump stroke – vehicle setting

(NOTE 29)

13/64-

15/64” (NOTE 58)

5/32-

15/64” (NOTE 30)

5/16-

17/64” (NOTE 31)

5/32-

15/64” (NOTE 46)

Vent valve lift (NOTE 32) - 0.040-0.060” 0.040-0.060” (NOTE 47)

Vehicle (NOTE 1)

Holden HD (February 1965 - April 1966), HR and HK (April

1966 – 1968) automatic

transmissions, HT, HG and LC 149ci and

161ci engines.

Holden HD 179ci engines (February 1965 – April 1966). Holden HD

(February 1965 – April 1966), HR and HK

(April 1966 – 1968), HT and

HG 186ci engines with

automatic transmissions.

Holden HD (February

1965 – April 1966) 179ci

engines, Holden HD 179ci X2

engines front carburettor (February

1965 – April 1966) and HR (April 1966 –

1967) X2 engines with

automatic transmissions

front carburettor

Holden HD (February

1965 – April 1966) 179ci, Holden HD 179ci X2

engines rear carburettor (February

1965 – April 1966) and HR (April

1966 – 1967) X2 engines

with automatic

transmissions rear

carburettor.

Holden HR and HK (April 1966-1968), HT, HG and LC 161ci engines with

manual transmissions.

Holden HR and HK (April 1966

– 1968), HT and HG 186ci engines with

manual transmissions.

HR 186ci X2 engines with

manual transmission

front carburettor

(April 1966 – 1967).


manual transmission

rear carburettor

(April 1966 – 1967)

Holden HR, HK, HT and HG 186S

engines with manual

transmissions.

Holden HR, HK, HT and

HG 186S engines with


Stamping 23-3013 and

23-3007

23-3008 and 23-

3014

23-3009 and 23-

3015

23-3010 and 23-

3016 23-3019 23-3020 23-3024

23-3023 23-201A and 23-201B

23-202, 23-202A and 23-202B

Model BXUV-2 BXV-2 BXUV-2 (NOTE 48) BXUV-2 BXV2 BXUV-2 (NOTE 52) WW (NOTE 52)

26

Specification 2375009 2375010 2375013 2375014 2375024 2375025 2375027 2375028 381205 381206 Flange size SAE 1¼ size cross flange with 2

11/16” bolt spacing Four-bolt

Main venturi diameter 1

3/32” 1

5/32” 1

3/32” 1

5/32” 1

3/32” 1

28/32”

Throttle bore diameter 1

5/16” 1

7/16” 1

5/16” 1

7/16” 1

5/16” 1

7/16”

Main metering jet

(NOTE 51)

0.055” (NOTE 6)

0.058” (NOTE

50) 0.055”

0.055” (NOTE

33)

0.058” (NOTE

34) 0.055” 0.055”

0.053” (NOTE 35)

Main discharge jet

(NOTE 8) (NOTE 51)

28-30 #36 drill

High speed bleeder #70 drill (0.0280”)

Idle tube #68 drill (0.0310”) #70 drill (0.0280”) #68 drill (0.0310”) #70 drill (0.0280”)

(NOTE 56) #70 drill (0.0280”)

(NOTE 36)

Idle air bleed #53 drill (0.0595”)

0.054” #53 drill (0.0595”)

(NOTE 37) #53 drill

(0.0595”) 0.054”

#53 drill (0.0595”) (NOTE 38)

#40 drill (main body – 0.0980”)

#50 drill (air horn – 0.0700”)

(NOTE 39)

Idle discharge holes

#56-64-70 drill (0.0465-0.0360-0.0280”)

#56-58 drill

(0.0465-0.0420”)

#56-64-70 drill (0.0465-0.0360-0.0280”)

#56-58 drill

(0.0465-0.0420”)

#56-64-70 drill (0.0465-0.0360-0.0280”)

#50-54 drill (0.0700-0.0550”)

(NOTE 40)

Idle screw setting 1 turn out 1.5 turns out

Power bypass jet

(NOTE 51)

#56 drill (0.0465”) (Note 59)

#55 drill (0.0520”)

#56 drill (0.0465”)

#56 drill (0.0465”) (NOTE

41)

#55 drill (0.0520”)

#56 drill (0.0465”) #56 drill (0.0465”)

(NOTE 42)

Pump bypass jet #56 drill (0.0465”) -

Pump discharge jet

(NOTE 51) #72 drill (0.0250”)

#68 drill nozzle (0.0310”) (NOTE 43)

Pump capacity per

stroke 0.5-0.8cc -

Float needle seat orifice diameter

(NOTE 26)

0.073” 0.092”

(NOTE 49) 0.092” 0.073” 0.092” (NOTE 53) 0.101”

Float bench setting

1/8”

3/16”

Fuel level at 3psi

(NOTE 28)

5/8-

11/16”

5/8”@3¼ psi

27

Pump link setting Middle

Pump stroke – bench setting

7/32-

19/64”

7/32-

19/64”

7/32-

19/64”

- Pump stroke – vehicle setting

(NOTE 29)

5/32-

15/64”

(NOTE 46)

3/16-

17/64”

(NOTE 46)

5/32-

15/64”

(NOTE 46)

5/32-

15/64”

(NOTE 54)

3/16-

17/64”

(NOTE 54)

5/32-

15/64”

(NOTE 54)

Vent valve lift (NOTE 32) 0.040-0.060” (NOTE 47) 0.040-0.060” (NOTE 55) Wide open kick setting

-

9/32”

Vacuum kick setting

7/32”

Thermostat adjustment #69 Dead Centre

Dashpot setting

1/16-

3/32”

Fast idle speed and

cam position setting

#15 drill (0.1800”), 37/8

turn

Accelerator pump stroke and external vent setting

+/-0.015”

Choke modulation

spring setting +/-0.010”

Thermostat lever position

setting 1

3/32”

NOTE 1: The Master Parts Catalogue (20 Years of Holden Production) lists the different Specifications as Carburettor Assemblies. The split of

which Specification (Assembly) goes to which vehicle is slightly different to the Stromberg Carburettor Service Manual No. BM1

issued August 1968 and the Bendix Corporation Australia (Automotive) Pty Ltd Carburettor & Fuel Pump Service Parts Catalogue No.

PC2 Issued March 1968 values used in the first row of the table above. The Specifications (Assemblies) listed in the Master Parts

Catalogue (20 Years of Holden Production) which conflict with the above are as follows:

Carburettor assembly 48, 50, FJ 7402765

Carburettor assembly FE, FC, FB, EK (manual), EJ (manual) 7412264

Carburettor assembly EK (automatic), EJ (automatic) 7418661

Carburettor assembly EH 149 engine, HD 149 engine, HR (automatic) 161 engine 7426784

Carburettor assembly EH 179 engine, HD 179 (excluding X2) engine, HR (automatic) 186

(excluding X2 and S) engine 7426904

Carburettor assembly HD 149 engine, HR 161 engine economy carburettors 7430100

Carburettor assembly HD 179 (excluding X2), HR 186 (excluding X2 and S) engine economy carburettors 7430107

Carburettor assembly - front HD X2 engine, HR (automatic) X2 engine 7428498

Carburettor assembly – rear HD X2 engine, HR (automatic) X2 engine 7428502

28

NOTE 2: The Master Parts Catalogue (20 Years of Holden Production) lists both 0.050” and 0.051” main metering jets for 48, 50 and FJ

Holdens. The Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH,

HD, HR lists a 0.050” main metering jet for 1948/53 Holdens. The Holden FJ Workshop Manual lists a 0.051” main metering jet for all

FJ Holdens.

NOTE 3: The Holden „EJ‟ „EH‟ Workshop Manual lists 0.057” main metering jets for EH Holden 149ci engines. The Master Parts Catalogue (20

Years of Holden Production) lists 0.051”, 0.053” and 0.055” main metering jets for EH Holden 149ci engines.

NOTE 4: The Holden „EJ‟ „EH‟ Workshop Manual lists 0.058” main metering jets for EH Holden 179ci engines, as does the Scientific

Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR.

NOTE 5: The Master Parts Catalogue (20 Years of Holden Production) lists 0.055”, 0.057”, 0.058” and 0.059” main metering jets for EH Holden

179ci engines.

NOTE 6: The Holden Workshop Manual (48/215 Manual) indicates that three combinations of main metering jets were used in production:-

“A” – early production, distinguished by one red paint dot on the float chamber cover (0.050”),

“B” – intermediate production, distinguished by two green paint dots on the float chamber cover (0.050”), and

“C” – late production, no distinguishing marks (No. 0.051”).

Individual parts of early, intermediate or late production jet combinations must not be mixed. The carburettor repair kit serviced by

“NASCO” contains a complete jet combination and this kit must be used to service all carburettors. When carburettors are services

and the setting is changed, the distinguishing marks on the top of the float chamber cover must be altered to agree with the

specifications above.

The Master Parts Catalogue (20 Years of Holden Production) lists 0.055” main metering jets for HD Holden 149ci (non-economy)

engines, as does the Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK,

EJ, EH, HD, HR. The Holden HD Workshop Manual lists a 0.055” main metering jets for all HD Holden 149ci engines, with a 0.053”

main metering jet for 4,000-8,000ft and a 0.051” main metering jet for 8,000-12,000ft high altitude operation.

NOTE 7: The Master Parts Catalogue (20 Years of Holden Production) lists 0.058” and 0.059” main metering jets for HD Holden 179ci

(excluding X2) non-economy engines. The Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53

FJ, FE, FC, FB, EK, EJ, EH, HD, HR lists a 0.058” main metering jet for all HD Holden 179ci and HR Holden 186ci engines.

NOTE 8: I have listed in the table the values for main discharge jet numbers given in the Holden EK Workshop Manual, the Holden „FB‟

Workshop Manual, The Holden „EJ‟ „EH‟ Workshop Manual, the Scientific Publications Workshop Manual Series No. 67 Holden

covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR and the Scientific Publications Workshop Manual Series No. 86 Holden

covering series HK, HT, HG. The Bendix Corporation Australia (Automotive) Pty Ltd Carburettor & Fuel Pump Service Parts

Catalogue No. PC2 Issued March 1968) indicates a single main discharge jet for all these carburettors (not the multiple values given

above), but does not indicate its size. The Holden Workshop Manual (48/215 Manual) indicates that three combinations of main

discharge jets were used in production:-

“A” – early production, distinguished by one red paint dot on the float chamber cover (No. 28-34),

“B” – intermediate production, distinguished by two green paint dots on the float chamber cover (No. 28-30), and

“C” – late production, no distinguishing marks (No. 28-30).

29





NOTE 9: The Master Parts Catalogue (20 Years of Holden Production) lists all EH Holdens as having a 28-30 main discharge jet, as does the

Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR.

NOTE 10: The Holden „EJ‟ „EH‟ Workshop Manual lists a Nº.68 drill (0.0310”) high speed bleeder for EH Holden 179ci engines.

NOTE 11: The Holden „EJ‟ „EH‟ Workshop Manual lists a Nº.70 drill (0.0280”) idle tube for EH Holden 149ci engines. The Scientific Publications

Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR lists a Nº.68 drill (0.0310”) for

all EH Holden engines.

NOTE 12: The Bendix Corporation Australia (Automotive) Pty Ltd Carburettor & Fuel Pump Service Parts Catalogue No. PC2 Issued March

1968 indicates a Nº.70 drill (0.0280”) idle tube for Holden EH 149ci engines with manual and automatic transmissions (early 1964 -

February 1965), with a Nº.68 drill (0.0310) used from August 1964. The Holden „EJ‟ „EH‟ Workshop Manual lists a Nº.70 drill

(0.0280”) idle tube for EH Holden 149ci engines.


1968 indicates a Nº.70 drill (0.0280”) idle tube for Holden EH 179ci engines with manual and automatic transmissions (early 1964 –

February 1965). The Holden „EJ‟ „EH‟ Workshop Manual lists a Nº.70 drill (0.0280”) idle tube for EH Holden 179ci engines.

NOTE 14: The Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR

lists a Nº.68 drill (0.0310”) for all HD and HR Holden engines. The Holden HD Workshop Manual lists a Nº.68 drill (0.0310”) for all HD

Holden engines.


1968 indicates a Nº.70 drill (0.0280”) idle tube for Holden HD 179ci economy (taxi) engines (late 1965 – April 1966) and Holden HR

and HK 186ci economy (taxi) engines (April 1966 – 1968).


lists a Nº.53 drill (0.0310”) idle air bleed for all EH Holden 149ci engines.

NOTE 17: The Holden „EJ‟ „EH‟ Workshop Manual lists a Nº.52 drill (0.0635”) idle air bleed for EH Holden 149ci engines.

NOTE 18: The Holden „EJ‟ „EH‟ Workshop Manual lists a Nº.50 drill (0.070”) idle air bleed for EH Holden 179ci engines.


lists a Nº.53 drill (0.0595”) for all HD Holden 149ci and HR Holden 161ci engines.


lists a 0.054” idle air bleed for all HD Holden 179ci and HR Holden 186ci engines (excluding X2 engines).

NOTE 21: The Master Parts Catalogue (20 Years of Holden Production) indicates that 48/50/FJ/FE/FC/FB/EK/EJ all share same power bypass

jet assembly but does not list the size. The Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53

FJ, FE, FC, FB, EK, EJ, EH, HD, HR lists a Nº.63 drill power bypass jet (0.0370”) for 1948/53 Holdens, Nº.67 drill (0.0320”) for FJ,

FE and FC Holdens and a Nº.65 drill (0.0350”) for FB, EK and EJ Holdens. The Holden FE and FC Workshop Manual lists a Nº.67

30

drill (0.0320”) power bypass jet for all FE and FC Holdens. The Holden FJ Workshop Manual lists a No. 67 drill (0.0320”) power

bypass jet for all FJ Holdens.

NOTE 22: The Holden „EJ‟ „EH‟ Workshop Manual lists a Nº.57 drill (0.0430”) power bypass jet for EH Holden 149ci engines. The Master Parts

Catalogue (20 Years of Holden Production) lists both a Nº.57 drill (0.0430”) and Nº.56 drill (0.0465”) power bypass jets for EH Holden

149ci engines.

NOTE 23: The Holden „EJ‟ „EH‟ Workshop Manual lists a Nº.54 drill (0.0550”) power bypass jet for EH Holden 179ci engines. The Master Parts

Catalogue (20 Years of Holden Production) lists both Nº.55 drill (0.0520”) and Nº.54 drill (0.0550”) power bypass jets for EH Holden

179ci engines.

NOTE 24: The Master Parts Catalogue (20 Years of Holden Production) lists a Nº.56 drill (0.0465”) power bypass jet for HD Holden 149ci non-

economy engines and a Nº.65 drill (0.0350”) for economy engines. The Scientific Publications Workshop Manual Series No. 67

Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR lists a Nº.56 drill (0.0465”) power bypass jet for all HD Holden

149ci and HR Holden 161ci engines. The Holden HD Workshop Manual lists a Nº.56 drill (0.0465”) power bypass jet for all HD

Holden 149ci engines

NOTE 25: The Master Parts Catalogue (20 Years of Holden Production) lists a Nº.65 drill (0.0350”) power bypass jet for non-economy HD

Holden 179ci and non-economy HR Holden 186ci engines and a Nº.56 drill (0.0465”) for the economy versions of both engines. The

Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR lists a

Nº.55 drill (0.0520”) power bypass jet for all HD Holden 179ci and HR Holden 186ci engines.

NOTE 26: The Master Parts Catalogue (20 Years of Holden Production) lists float needle valve and seat assemblies which imply different sizes

for some vehicle to those specified in the Holden EK Workshop Manual, Holden „FB‟ Workshop Manual and Holden „EJ‟ „EH‟

Workshop Manual values used in the table above. The float needle valve and seat assemblies specified in the Master Parts

Catalogue (20 Years of Holden Production) are as follows:

Float needle valve and seat assembly 48, 50, FJ 7405155

Float needle valve and seat assembly FE, FC, FB, EK, EJ, EH, HD, HR (excluding S engine) 7406701

Float needle valve and seat assembly – heavy duty FE, FC, FB, EK, EJ, EH, HD, HR (excluding S engine) 7420335

Float needle valve and seat assembly HR S engine VS10443

The Bendix Corporation Australia (Automotive) Pty Ltd Carburettor & Fuel Pump Service Parts Catalogue No. PC2 Issued March

1968 indicates a 0.073” float needle and seat diameter (with an optional 0.079” heavy duty unit) for all the above vehicles with the

exception of Holden 48, 50, FJ, FE, FE and early FC (1948-1959), which it lists as 0.070”.

NOTE 27: The Holden FB, Holden EK and Holden „EJ‟ „EH‟ Workshop Manuals list 0.073” for these cars, as does the Scientific Publications

Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR (it also lists 0.070” for late FC

Holden).The Holden FE and FC Workshop Manual lists a 0.070” orifice.

NOTE 28: The Stromberg Carburettor Service Manual No. BM1 issued August 1968 indicates fuel level at 3psi for B-series and 3¼ psi for WW

models, and are the values tabulated above. The Holden Workshop Manual (48/215 Manual), Holden FJ Workshop Manual, Holden

FE and FC Workshop Manual, Holden EK Workshop Manual, Holden FB Workshop Manual and „EJ‟ „EH‟ Workshop Manual (EJ

motor section) both lists the same values at 4psi. The „EJ‟ „EH‟ Workshop Manual (EH motor section) lists the fuel level for 179ci

31

engines as 43

/64-11

/16” at 3psi. The Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE,

FC, FB, EK, EJ, EH, HD, HR gives the single value of 5/8” at idling.

NOTE 29: I have given the values for accelerator pump stroke from the Stromberg Carburettor Service Manual No. BM1 issued August 1968.

The Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR

gives the following values:

1948/53 Holden 0.297” maximum

FJ/FE/FC Holden 0.281” +0.015” -0.024”

FB/EK/EJ Holden 0.281” +0.015” – 0.024”

EH/HD/HR Holdens 0.250” +/-0.030”

NOTE 30: The Holden „EJ‟ „EH‟ Workshop Manual indicates a pump stroke setting of 3/16-

7/32” for EH Holden 149ci engines.

NOTE 31: The Holden „EJ‟ „EH‟ Workshop Manual indicates a pump stroke setting of 3/16-

7/32” for EH Holden 179ci engines.

NOTE 32: I have given the values for the vent valve settings from the Stromberg Carburettor Service Manual No. BM1 issued August 1968. The

Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR lists

EH/HD/HR Holdens as 0.55” +/-0.005”.

NOTE 33: The Master Parts Catalogue (20 Years of Holden Production) lists 0.053” main metering jets for 4,000-8,000ft and 0.051” for 8,000-

12,000ft high altitude operation of HR Holden 161ci engines, and 0.051” main metering jets for HR Holden 161ci economy engines.

The Bendix Corporation Australia (Automotive) Pty Ltd Carburettor & Fuel Pump Service Parts Catalogue No. PC2 Issued March

1968 indicates a 0.055” main metering jet for Holden HR and HK (April 1966-1968), HT, HG and LC 161ci engines with manual

transmissions, with a 0.053” main metering jet for 4,000-8,000ft and 0.051” main metering jet for 8,000-12,000ft high altitude

operation, as does the Holden HR Workshop Manual for all HR Holden 161ci engines.


1968 indicates a 0.058” main metering jet for Holden HR and HK (April 1966 – 1968), HT and HG 186ci engines with manual

transmissions, with a 0.057” main metering jet for 4,000-8,000ft and 0.055” main metering jet for 8,000-12,000ft high altitude

operation, as does the Holden HR Workshop Manual for all HR Holden 186ci engines.

NOTE 35: The Master Parts Catalogue (20 Years of Holden Production) lists 0.051” main metering jets for 4,000-8,000ft and 0.049” for 8,000-

12,000ft high altitude operation of HR Holden 186ci (186S) engines. The Scientific Publications Workshop Manual Series No. 67

Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR lists a 0.058” main metering jet for all HR 186ci engines. The

Bendix Corporation Australia (Automotive) Pty Ltd Carburettor & Fuel Pump Service Parts Catalogue No. PC2 Issued March 1968

indicates a 0.056” jet for Holden HR, HK, HT and HG 186S engines.


lists a Nº.68 drill (0.0310”) for all HR Holden engines.

NOTE 37: The Master Parts Catalogue (20 Years of Holden Production) lists a Nº.52 drill (0.0635”) idle air bleed for HD and HR Holden X2

engines, as does the Scientific Publications Workshop Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK,

EJ, EH, HD, HR.

32


lists a Nº.52 drill idle air bleed for all HR X2 engines.


lists a single 0.054” idle air bleed for all HR Holden 186ci engines.

NOTE 40: The Scientific Publications Workshop Manual Series No. 86 Holden covering series HK, HT, HG indicates Nº.46-57-63 drill (0.0810-

0.0430-0.0370”) idle discharge holes for 186S engines (the HR, HK, HT and HG Holden 186S engines have identical WW Stromberg

carburettors).

NOTE 41: The Master Parts Catalogue (20 Years of Holden Production) lists a Nº.65 drill (0.0350”) power bypass jet for HR Holden 161ci

economy engines.


lists a Nº.55 drill (0.0520”) power bypass jet for all HR Holden 186ci engines.


lists a Nº.72 drill (0.0250”) pump discharge jet for all HR Holden 186ci engines.

NOTE 44: The Holden HD Workshop Manual lists all Holden 179ci engines as having been fitted with the BXV-2 carburettor.

NOTE 45: The Holden HD Workshop Manual lists all HD Holden BXUV-2 carburettors as having a 13/32” main venturi diameter.

NOTE 46: The Holden HD Workshop Manual indicates a pump stroke setting of 7/32-

9/32” for all HD Holden engines.

NOTE 47: The Holden HD Workshop Manual indicates an idle vent valve lift setting of 0.050-0.060” for all HD Holden engines.

NOTE 48: The Holden HD Workshop Manual indicates a BXV-2 carburettor for all HD Holden 179ci engines.

NOTE 49: The Holden HD Workshop Manual indicates a 0.073” float needle seat orifice for all HD Holden 179ci engines.

NOTE 50: The Holden HD Workshop Manual lists a 0.058” main metering jets for all HD Holden 179ci engines, with a 0.057” main metering jet

for 4,000-8,000ft and a 0.055” main metering jet for 8,000-12,000ft high altitude operation.

NOTE 51: The Holden HD Workshop Manual indicates that these jets are subject to variation by the carburettor manufacturer to meet Holden

Flow Curve requirements, as does the Holden HR Workshop Manual.

NOTE 52: The Holden HR Workshop Manual lists all Holden 186ci engines as having been fitted with the BXV-2 carburettor.

NOTE 53: The Holden HR Workshop Manual lists all HR Holdens as having a 0.073” diameter float needle seat orifice.

NOTE 54: The Holden HR Workshop Manual lists all HR Holdens as having a pump stroke vehicle setting on 7/32”-

9/32”.

NOTE 55: The Holden HR Workshop Manual lists all HR Holdens as having a vent valve setting of 0.050-0.060”.

NOTE 56: The Holden HR Workshop Manual lists all HR Holdens as having a No. 68 drill (0.0310”) idle tube.

NOTE 57: The Holden FE and FC Workshop Manual lists a No. 28-30 main discharge jet for all FE and FC Holdens. The Holden FJ Workshop

Manual lists a No. 28-30 main discharge jet for all FJ Holdens.

NOTE 58: The Holden FJ Workshop Manual indicates a pump stroke vehicle setting of 17

/64-19

/64” for all FJ Holdens, as does the Holden FE and

FC Workshop Manual, Holden FB Workshop Manual and Holden EK Workshop Manual for all FJ, FE and FC, FB and EK Holdens.

NOTE 59: The Holden Workshop Manual (48/215 Manual) indicates that three combinations of power bypass jets were used in production:-

“A” – early production, distinguished by one red paint dot on the float chamber cover (No. 63 drill, 0.037”),

“B” – intermediate production, distinguished by two green paint dots on the float chamber cover (No. 66 drill, 0.033”), and

33

“C” – late production, no distinguishing marks (No. 67 drill, 0.032”).





5.1 EH Holden S4 Carburettor

The EH Holden S4 was Holden‟s first approach to a purpose-built race vehicle, and preceeded the twin-carburettored HD and HR Holdens. The

EH Holden S4 BXV-2 carburettor had a number of changes compared to the standard 179ci EH Holden motor:

the vacuum power piston was changed as described in Section 6.2 below.

the main metering jet was changed from 0.059" to 0.058".

the idle tube was changed from #70 drill (0.0280") to #68 drill (0.0310").

The vacuum power piston change is described as the only S4-specific carburettor change in the S4 supplement to the EH Holden Workshop

Manual. The main metering jet and idle tube changes are noted in the Bendix Corporation Australia (Automotive) Pty Ltd Carburettor & Fuel Pump

Service Parts Catalogue No. PC2 Issued March 1968. These changes were first introduced for the S4, but later carried through for all subsequent

EH Holden 179ci engines.

Page 34 of 148

6 Assembly Diagrams

The following assembly diagrams relate to early Holden Stromberg carburettors.

6.1 BXOV-1 Assembly Diagram

The following diagram shows the assembly of the Stromberg BXOV-1 carburettor. I have drawn this from

the Holden Workshop manuals – note that the numbering is different from that in The Bendix Corporation

Australia (Automotive) Pty Ltd Carburettor and Fuel Pump Service Parts Catalogue No. PC2 issued

March 1968, though the diagram is identical. Nº. DESCRIPTION

1 Choke shaft and control lever assembly

2 Choke valve attaching screw

3 Choke wire clamp screw

4 Manual choke lever spring

5 Choke tube clamp screw

6 Manual choke lever assembly (includes 3)

7 Choke tube holder assembly (includes 5, 8 and 9)

8 Choke tube clamp screw lockwasher

9 Choke screw clamp screw nut

10 Choke tube holder attaching screw and lockwasher

10a Air horn attaching screw and lockwasher

11 Choke valve assembly

12 Fast idle lever

13 Fast idle lever attaching nut

14 Fast idle lever attaching nut lockwasher

15 Lead ball plug

16 Air horn assembly

17 Air horn gasket

18 Fast idle rod

19 Vacuum power piston assembly

20 Idle tube assembly

21 Power bypass jet assembly

22 Pump and power bypass jet gasket

23 Pump stem cotter pin

24 Pump rod

25 Pump stem spring

26 Pump piston and stem assembly

27 Pump bypass jet assembly

28 Pump strainer screen clip

29 Pump strainer screen

30 Float fulcrum pin spring

31 Float and lever assembly

32 Float fulcrum pin

33 Main body and throttle body drive plug

34 Main body attaching screw and lockwasher

35 Float needle and seat assembly (includes 36)

36 Float needle and seat gasket

37 Main body assembly

38 Pump check valve assembly

39 Check valve plug gasket

40 Pump check valve plug

41 Main discharge jet

42 Main metering jet

43 Metering jet plug gasket

44 Main metering jet plug

45 Main body gasket

46 Main body insulating spacer

47 Throttle lever and shaft assembly

48 Throttle valve attaching screw

49 Pump link spring clip

50 Pump link

51 Pump lever

52 Pump lever attaching nut lockwasher

53 Pump lever attaching nut

54 Slow idle adjusting screw

55 Slow idle adjusting screw spring

56 Fast idle cam

57 Fast idle cam lever

58 Fast idle cam lever cotter pin

59 Idle needle valve

60 Idle needle valve spring

61 Throttle valve

62 Throttle body assembly

Page 35 of 148

6.2 BXUV-2/BXV-2 Assembly Diagram

The following diagram shows the assembly of the Stromberg BXUV-2 and BXV-2 carburettors. I have

drawn this from the Holden Workshop manuals – note that the numbering is different from that in The

Bendix Corporation Australia (Automotive) Pty Ltd Carburettor and Fuel Pump Service Parts Catalogue

No. PC2 issued March 1968 (and the BXOV-1 diagram above). Nº. DESCRIPTION

1 Choke shaft and control lever assembly

2 Choke valve attaching screw

3 Choke wire clamp screw


5 Choke tube clamp screw

6 Manual choke lever assembly (includes 3)

7 Choke tube holder assembly (includes 5, 8 and 9)


9 Choke screw clamp screw nut

10 Choke tube holder attaching screw and lockwasher

11 Choke valve assembly

12 Fast idle lever

13 Fast idle lever attaching nut

14 Fast idle lever attaching nut lockwasher

15 Vent valve locknut

16 Vent valve

17 Lead ball plug

18 Air horn attaching screw and lockwasher

19 Air horn assembly

20 Air horn gasket

21 Reinforcing bar

22 Vent valve spring

23 Vent valve stem

24 Pump stem cotter pin

25 Pump rod

26 Pump stem spring

27 Pump piston and stem assembly

28 Fast idle rod

29 Vacuum power piston assembly

30 Idle tube assembly

31 Power bypass jet assembly

32 Pump and power bypass jet gasket

33 Pump bypass jet assembly

34 Pump strainer screen clip

35 Pump strainer screen

36 Float fulcrum pin spring

37 Float and lever assembly


39 Main body assembly

40 Pump check valve assembly

41 Check valve plug gasket

42 Pump check valve plug



45 Metering jet plug gasket

46 Main metering jet plug

47 Pump lever attaching nut lockwasher

48 Pump lever attaching nut

49 Pump lever

50 Pump link

51 Pump link spring clip

52 Main body and throttle body drive plug

53 Main body attaching screw and lockwasher

54 Restrictor wire

55 Float needle and seat assembly (includes 56)

56 Float needle and seat gasket

57 Main body gasket

58 Main body insulating spacer

59 Throttle valve attaching screw

60 Throttle shaft

61 Throttle lever

62 Throttle actuating lever

63 Throttle actuating lever lockwasher 64 Throttle lever attaching nut

65 Slow idle adjusting screw 66 Slow idle adjusting screw spring

67 Fast idle cam 68 Fast idle cam lever

69 Fast idle cam lever cotter pin 70 Idle needle valve

71 Idle needle valve spring 72 Throttle valve

73 Throttle body assembly

Page 36 of 148

The BXUV-2 and BXV-2 carburettor assemblies are very similar to the BXOV-1 diagram given above, with

the following changes:

Volume Restrictor Rod (Restrictor Wire)

From EH through HR Holdens, the Stromberg BXUV-2 and

BXV-2 carburettors were fitted with volume restrictor rods

(sometimes referred to as restrictor wires). The WW

carburettor used on HR 186S engines also had a similar rod.

The rods are inserted into the vertical idling passage in the

lower face of the main body assembly (after separating the

main and throttle bodies). The purpose of the rod is to reduce

the cross-sectional area of the idle channel to provide a good

idle under extremely hot operating conditions.

Idle vent valve (Anti-percolator Valve)

From EH through HR Holdens, the Stromberg BXUV-2 and

BXV-2 carburettors were fitted with idle vent valves (sometimes

referred to as anti-percolator valves). The WW carburettor used

on HR 186S engines also had a similar valve, though of

different operation. The

BXUV-2 and BXV-2

valves consist of a seat

fitted into the top of the

air horn directly above

the accelerator pump

stem. The valve seat is fitted with a valve stem and spring from

underneath, then a valve “washer” is screwed on from above. The

gap between the “washer” face and seat is adjusted at idle to the

settings tabulated below, taking care that the choke is off. The

“washer” is then locked into position with a locknut. The aim of the

idle vent valve is to vent buildup of vapours that form in the float

chamber during idle under hot conditions, as this type of

percolation (fuel boiling) in the fuel discharge system can cause

poor idle and hard hot-starting. At idle, the accelerator pump stem

rises upwards, and opens the valve. When moving away from idle,

the accelerator pump stem drops downwards, allowing the idle vent

valve to close. Note that whilst early Holdens vent the fuel bowl to

atmosphere, later model cars tend to vent the fuel bowl through a

carbon canister to minimize emissions.

Reinforcement bar

From EH through HR Holdens, the Stromberg BXUV-2 and BXV-2 carburettors

were fitted with air horn reinforcement bars. The bars are a simple piece of bent

steel, fitted to the top front edge of the air horn by the

two outer attaching screws. The reinforcing bar

provides a more positive seating of the air horn to the

main body. Australian Stromberg Code numbers were

often stamped on the reinforcing bars.

Page 37 of 148

Vacuum Power Piston Assembly

From mid-1964 onwards (during production of EH Holdens), the BX-Model main body was modified to

allow the vacuum power piston assembly to be placed in a lower position. This lead to the use of different

(longer) vacuum power pistons – 48-mid EH Holdens use a 25/32” overall length piston, whilst mid-EH

Holden onwards use a 29/16” piston. The pistons are not interchangeable. The diagram below indicates

the changes to the main bodies and piston assemblies.

Flange Bolt Spacing

The bolt spacing for the BXOV-1 carburettor (23/8”) is different from that of the BXUV-2

and BXV-2 carburettors (211

/16”).

Pump Lever

The pump lever for the BXOV-1 carburettor is different from that of the BXUV-1 and BXV-2

carburettors. The slot through which the throttle shaft mounts is the same width, though the

length (the dimension highlighted in the diagram to the right) is 7/32” for the BXOV-1 and

~17

/64” for the BXUV-2 and BXV-2 carburettors (this is because the BXOV-1 throttle shaft thread diameter

is 0.215” and 0.150” across the flat for a 3/8”AF nut, whilst the larger BXUV-2 and BXV-2 is 0.258” across

the threads and 0.170” across the flats for a 7/16” AF nut). Whilst the BXUV-2 and BXV-2 pump lever will

fit on the BXOV-1 carburettor throttle shaft, the increased clearance leads to a sloppy accelerator pump

response.

Throttle Shaft

The throttle shafts for BXOV-1 carburettors have the throttle lever fitted and the end

of the throttle shaft peined over. The BXUV-2 and BXV-2 carburettors do not have

the throttle shaft peined – rather a separate nut and lockwasher is fitted. Whilst

minor, this has an impact when using BXOV-1 carburettors in twin carburettor format with W-clip linkages

– see Section 10.4 below.

Note that there are other significant differences between the BXOV-1, BXUV-2 and BXV-2 carburettors

(venturi size, throttle bore diameter, jetting etc) which are not as readily apparent in the carburettor

assembly, and which will be further explored below.

Page 38 of 148

7 Disassembly and Overhaul Process

The following process describes the process of removal, disassembly and overhaul (often referred to as

“putting a kit through”) for a Stromberg BXOV-1 carburettor. I have used the numbering from the Holden

Workshop manual diagrams given above.

7.1 Kit Contents and Pre-disassembly

The following numbers indicate the Fuelmiser carburettor overhaul kits available for Holden Stromberg

carburettors:

Vehicle Carburettor Model Fuelmiser Kit Nº.

Holden FX-HJ, LC-LH Torana BXOV-1, BXUV-2, BXV-2, BXUV-3

SSB-652

Holden HX-HZ, LX-UC Torana, BX SSB-655

Holden HR-HZ, LC, LH and LX Toranas, VB Commodore WW SSB-651

The BXOV-1 carburettor overhaul is primarily completed with a Fuelmiser kit, part number SSB-652. The

kit contains the following parts:

a) and b) two main body gaskets

(45),

c) and d) two main body gaskets

not used in the overhaul of

BXOV-1 carburettors (I suspect

these are for BXV carburettors),

e) and f) two flange gaskets (not

numbered above – see Note 1

below),

g) an air horn gasket (17),

h) a pump lever (51 – see Note 2

below),

i) a pump link (50),

j) a fast idle cam cotter pin (58),

and a fast idle rod cotterpin (not

numbered in the drawing above),

k) a pump stem cotter pin (23),

l) a pump piston and stem

assembly (26),

m) a pump link spring clip (49),

n) a float fulcrum pin spring (30),

o) a 0.076” diameter float needle valve seat assembly (35),

p) a float needle valve (35),

q) two plastic caps for blocking off vacuum lines (not used in the overhaul of BXOV-1 carburettors),

r) a metering jet plug gasket (43),

s) a check valve plug gasket (39),

t) a float needle valve and seat gasket (36),

u) a power bypass jet gasket (22) and a pump bypass jet gasket (22).

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The kit also contains a very basic assembly drawing and a leaflet describing how to condition the

accelerator pump plunger.

Note 1: The two gaskets supplied in the Fuelmiser SSB-652 kit (a) and b) in the photograph below are not

suitable for the overhaul of a BXOV-1 carburettor:

Gasket a) suits a No. 3 (S.A.E. size 1½”) flange with throttle barrel diameter of 1

11/16" and 2

15/16” bolt

spacing such as on the BXUV-3 carburettor fitted to VC Valiants, whilst

Gasket b) suits a No. 2 (S.A.E. size 1¼”) flange with throttle barrel diameter of 1

7/16” and 2

11/16” bolt

spacing such as on the BXUV-2 and BXV-2 carburettors.

The correct gasket to suit the BXOV-1 carburettor (c) in the photograph) is available from the

Carburettor Service Company.

The image in the middle below shows the correct gaskets sitting on the bottom of a BXOV-1 throttle body.

The image to the right shows gasket b) (the smaller of the two supplied in the kit). Note the large gap

between the gasket bore and the throttle body bore, and the misalignment of the flange bolt holes,

highlighting the need to buy the additional (correct) gasket.

.

Note 2: The Fuelmiser SSB-652 kit does not supply the correct pump lever

(51) for BXOV-1 carburettors. The pump lever for the BXOV-1 carburettor is

different from that of the BXUV-1 and BXV-2 carburettors. The slot through

which the throttle shaft mounts is the same width, though the length (the

dimension highlighted in the diagram to the right) is 7/32” for the BXOV-1 and

~17

/64” for the BXUV-2 and BXV-2 carburettors. Whilst the BXUV-1 and BXV-2 pump lever will fit on the

BXOV-1 carburettor throttle shaft, the increased clearance leads to a sloppy accelerator pump response.

The picture above shows the pump lever supplied in the Fuelmiser SSB-652 kit (upper image, suitable for

BXUV-2 and BXV-2 carburettors), together with the correct one (lower image) for BXOV-1 carburettors.

The correct BXOV-1 pump lever is again available from the Carburettor Service Company.

Note 3: Fuelmiser supply a separate accelerator pump system lost motion

prevention spring (part No. SBP-043 – see image to the right) which is not part of

the SSB-652 overhaul kit. The SBP-043 spring is an additional spring not originally

installed on factory Stromberg carburettors. Over time (the last half century…), the

throttle shaft bearing areas, the linkage to the pump rod and the pump rod guide

(part of main body) can wear. This can result in a delayed accelerator pump plunger

movement when you accelerate, giving some lag (or sluggish feeling). The

Fuelmiser accelerator pump system lost motion prevention spring adds some

tension to the accelerator pump system, taking out some of the slack from the worn parts. This can give

crisper acceleration. It is recommended that the Fuelmiser accelerator pump system lost motion

prevention spring be fitted during overhaul.

Page 40 of 148

Note 4: The Fuelmiser kit does not contain a new split pin for the throttle control upper rod.

Prior to disassembling the carburettor, it is worthwhile checking for worn throttle shaft bearing areas. To

do so, start the engine and leave it idling with the air cleaner in place. Spray some WD40 around the main

body where the throttle lever and shaft assembly (47) passes through either side of the throttle body

assembly (62), using the red squirty straw on the can of WD40 to get at the right area. Make sure there is

no grease or dirt around the area that could block the WD40 from getting to the throttle body. If the engine

revs pick up, then the throttle shaft bearing areas are worn (letting in WD40 under vacuum to fuel the

motor) and should be professionally rebushed during the rebuild.

7.2 Special Tools

The following tools can make the overhaul process significantly easier:

GMH tool 6A10 (Stromberg part No. 73605) is used for two purposes. One end of

the tool is used to remove and replace the vacuum power piston assembly. The

other end of the tool is used to bend the float arm to adjust the fuel level in the

carburettor. The tool may be replaced by a pair of circlip pliers (to remove the

vacuum power piston assembly) and a screwdriver and pair of pliers (to bend the

float arm).

GMH tool 6A11 (Stromberg part No. 73608) is used to remove the main discharge

jet from the carburettor main body. The tool has a fine conical thread which

enables it to be screwed into the hole in the base of the main discharge jet. The

threads of the tool grip the jet, allowing it to be pulled out. A No1. screw extractor

(suitable for 1/8-¼ “ or M5-M6 bolts) or N

o. 2 screw extractor

(suitable for ¼-5/16” or M6-M8 bolts) will also work for this task. If

the main discharge jet is very stuck, it may be necessary to use

a pulling fixture to remove it. This is further explained below.

GMH tool 6A12 (Stromberg part No. 73606) is a socket type wrench

used to remove and install the main metering jet. This is probably

the only “special tool” which is indispensable for overhauling

Stromberg carburettors. The tool is available aftermarket from

Rocket Industries and the Carburettor Service Company.

GMH tool 6A20 is an accelerator pump installer. It is used

when installing the accelerator pump piston in its bore in the

carburettor main body. The tool smoothes the bore transition so that the piston leather does not crease or

wrinkle. In operation the tool is installed into the piston bore, then the

pump piston is inserted into the bore of the tool. The pump piston must

be fully installed before the tool is removed. This tool is not necessary

for overhauling Stromberg carburettors – care during the piston

installing process eliminates the need for the tool.

Note that there is also a float level gauge (Stromberg part number

73725) which is used to set the float levels on Stromberg WW-Model

carburettors.

Page 41 of 148

One non-genuine tricky tool is a large flathead screwdriver with a home-made slot cut in the

centre of the blade. This allows you to pull out the power bypass jet and accelerator bypass

jet without crunching the centre pin assemblies. You can however get away with a normal

screwdriver though (and most people do).

7.3 Removing the Carburettor from the Vehicle

1. Remove the air cleaner wingnut, air cleaner lid and filter

element. Slacken off the slot-head bolt under the filter base

then remove the base.

2. Remove the split pin from the throttle control upper rod and disengage the rod

from the carburettor. Leave the rod hanging from the rest of the throttle linkage

assembly.

3. Disconnect the fuel line flare nut (½” AF) and vacuum line

flare nut (3/8” AF) from the carburettor.

4. Slacken off the choke tube clamp screw (5) and choke wire clamp screw (3).

Pull the choke cable out from choke tube holder assembly (7). Leave the choke

cable hanging from the firewall.

5. Remove the carburettor flange nuts (½” AF) and withdraw

the carburettor from the manifold. Note that there is a

Bakelite spacer under the carburettor. When removing the

spacer, take care to pull it up squarely and gently, as

flexing the spacer can cause them to crack. Cracked

spacers will cause a vacuum leak and poor running.

6. Give the outside of the carburettor assembly a clean with some kerosene on a rag to get rid of the

worst of the oil and dirt prior to disassembly.

7.4 Disassembling the Air Horn

1. With the carburettor on a bench, remove the cotter pin (not numbered in the

drawing above) from the lower end of the fast idle rod (18) then remove the

rod. Note that the carburettor in these photographs is missing the fast idle cam.

2. Undo the five flat-head air horn attaching screws and

lockwashers (10A) and the choke tube holder attaching

screw and lockwasher (10). Note that 10A and 10 are very

similar – 10 is slightly longer to allow for the thickness of

the choke tube holder. Lift off the air horn assembly (16)

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and air horn reinforcing bar (if fitted – the BXOV-1 carburetor in these photographs had been fitted

with an EH 149ci air horn reinforcing bar).

3. Unscrew the vacuum power piston assembly (19) from the

air horn assembly (16) using a pair of circlip pliers (or the

original GMH Tool 6A10) to engage the two drive slots.

4. Remove the 5/16” AF fast idle lever attaching nut (13), lockwasher (14) and lever

(12).

5. For BXUV-2 and BXV-2 carburettors, remove the idle vent valve locknut, then

unscrew the idle vent valve washer. Remove the idle vent valve stem and spring assembly.

The choke assembly (1, 2, 4 and 11) is a pain to remove as the choke valve attaching screws are staked.

For most overhauls, it is not necessary to remove the choke assembly. Equally, the lead ball plug (15) is

not removed for most overhauls.

7.5 Disassembling the Main Body

1. Remove the pump link spring clip (49) from the pump link

(50) and remove the link.

2. Remove the pump piston and stem assembly (26) from the main body assembly

(37). Note that the air horn gasket (17) will also come along as it is held in place

by the pump piston.

3. Holding the pump piston and stem assembly (26) in your hands, squeeze down

the pump rod (24) to compress the pump stem spring (25). Remove the p ump

stem cotterpin (23) then release the spring pressure. Remove the pump rod

(24), pump stem spring (25) and air horn gasket (17) from the pump piston and

stem assembly (26).

4. Using a large flat bladed screwdriver, unscrew and remove the pump bypass

jet assembly (27) and the associated gasket (22) from the main body (37).

5. Using a large flat bladed screwdriver, unscrew and remove the power bypass

jet assembly (21) and the associated gasket (22) from the main body (37).

Page 43 of 148

6. Using a flat bladed screwdriver , unscrew the idle tube assembly (20) from the

main body (37).

7. Using a 9/16” AF spanner, remove the float needle valve and seat assembly (35)

and its associated gasket (36) from the main body (37).

8. Insert a small screwdriver between the float fulcrum pin (32) and the main body

(37) and pry off the float fulcrum pin spring (30) with a

twisting motion. Hold your hand over the float chamber as

you are doing so to prevent the spring from flying off.

9. Remove the float fulcrum pin (32) and float and lever

assembly (31) from the main body (37).

10. Using a large flat bladed screwdriver,

remove the main metering jet plug (44).

Unscrew the main metering jet (42)

using a jet key (or GMH tool 6A12), and

remove both the jet and associated

gasket (43) with needle nosed pliers. Remove the main discharge jet using GMH tool 6A11 or a

screw extractor (see notes above). Note that the threads/marks formed in removing the main

discharge jet will not affect the metering characteristics of the jet, and it need not be discarded

unless otherwise damaged. If the main discharge jet is firmly stuck in place, it may be necessary to

use a pulling fixture to remove them – this is a process I have borrowed from Flathead Youngin from

the HAMB. To do this:

a) soak the stuck main discharge jet in WD40 or similar penetrant for several days.

b) a small tap is driven into the main discharge jet, aiming to drive as square as possible. The tap is

driven to form only around three good threads. I have not tried this on B-Model Strombergs, but

Stromberg 97‟s usually use a No. 5 or N

o. 6 tap.

c) back the tap out and screw in a bolt of the same size as the tap. Do this gently, as the main

discharge jet material is soft brass.

d) fit a washer onto the bolt, and wind on a nut (or wingnut) until it bottoms on the main metering jet

plug boss.

e) gently wind the nut down so that the bolt pulls out the main discharge jet.

The photos below show the process being undertaken on a Stromberg 97.

Page 44 of 148

11. Using a large flat bladed screwdriver, remove the pump

check valve plug (40), the pump check valve assembly (38)

and associated copper gasket (39).

The pump strainer screen (29) and associated clip (28) are a pain to remove (and almost impossible to

find parts for once you punch a hole in the screen or sproing the clip across the workshop at the speed of

light). For most overhauls, it is not necessary to remove them.

7.6 Disassembling the Throttle Body

1. Remove the main body attaching screws and lockwashers

(34). Separate the throttle body (62) from the main body

insulating spacer (46) and main body (37). Remove the

associated main body gaskets (45).

2. Unscrew and remove the idle needle valve (59) and associated spring (60).

3. Unbolt and remove the 3/8” AF pump lever attaching nut (53) and lockwasher

(52). Remove the pump lever (51).

4. Remove the fast idle cam lever cotter pin (58), the fast idle cam (56) and lever

(57).

5. Unscrew and remove the slow idle adjusting screw (54)

and spring (55).

6. Remove the 1/8” NPT vacuum line adapter (

7/16” AF).

The throttle lever and shaft assembly (47, 48, 61) is a pain to remove as the throttle valve attaching

screws are staked. For most overhauls, it is not necessary to remove the throttle assembly. Equally, the

main body and throttle body drive plugs (33) are not removed for most overhauls.

The photographs below illustrate some of the assemblies and vacuum passages inside the carburettor

assemblies:

Page 45 of 148

7.7 Cleaning and Inspection

1. Clean all parts in some petrol to remove most of the oil and dirt. Ensure good ventilation and no open

flames when washing parts with petrol (or any of the solvents below). An alternative is to use one of

the spray type “carburettor and throttle body cleaners” available from SuperCheap, Repco etc. Most

of the cleaners available are made for spraying down a carburettor throat with the engine running,

rather than detailed cleaning of a disassembled carburettor. They tend to be mainly solvent,

evaporate very quickly, and are this not much use for “soaking” parts. They are also not very suitable

for removing the carbon (“coke”) that builds up inside carburettors (what little they dissolve tends to

restick as the cleaner evaporates). From trying some of them, I personally believe these spray

cleaners are little (if any) better than using straight petrol for cleaning disassembled carburettors.

Many forums recommend the use of “dip” cleaners to soak parts in (for example Berrymans B9

Chem Dip, which has a number of solvents, cresols and sodium bichromate). Some hunting has

shown that “dip” cleaners are very hard to come by in Australia. One that is available is Yamalube

Carburettor Cleaner, though I have not tried it. Paint thinners also does a fair job of removing the

gunk.

2. Blow out all passages with compressed air in the opposite direction to normal flow. Pay particular

attention to the pump strainer screen (29) as it may trap dirt in normal service. Do not rod-out any

jets or passages with drills or wires unless absolutely necessary as it is likely to change their flow

characteristics.

3. Use a steel rule to check that the main body assembly (37) and air horn assembly (16) are flat where

they join. Similarly check the main body assembly (37) and main body insulating spacer (46) mating

surfaces and the main body insulating spacer (46) and throttle body assembly (62) mating surfaces.

Should any of these surfaces not be flat, professional milling (or replacement) may be required.

4. Check the upper and lower idle discharge holes in the throttle body assembly (62) to make sure they

have no carbon deposits.

5. Examine the idle needle valve (59). If it is ringed or grooved it must be replaced.

6. Inspect the main discharge jet (41) for burrs at the venturi end. Burrs may be carefully removed with

a file, taking care not to change the shape or angle of the jet.

7. Inspect the main metering jet (42), pump bypass jet assembly (27), power bypass jet assembly (21),

idle tube assembly (20) to ensure they are clean.

8. Check the float and lever assembly (31) for dents and punctures.

9. Check the vacuum power piston assembly (19) for deep scratches or scores on the piston surface.

Check that the piston is a free fit in its cylinder.

10. Check the operation of the valve in the power bypass jet assembly (21) by putting the threaded end

into your mouth and sucking. The valve should not pass any air until the valve stem is pushed in.

Leaking power bypass jet assemblies will cause the engine to run rich at cruise conditions. This can

be cured by running slightly leaner main metering jets, though replacing the leaking power bypass jet

assembly is a wiser choice.

11. Check the throttle lever and shaft assembly (47) where it passes through either side of the throttle

body assembly (62) for looseness. Worn assemblies should be professionally rebushed during the

rebuild. Check that the throttle valve (61) opens and closes correctly.

12. Check the choke shaft and control lever assembly (1) where it passes through either side of the air

horn assembly (16) for looseness. Check that the choke valve assembly (11) opens and closes

correctly. Check that the choke poppet valve (part of the choke valve assembly (11)) is clean and

free to move and seat.

Page 46 of 148

7.8 Assembly and Reinstallation

1. Install the idle needle valve (59) and idle needle valve spring (60) into the throttle body assembly

(62). Screw them in gently until they are all the way in (do not overtighten!), then back them out 7/8 of

a turn (1 turn for BXUV-2 and BXV-2 carburettors).

2. Install the fast idle cam (56) and fast idle cam lever (57) to the throttle body assembly (62), securing

them in place with the new fast idle cam cotter pin (58) supplied in the Fuelmiser kit.

3. Install the pump lever (51), pump lever attaching nut (53) and associated lockwasher (52). Take care

to use the separately supplied pump lever rather than the one from the Fuelmiser kit (see notes

above).

4. Reinstall the slow idle adjusting screw (54) and slow idle adjusting screw spring (55) into the throttle

lever and shaft assembly (47). Back off the slow idle adjusting screw (54) until the throttle valve

assembly (61) seats in the throttle body assembly (62).

5. Install the main discharge jet using GMH tool 6A11 or a screw extractor (see noted above). Ensure

the jet is correctly located in the main body – the mitered face of the jet must be parallel with the

direction of air flow.

6. Install the main metering jet (42) into the main body assembly (37), using a jet key (or GMH tool

6A12). Install a metering jet plug gasket (43) from the Fuelmiser kit, and fit the main metering jet plug

(44) with a flat bladed screwdriver.

7. Install the pump check valve assembly (38) into the main body assembly (37) using a flat bladed

screwdriver. Install a check valve plug gasket (39) from the Fuelmiser kit, and fit the pump check

valve plug (40).

8. Install the main body assembly (37) and main body insulating spacer (46) on the throttle body

assembly (62) using main body gaskets (45) from the Fuelmiser kit. Take care to select the right

gaskets from the Fuelmiser kit (lay them over the old ones to check) as the kit has two spare gaskets

which do not suit BXOV-1 carburettors.

9. Install the idle tube assembly (20) into the main body assembly (37) with a flat bladed screwdriver.

10. Install the power bypass jet assembly (21) into the main body assembly (37) using a

power bypass jet gasket (22) from the Fuelmiser kit. Note that the original Stromberg

gaskets were fibre, and that the Fuelmiser kit gaskets are alloy. Be careful as the

power bypass jet assembly (21) and the pump bypass jet assembly (27) are very

similar. The power bypass jet assembly (21) has a small stem which protrudes above the body of the

jet – see image on the left above. The pump bypass jet assembly (27) stem does not protrude above

the body of the jet – see image on the right above.

11. Install the pump bypass jet assembly (27) into the main body assembly (37) using a pump bypass jet

gasket (22) from the Fuelmiser kit. Note again that the original Stromberg gaskets were fibre, and

that the Fuelmiser kit gaskets are alloy.

12. Install the float fulcrum pin (32) in the float and lever assembly (31) hinge. Place the resultant

assembly into the float chamber so that the ends of the float fulcrum pin (32) fit into the grooves in

each side of the float chamber. Place the float fulcrum pin spring (30) from the Fuelmiser kit into the

grooves on each side of the float chamber and force the bowed part of the spring down to clip under

the projection on the side of the float chamber.

13. Assembly the float needle valve and seat assembly (35) from the Fuelmiser kit, and install it into the

main body assembly (37), using a float needle valve and seat gasket (36) from the Fuelmiser kit.

Note that the gasket in the Fuelmiser kit is alloy.

Page 47 of 148

14. The float level can now be bench-set. For steel-tipped float needle

valves, the float is held up by hand until the needle valve is firmly

closed on its seat. For viton-tipped float needle valves, the main body

assembly is turned upside down and the weight of the float used to

hold the needle valve firmly closed on its seat. In both cases, the

distance from the top centre of the float to the top surface of the main

body (without the gasket) is measured. Bend the float lever (either

with GMH Tool No. 6A10, or a screwdriver/pair of needle nose pliers) until this distance is 1/8”. When

adjusting the float tab, don't force the float needle into its seat as it may damage the seal. Note that

bench-setting the float level gives a good starting point, but must be checked again once the

carburettor is reassembled, installed and the engine running (see Section 8.1 below).

15. For BXOV-1 carburettors, snap the tip off the pump piston and stem assembly (26) supplied in the

Fuelmiser kit (as the BXOV-1 carburettor does not have an idle vent valve – the tip is left in place for

BXUV-2 and BXV-2 carburettors). To prevent possible engine flat spots or hesitation upon

acceleration, condition the pump plunger leather cup by inserting a screwdriver blade under the cup

(between the leather cup and the brass support), flaring the skirt outwards as the blade is revolved

around the main body. Two or three revolutions will render the leather soft and pliable. Reshape the

cup with your fingers. Soak the cup in fuel, then revolve the pump piston and stem assembly (26) as

it is inserted down into the pump well. Recheck for proper fit – light to medium drag should be felt as

the assembly is worked up and down pump well.

16. Fit the pump stem spring (25) on the pump piston and stem assembly (26).

17. Position the cone shaped lost motion prevention spring (Fuelmiser SBP043) over the pump stem

spring (25) and pump piston and stem assembly (26), with the larger coils facing downwards seating

on the casting above the pump well.

18. Position the air horn gasket (17) from the Fuelmiser kit on the main body assembly (37).

19. Insert the pump rod (24) into main body assembly (37), compressing both the installed springs until

the pump piston and stem assembly (26) stem protrudes through the hole in the pump rod (24)

allowing fitment of the pump stem cotter pin (23). A new pump stem cotter pin (23) is included in the

Fuelmiser kit.

20. Install the pump link (50) between the bottom of the pump rod (24) and the centre hole of the pump

lever (51). Spring the pump link spring clip (49) onto the pump link (50). A new pump link (50) and

pump link spring clip (49) are included in the Fuelmiser kit.

21. The accelerator pump stroke can now be bench set, which saves having to do it once the carburettor

is installed. Measure and record the distance from the top of the accelerator pump piston stem

assembly (26) to the top face of the main body assembly (37, with the gasket removed). Open the

throttle fully and again check and record the distance. The difference between the two

measurements (which is the accelerator pump stroke) should be 17

/64-19

/64” (note that BXUV-2 and

BXV-2 carburettors having varying settings for accelerator pump stroke bench setting – see table in

Section 5 above). If the difference is more or less than this range, the accelerator pump stroke can

be changed by bending the top horizontal portion of the accelerator pump rod (24). Two bends are

need for each adjustment to keep the hole in the pump rod parallel with the pump stem.

22. Install the fast idle lever (12), fast idle lever attaching nut (13) and associated lockwasher (14) to the

choke shaft and control lever assembly (1).

23. Install the vacuum power piston assembly (10) into the air horn assembly (16) and tighten it with

circlip pliers (or GMH tool 6A10). Check the piston for free movement in the cylinder. Do not lubricate

the piston.

24. For BXUV-2 and BXV-2 carburettors, install the idle vent valve stem and spring assembly from

underneath the air horn. Fit the idle vent valve washer and locknut, leaving them loose for now. Note

Page 48 of 148

that the idle vent valve is set only once the carburettor is reassembled, installed, the engine running,

the idle has been set and the accelerator pump stroke checked (see Section 8.4 below).

25. Install the air horn assembly (16) onto the main body assembly (37). Install the five air horn attaching

screw and lockwashers (10A), being careful to put the longer choke holder attaching screw and

lockwasher (10) onto the correct corner together with the choke tube holder assembly (7). Tighten

the screws securely and evenly.

26. Connect the fast idle rod (18) between the fast idle lever (12) and fast idle cam lever (57). Secure the

rod in place with a cotterpin (not numbered in the drawing above) from the Fuelmiser kit.

27. Install the 1/8” NPT vacuum line spacer (

7/16” AF).

28. Place some rag in the inlet manifold to stop rubbish dropping in, then clean the manifold face. Clean

the Bakelite spacer.

29. Install new gaskets, the spacer and carburettor onto the inlet manifold flange nuts. Note that the

gaskets in Fuelmiser kit are incorrect for BXOV-1 carburettors, and must be replaced with alternative

ones. When seating the spacer, take care to pull it up squarely and gently, as flexing the spacer can

cause them to crack. Cracked spacers will cause a vacuum leak and poor running.

30. Refit the choke cable to the choke tube holder assembly (7). With the choke knob pushed in at the

dash, tighten the choke tube clamp screw (5) and choke wire clamp screw (3). Check the operation

of the choke from inside the vehicle, confirming that the choke plate fully opens and closes.

31. Reconnect the fuel and vacuum control lines.

32. Install the throttle control upper rod to the carburettor and fit a new split pin.

33. The air cleaner may remain off the vehicle until it is tuned as per the guidance below.

7.9 Replacement Parts

In addition to the Fuelmiser parts noted above, some parts are available from Stromberg Carburetor (see

image below, Stromberg Carburetor parts are above the Australian B-Model parts). The parts have been

verified by fitting against an Australian BXOV-1 carburettor:

Page 49 of 148

Part Bendix Australia

Part Number Stromberg Carburetor

Part Number Comments

Air horn attaching screw and lockwasher

(item 1 in the image above)

909521-K36 and 909522-K36

31095K

The threads are slightly sharper in the Stromberg Carburetor part, but a decent fit to the B-Model carburettor. The Stromberg Carburetor part is stainless.

Main metering jet plug (item 9 in the image

above)

P24678 Similar to the centre

plug piece in the 9522K kit.

The Stromberg Carburetor plug head is ½” diameter, whilst the B-Model is

7/16”. The Stromberg

Carburetor part engages by only one thread on the B-Model carburetor and seats on the outside of the body (rather than the milled internal seat) unless the plug head is ground back to ½” diameter.

A brass float 382537 9550K

Main metering jet (item 5 in the image above)

P19442-size 9533K-size.

Australian B-Model sizes were 0.049”-0.059”, with some need for even smaller sizes for the guys running twin and triple carburettors. Stromberg Carburetor have 0.033”-0.050” and can make bigger on demand.

Slow idle adjusting screw

and spring (spring is item 3

in the image above)

P15456, 2376174 or 903925-K1 for

the screw, P15831 for the

spring.

9589K

The Genuine Stromberg screw is a different thread (10-32x¾”) and hence not useable in B-Model carburettors. The spring is close, but a little longer (and stainless steel) and works nicely with the B-Model carburettors.

Idle needle valve and spring (items 7 and 4 in

the image above)

P15478 for the screw, P15481 for

the spring.

Should be similar to your 9541K. Pretty

much the same. Spring a tad longer.

Genuine Stromberg spring is slightly longer, but both screw and spring are a good fit for the B-Model carburettors.

Main metering jet plug gasket (item 10 in the image above)

383079 9563K Genuine Stromberg gaskets are paper, whilst Fuelmiser gaskets are malleable copper.

Pump check valve assembly (item 6 in the image above)

P18144

9573K Identical swap.

Throttle/choke valve attaching

screws (not pictured above)

P22573 or P20904

9586K Identical swap.

Power bypass jet assembly (item 2 in the image above)

382880-size 9594K-size

Note that the head of the B-model power valve is 0.407” diameter, whilst the head of the Stromberg Carburetor jet is 0.395” diameter. Despite the slightly smaller head, the Stromberg 97 power bypass jet seats well in the B-Model body.

Page 50 of 148

Australian B-Model sizes ranged from #54-#67 drill, with some need for even smaller sizes (higher drill number) for the guys running twin and triple carburettors. Stromberg Carburetor have #60-#71 and can make bigger on demand.

For the curious, the following GMH B-model parts were also checked against the Stromberg Carburetor

EE-model parts – whilst they look very similar, they are sadly not a direct fit. They may in some cases

however be made to fit (more or less) with some machining:

A choke shaft and plate (Bendix Australia part number 2376088

and P24046 respectively). These are similar to the Stromberg

Carburetor parts 9546K and 49K. However, the shaft is a

different style, the plate is a different shape (EE-Model is round)

and the B-model screws are not countersunk like the EE-model.

A stainless steel float pin. These are different to the EE-1 pin (no threaded end on

the Australian one).

A choke cable mounting bracket (Bendix Australia part number 385175 or 385174)

– very different to the Stromberg Carburetor part number 9552K-B.

A throttle plate (Bendix Australia part number 385050 or 2376062). Looks similar to

the Stromberg Carburetor part number 9585K. However the Australian one is

thinner, slightly bigger and steel – the EE-Model is brass.

A throttle shaft. The Stromberg Carburetor shaft is longer and thicker (7mm) than

the B-Model shaft (¼” or 6.35mm).

A main discharge jet (Bendix Australia part number 385178). Very different to the

Stromberg Carburetor part 9534K.

An idle jet (Bendix Australia part number P21778-size, and item 8 in the image above). Whilst similar

to the Genuine Stromberg part 9542K, the B-Model part is 17

/64” shorter. The longer EE-Model part

clashes with the B-Model main discharge jet, though is otherwise a fit. Genuine Stromberg offers the

#70 drill jet, with Australian B-Model jet sizes being #68 and #70 drill.

A float (Bendix Australia part number 382537). This is very similar to the Genuine

Stromberg part 9550K, though the B-Model float has a slightly different hinge and

has one corner removed. This part would require little modification to fit the B-

Model carburettor.

http://www.stromberg-97.com/service_restoration/restoration.asp






http://www.stromberg-97.com/service_restoration/service.asp

Page 51 of 148

Note that the needle and seat assembly (Bendix Australia part

numbers 385053 and 2376000) which is made by Fuelmiser is also

made by Genuine Stromberg. The Genuine Stromberg part (9564K) is

a two-ball type rather than the traditional needle and seat. The

Genuine Stromberg threads (7/16x24 on the carburettor end and ½x20

on the fuel line end) appear to match the B-Model, though I have not

trial fitted one.

http://www.stromberg-97.com/service_restoration/service.asp

Page 52 of 148

8 Tuning and Troubleshooting

Stromberg carburettors are renowned for being fiddled with. The image of

an early Holden with the bonnet up and someone bent over the engine

“tuning” the carburettor is almost iconic-Australian. Like any carburettor, it is

often easy to blame the carburettor for a host of other ignition faults. The

tuning below assumes that ignition, timing, valve train and engine condition

(e.g. compression) are in fair shape.

The basic Stromberg tune-up steps (say after overhauling the original

carburettor on the car) are:

Setting the fuel level,

Setting the idle speed and idle mixture, and

Checking the accelerator pump stroke.

Note that setting the idle mixture applies only to engine performance at idle conditions – not at normal

cruising, accelerating or under heavy load.

Where the vehicle is running incorrectly, or where new carburettors are fitted, there are an additional

three tuning parameters:

Tuning the accelerator pump stroke and duration (which determines throttle response),

Changing the main metering jets (which sets the mixture under cruising conditions), and

Changing the power bypass jets (which sets the mixture under heavy load).

8.1 Fuel Level

Fuel level is adjusted so that

the vehicle does not run out of

fuel (lean out) under cornering

or acceleration (too low) or

burp uncontrolled into the

engine (too high). The chart to

the right shows how each of

the fuel systems loses suction

as the fuel level drops in a

Stromberg BXOV-1

carburettor fuel bowl.

Fuel level is harder to set “by eye”, and some basic tools are needed:

A small steel rule to measure the fuel level.

A tool to bend the float lever. There is a GMH tool to do this (Tool No. 6A10), though a

screwdriver/pair of needle nose pliers works just as well.

To set the fuel level:

1. Place the vehicle on level ground. Warm the car up to normal operating condition.

2. Turn the engine off and remove the air cleaner.

0

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1.5

2

2.5

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Page 53 of 148

3. Remove the five air horn attaching screws and lockwashers (10A) and the choke tube holder

attaching screw and lockwasher (10). Place the screws somewhere away from the engine…

dropping them down a carburettor throat can lead to catastrophic engine damage. Remove the air

horn assembly (16).

4. Raise the air horn gasket (17) to an out of the way position. Block off the power system vacuum

passage in the carburettor main body (37) with a piece of PVC tape (see

diagram to the right where the vacuum passage has been coloured red). If

this passage is not blocked off during fuel level setting, the manifold will

draw in air (bypasses the carburettor) and will not run well.

5. Start the engine and measure the level of fuel in the float bowl with a

steel rule. Measurements are taken from the liquid surface to the top

of the main body (37). The measurement should be 5/8”-

11/16”.

6. If the measurement is outside this range, stop the engine and bend

the float lever (either with GMH Tool No. 6A10, or a screwdriver/pair of

needle nose pliers). When adjusting the float tab, don't force the float

needle into its seat as it may damage the seal.

7. Remove the PVC tape from the vacuum passage, smooth down the

air horn gasket (17) and refit the air horn assembly (16). Reintall the

five air horn attaching screws and lockwashers (10A) and the longer

choke tube holder attaching screw and lockwasher (10), taking care

not to drop them down the carburettor throat. Tighten the screws firmly and evenly. Reinstall the air

filter.

Stromberg carburettors operate on approximately 2½-4½ psi of fuel inlet pressure (SUs are happy to run

on 1½-3½ psi and overflow around 5 psi, and 350 Holley carburettors run happily at 5-7psi). Too low a

fuel pressure and the fuel level drops in the bowl. Too high a level and the needle and seat is forced

open, flooding the engine. This is a particular risk when the original Holden mechanical fuel pump has

been replaced with an electric inline pump – see chart and table below. When using inline fuel pumps

(notably Holley), a pressure regulator is mandatory to prevent flooding.

Fuel Pump Maximum Pressure (psi) Free Flow (GPH)

Early Holden (grey/red glass bowl) 4½ 9

Later Holden (blue motor steel can) 3.9 9½

Carter GP4603HD 6 43

Carter GP4070 6 72

Carter GP4594, GP4389, GP4259 and GP4602RV 8 72

Carter GP4600HP 5 100

Holley Red 10 100

Carter GP4601HP 18 100

Holley Blue 18 110

Holley Black 18 145

Page 54 of 148

0

20

40

60

80

100

120

140

160

0 2 4 6 8 10 12 14 16 18

Flo

w (

GP

H)

Prressure (psi)

Holley red

Holley blue

Holley black

Stromberg inlet pressure

350 Holley inlet pressure

early Holden fuel demand

Pressure regulator required to drop Holley red pressure down to Stromberg 3½ -4½ psi inlet pressure range.

SU inlet pressure

Early Holden (grey and red) fuel pump: 3½ -4½ psi, 9 GPH freeflow

Page 55 of 148

8.2 Idle Speed and Idle Mixture

Engine idle speed is adjusted so that the vehicle does not stall when stationary (too low) or consume

excess fuel/jump when moving off (too high). Idle mixture is set to provide a good fuel/air combination

(neither too rich and “loading up” at idle, nor too lean and stumbling) when stationary. Whilst idle speed

and idle mixture can be set “by ear”, there are some tools that make it easier/more consistent:

A tachometer (either dash mounted or fed from the ignition leads) can help accurately set idle speed.

If a tachometer is unavailable, a timing light can be connected and the number of “flashes” in twelve

seconds counted. Multiply the number of flashes by ten to get the RPM. This is pretty hard to do

though – you are looking to count around four flashes per second.

A vacuum gauge (either dash mounted or a removable pressure gauge that screws into the inlet

manifold after disconnecting the vacuum wipers (FB and earlier Holdens) or power brake/windscreen

washers (NASCO accessories) from the manifold. The vacuum gauge gives a more accurate setting

to the idle mixture than the “back it off until it runs smooth” method.

To set the idle speed and mixture:

1. Warm the car up to normal operating condition. Check the choke is off. Leave the air cleaner in

place.

2. On automatics, the transmission should be in DRIVE (D) with the handbrake firmly engaged.

3. Fit the vacuum gauge to the inlet manifold and the tachometer (where available).

4. Adjust the slow idle adjusting screw (54) until the engine idles at 480-520 rpm (check with a

tachometer, timing light counting or “by ear”).

5. If you have a vacuum gauge, adjust the idle needle valve (59) until you get the highest vacuum

possible (this should be between 17”-21” Hg, or 60-70 kPa, or 8-10 psi). This can be difficult if the

vehicle has a large cam (high valve overlap) as the vacuum at idle will fluctuate. In this case, adjust

the idle needle valve (59) until the tachometer reads maximum rpm. If you don‟t have a vacuum

gauge or tachometer, turn the idle needle valve (59) slowly inwards until the engine starts to run

irregularly. Back the idle needle valve (59) outwards until the engine begins to “roll”, then inwards

again until the engine runs smooth.

6. Check the engine speed again, and repeat steps 3. and 4. above until a satisfactory idle is achieved.

7. Remove the tachometer and vacuum gauge and refit any vacuum lines that were disconnected.

If a rough idle persists after the mixture screws have been adjusted, check for vacuum leaks. These could

result from unplugged vacuum fittings, carburettor flange gaskets that were torn during installation,

cracked lines or loose bolt/screws. A quick way to check vacuum leaks is to spray WD40 in the suspected

area with the engine running – if the engine speed increases, there is a vacuum leak.

Whilst early Holdens, being manufactured prior to July 1972, are generally not required to comply with

emission standards. However, from that date onwards, all petrol passenger vehicles (and derivatives)

were required, when new, to comply with a performance standard (ADR) that set limits for exhaust

emissions of hydrocarbons (HC), oxides of nitrogen (NOx) and carbon monoxide (CO):

Page 56 of 148

ADR26 was introduced 1/1/1976, and captures the CO at idle test (limit of 4.5% maximum volume

CO).

ADR27, 27A, 27B and 27C applied to vehicles manufactured from July 1976 to January 1986.

Vehicles made in this period generally ran on leaded petrol and employed carburettors.

ADR37/00 covers the period from February 1986 to the present. Vehicles manufactured after

January 1986 generally run on unleaded petrol (catalytic convertors), with computerized engine

management systems, fuel injection.

A summary of the emissions requirements of each of the tests above can be found here:

http://www.infrastructure.gov.au/roads/environment/impact/emission.aspx. Most early Holdens will not

have to conform to the above. However, some engineers request the CO at idle test when vehicles have

been modified to the extent that they require an engineer‟s report. It is important to note that the idle test

is normally done at idle (480-520rpm). There is an alternative “high idle” test, which is conducted at

2500rpm. This test, although usually not applied to early Holdens, will bring the main metering circuit into

play (i.e. tuning for the CO at idle test is made via the idle needle valve (59), tuning for the “high idle test”,

if it was ever applied, is by changing the main metering jet). To tune the idle circuit to meet a CO at idle

test, an engine exhaust analyser is used – these are discussed more fully in Section 2.5.4 below. When

tuning for emissions, a CO at idle reading of 1-3% should be targeted.

Note that on vehicles with very lumpy cams, the large amount of valve overlap can mean that there is

very little vacuum at idle (6”Hg or less). At times, these vehicles may not respond well to setting the idle

mixture – the idle mixture screw seems to do little to help the idle. The low engine vacuum at idle means

that the throttle plates need to be opened more than usual to draw fuel from the idle system… in fact they

can be opened so much that the secondary idle discharge holes are uncovered, leading to excessively

rich idle (and no control of the idle mixture as the idle needle valve only controls the lower idle discharge

hole). To check for this, set the idle as best as possible, then remove the carburettor and check the

throttle plate position – if one or more of the upper idle discharge holes is exposed, then this may be the

cause of the loss of idle control. One method to fix this is to drill a 3/32”-

1/8” hole in the throttle plate on the

same side of the shaft as the idle discharge holes. The small hole will allow some air to pass, allowing the

throttle plates to be closed further and idle mixture control regained. This condition should not be

confused with an early opening power vacuum piston – see Section 8.8 below.

8.3 Accelerator Pump Stroke and Components

The accelerator pump stroke can be checked for standard settings as follows (though this should not be

necessary if it has been set on the bench during overhaul):

1. Start the vehicle and bring it to normal operating temperature and idle. This

sets the correct throttle closed position.

2. Turn off the engine and remove the air cleaner, air cleaner and air horn from

the carburettor.

3. Measure and record the distance from the top of the accelerator pump piston

stem to the top face of the carburettor body (with the gasket removed).

4. Open the throttle fully and again check and record the distance.

5. The difference between the two measurements (which is the accelerator

pump stroke) should be 13

/64”-15

/64”. If the difference is more or less than this

range, the accelerator pump stroke can be changed by bending the top horizontal portion of the

accelerator pump rod (24). Two bends are needed for each adjustment to keep the hole in the pump

rod parallel with the pump stem.

http://www.infrastructure.gov.au/roads/environment/impact/emission.aspx

Page 57 of 148

The accelerator pump can also be tuned to give better throttle response. A larger or smaller engine will

want more or less fuel added when the throttle is opened. Bear in mind that the accelerator pump is

responsible for the initial acceleration only – most of the acceleration up to final speed is done by either

the main metering or power circuits. The following table gives some guidance on observations seen when

initially cracking the throttle (and assumes the accelerator pump, ignition and timing is in good working

order):

Observation Cause Tuning

Engine is lazy for a few seconds then begins accelerating (sometimes fluttery). Opening the throttle more slowly makes the issue go away.

Too much or too long of a pump squirt.

Change to heavier pump stem spring or pack washers under

spring.

Puff of black smoke from exhaust that quickly clears. Opening the throttle more slowly makes the issue go away.

Engine stumbles then begins accelerating.

Too little or too short of a pump squirt.

Change to lighter pump stem spring or cut portions of the

spring coils away. Engine backfires during accelerating.

The duration of the pump squirt is determined by three issues:

the stiffness of the pump stem spring (25). Early Holdens up to EJ (including EK

and EJ manuals) had spring number 7405169. This spring is copper coloured and

heavier (to the point that it can hold automatic vehicles throttle part closed as per

the Service Bulletin to the right). EK and EJ automatics had spring part number

7423236. This spring is cadmium plated and lighter. EH, HD and HR (excluding S

engine) had 7424555. HR S engine had VS10488. It is possible to pack washers

under the spring to increase the spring stiffness, or to carefully remove spring coils

(say ½ a coil at a time) to reduce spring stiffness.

the size of the pump bypass jet (27). All early Holdens used a No. 56 drill (0.0465”) accelerator

pump bypass jet. Pump bypass jets are stamped with the jet size in drill number (e.g. a jet

stamped 56 has a 0.0465” diameter hole drilled in it). In theory the pump bypass jet can be

drilled out to a larger size (giving a faster pump squirt), though the drilling process would need

to be very careful, as the area immediately behind the jet hole (marked by the red arrow in the

diagram to the right) contains a small valve stem and spring which could readily be drilled

through. A blind drill bit would be preferable…my guess is that finding a set of blind jet drills

would be like finding rockinghorse poo.

the size of the pump discharge nozzle. Grey motors used a No. 70 drill (0.0280”) discharge nozzle,

EH/HD/HR red motors used a No. 72 drill (0.0250”). Note that the accelerator pump system has no air

bleed – fuel is sent to the carburettor throat without being made into an emulsion. This means that the

pump discharge nozzle has the task of atomizing the fuel. It does this by pressure drop over the

nozzle – just like putting your finger over the end of the garden hose. Putting a bigger pump discharge

nozzle into the carburettor (or drilling the existing one oversize) will cause more fuel to flow as the

pump discharge nozzle is far smaller than the pump bypass jet (i.e. the discharge nozzle is a bigger

Page 58 of 148

restriction). However, making the pump discharge nozzle bigger means that the fuel is not as well

atomized – you may get more in, but it doesn‟t burn as well. The pump bypass jet (27) is a better

tuning point (and easier to reverse if you choose too big a bypass pump jet).

The volume of the pump squirt is determined by how far the pump piston and stem assembly (26) moves

down the pump well bore.

The accelerator pump on Stromberg BXOV-1 carburettors may also be adjusted by putting the pump link

into one of the three different holes in the pump lever. Note that the FB Workshop Manual provides the

following guidance:

“The capacity of the accelerator pump is correctly calibrated at the pump stroke of 9/32” and under no

circumstances should the pump stroke be adjusted by shifting the pump link from the centre hole of the

pump lever. The inner and outer holes in the pump lever provide too great a variance in the pump stroke

and must result in reduced performance and economy”.

Whilst some enthusiasts find that there is little feelable difference between the three holes when running

single carburettors, changing hole settings may help more with multiple carburettors. I have measured the

following info from a BXOV-1 carburettor using a dial run-out gauge - the table below gives the fuel

delivery for the three pump link holes:

Pump Link Setting Delivery per stroke

Outer (furthest from throttle shaft pivot) 1.2mL

Centre (middle) 0.87mL

Inner (closest to throttle shaft pivot) 0.3mL

From the chart above, the inner hole delivers a lot less fuel, and finishes doing so at a lower throttle shaft

rotation. The centre and outer holes deliver more fuel, and do so over a wider throttle shaft rotation. Note

that at all settings, the accelerator pump finishes squirting (20-35o) well before the throttle shaft finishes

turning (throttle shaft typically finishes at 65o):

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

0 10 20 30 40

Pu

mp

Ou

tpu

t (c

c)

Throttle Shaft Rotation (o)

Outer

Centre hole

Inner

Page 59 of 148

8.4 Idle Vent Valve Lift

For BXUV-2 and BXV-2 carburettors, once the engine idle speed and accelerator pump stroke have been

adjusted, the idle vent valve lift can be set. The following process is used:

1. Start the vehicle and bring it to normal operating temperature and idle. This sets the correct throttle

closed position. Ensure that the choke is fully off (open).

2. Stop the engine and measure the vertical lift of the idle vent valve stem as the throttle lever is moved

from the fully open to the fully closed position.

3. Hold the idle vent valve washer and screw the idle vent valve stem up or down until a lift of 0.040-

0.060” is achieved. Tighten the locknut.

4. Open and close the throttle several times then recheck the lift dimension. Repeat steps 2-3 until the

correct lift is achieved.

8.5 Wide-Open Throttle (WOT) Adjustment

The linkage between the accelerator pedal and throttle plate is a complex affair on FB/EK Holdens –

there are eleven bearing points that can jam with old grease and dirt, a number of brackets and rods that

can get bent over the last half decade, and plenty of opportunity for the message from your right boot to

get mixed up before it gets to the carburettor. It is time well spent following through the linkage from the

accelerator pedal through to the carburettor, giving each bearing point a clean up with a rag dipped in

kerosene and a light dab of grease. Don‟t expect to find any fancy roller bearings – all the bearings here

are simple metal rods swinging through holes in brackets.

If the throttle linkage is not adjusted correctly, the carburettor will not open fully at full throttle, and top-end

performance is reduced. To adjust the throttle linkage on manual vehicles:

1. Disconnect the pull back spring from the throttle control adjusting bracket.

2. Have an assistant hold the accelerator pedal just above the floor mat/carpet (1/8-

3/16”).

3. Loosen the throttle control adjusting bracket attaching bolt (coloured red in the diagram below), then

pull the carburettor throttle lever by hand until the throttle plates are wide open (you can see this by

looking down the carburettor throat). The throttle control adjusting bracket will move in an arc, up or

down as required to obtain the correct adjustment.

4. Tighten the throttle control adjusting bracket attaching bolt securely.

5. Reconnect the pull-back spring.

6. Recheck the engine idle speed, as it is possible that the throttle plates have been pulled slightly

more open.

Throttle shaft

rotation

Idle 0o

WOT 65o

Inner setting 20o

Outer setting35o

Centre setting 33o

Page 60 of 148

Page 61 of 148

To adjust the throttle linkage on automatic vehicles:

1. Adjust the throttle control adjusting bracket (labeled “slotted bracket” in the diagram below) such that

the end of the upper cross shaft lever is in the centre of the bracket slot.

2. Check that the underside of the pivot end of the upper cross shaft lever clears the welded body joint

by approximately3/8” when the lever is in the fully returned position. If necessary, loosen the throttle

control adjusting bracket lock nut and move the lever up or down to obtain this clearance.

3. Disconnect the throttle valve connecting rod at the linkage end. This rod is not shown in the diagram

below, and connects a lever on the left hand side of the transmission case to the throttle linkage.

4. Depress the accelerator pedal slowly until the underside of the pedal just contacts the kick-down

button on the floor. Check that the carburettor throttle valve is fully open without compressing the

throttle over-travel spring. If necessary, loosen the locknut on the lower cross shaft rod and adjust

the length of the rod as required. Tighten the locknut.

5. Reconnect the throttle valve connecting rod at the linkage end.

6. Check adjustment by road testing to ensure the transmission will kick-down into second gear only

when the accelerator pedal is pressed through the kick-down detent position at a road speed of 40

mph. Minor adjustment of the lower cross shaft rod may be required, though major adjustment will

require repeating steps 1-5 above and can indicate that the throttle valve lever on the transmission

case is incorrectly set or the levers or rods are bent/worn.

7. After adjusting the throttle linkage, reset the idle speed with the engine in Drive.

Note that the linkages on EJ, EH, HD and HR Holdens are different from the EK linkage shown

above. Excellent diagrams and instructions can be found in The Scientific Publications Workshop

Manual Series No. 67 Holden covering series 1948/‟53 FJ, FE, FC, FB, EK, EJ, EH, HD, HR for

these vehicles.

Page 62 of 148

8.6 Main Metering Jets

The purpose of the main metering jet is to provide the correct air/fuel mixture under intermediatry throttle

positions (“cruise”). Whilst the factory jet sizings are a good starting point (see table below), changes in

fuel quality in the last fifty years (for example the increase in octane and the addition of ethanol) can

make engines run considerably leaner than when they left the GMH factory.

A lean fuel mixture (primary metering jets too small, too little fuel for the amount of air in the cylinder) may

be seen by one of more of the following:

a miss or stumble whilst cruising at constant throttle opening,

a flat spot when you put your foot down part way (this may happen after split second when the initial

squirt from the accelerator pump is used up),

the engine runs hot… and if it is very lean, then the valves are burnt,

the sparkplugs are white or very pale… and if it is very lean, the electrodes start to show signs of

being eroded/burnt away (rapidly followed by engine valves and cylinder crowns…),

power is reduced, and

pulling the choke out slightly reduces the problem.

A rich fuel mixture (primary metering jets too large, too much fuel for the amount of air in the cylinder)

may be seen by one of more of the following:

the engine surges at constant throttle, though there is no flat spot when the throttle's floored.

if the mixture is way too rich it will cough and splutter until the throttle's held wide open under load

(where the power bypass jet takes over). There can be a smell of unburnt fuel from the exhaust

when it is held at mid-throttle.

the spark plugs can be fouled and black, and

the vehicle runs sluggishly.

A number of main metering jets are available for Stromberg carburettors, both factory and aftermarket.

Main metering jets are stamped with the jet size in thousandths of inches (e.g. a jet stamped 56 has a

0.056” diameter hole drilled in it). Of note:

A range of main metering jets (typically 0.041”-0.068”) are held in stock by the Carburetor Service

Company. I have extended the table below to show this range.

I have listed below the main metering jets made by Stromberg Carburetor Ltd for Stromberg 97

carburettors. The Stromberg 97 (model EE-1) jets commonly available for the hotrodder market do fit

the B series carburettors (for example 1942-1953 Fords and Mercurys fitted with Stromberg 97s

used the exact same part number main metering jet as early Holdens, though in 0.043” and 0.044”).

Note that Stromberg Carburetor Ltd are also able to supply customs sizes other than those listed

below, though you must order through one of their dealers. Rocket Industries is the Australian dealer

for Stromberg Carburetor Ltd, and stock the 0.041”, 0.043”, 0.045” and 0.047” main metering jets at

the time of writing this document, and are able to ship in the other sizes in a weeks delivery time.

Note that the Stromberg Carburetor Ltd jets are at the small (lean) end of the scale, and are more

likely to be useful to those running twin or triple carburettors than those running singles.

Whilst American Auto Parts lists twentysix main metering jets on their website ranging from 0.040”-

0.067”, they do not physically stock any of the jets at the time of writing this document.

Where the correct size main metering jet is not available, it is possible to solder up a jet and redrill it

to the correct size. This requires a very precise set of drill bits – to be honest, for most enthusiasts

the effort involved to hunt down the right drill bit is equal to that of finding the right

jet from the sources above. Jet drills in metric sizes are common (and very cheap

at the time of writing this document via eBay). Fractional imperial drills in small

sizes are a lot harder to find, but are available as a set from Rocket Industries

(Part number BG130050, Barry Grant jet drills sizes #61 to #80 (0.135" to .039"))

and as individual drills from Lee Brothers Engineering in Parramatta. When soldering jets, lead

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solder is acceptable to use as the typical lead solder melting point is around 180ºC – petrol boils

between about 20ºC and 210ºC… if the carburettor is hot enough to melt the solder, it‟s already

boiling out most of the fuel. Care must be taken though as lead solder is very soft, and easily

damaged. Silver solder (melting point above 450ºC) is somewhat harder.

The table below provides some guidance for initial tuning (the bigger the main metering jet size, the more

rich the engine runs):

Jet Size GMH Part Number

Stromberg Carburetor

Ltd Part Number

Standard for

← R

ICH

ER

0.033 - 9533K-33 -

0.034 - 9533K-34 -

0.035 - 9533K-35 -

0.036 - 9533K-36 -

0.037 - 9533K-37 -

0.038 - 9533K-38 -

0.039 - 9533K-39 -

0.040 - 9533K-40 -

0.041 - 9533K-41 -

0.042 - 9533K-42 -

0.043 - 9533K-43 -

0.044 - 9533K-44 -

0.045 - 9533K-45 -

0.046 - 9533K-46 -

0.047 - 9533K-47 -

0.048 - 9533K-48 -

0.049 VS10535 9533K-49 HR S high altitude 8000-12000 ft (186ci)

NOTE

1

0.050 7403431 9533K-50 48, 50, FJ (132.5ci)

0.051

7405264

VS10534

-

48, 50, FJ, FE, FC (132.5ci) FB, EK, EJ (138ci)

EH high altitude 8000-12000 ft, HD economy (149ci)

HR high altitude 8000-12000 ft and economy (161ci)

HR S high altitude 4000-8000 ft (186ci)NOTE 1

0.052 - - -

0.053

7420385

VS10533

- EH high altitude 4000-8000 ft (149ci) HR high altitude 4000-8000 ft (161ci)

HR S (186ci)NOTE 1

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0.054 - - -

0.055 7420388 -

EH, HD (149ci) HR (161ci)

EH high altitude 8000-12000 ft, HD economy and X2 (179ci)

HR economy and X2 (186)

0.056 - - -

0.057 7424569 - EH high altitude 4000-8000 ft (179ci)

0.058 VS10185 - EH, HD excluding X2 (179ci)

HR excluding S and X2 (186ci)

0.059 7420412 - EH, HD excluding X2 (179ci)

0.060 - - -

0.061 - - -

0.062 - - -

0.063 - - -

0.064 - - -

0.065 - - -

0.066 - - -

0.067 - - -

0.068 - - -

NOTE1: HR 186S engines (WW Stromberg) have a different main metering jet to the B-Model Stromberg carburettors used in earlier Holdens (and Stromberg 97s). The 186S main metering jet is

15/32” long overall, and can be further identified by a line

stamped under the jet size on the shank and a 1/32”x

1/64” groove cut into the

shank (as per the image to the right). The earlier B-Model (and Stromberg 97s) Stromberg carburettors had main metering jets with an overall length of 33

/64” with no grooves cut in the shank (as per the image to the left). The metering orifice in the two types of jet are different, and produce different flow characteristics (e.g. the 0.051” main metering jet used in the EK Holden

will flow differently to the 0.051” main metering jet used in the HR 186S engine high altitude 4000-8000 ft operation). This means that although you can use WW main metering jets in a B-Model carburettor, the range of the WW jets is different to the B-model ones – this can make things tricky when “stepping through the jet sizes” during tuning. The simplest way can be to make sure that all the jets you are “stepping through” are either all WW or all B-model.

Changing the main metering jet is as simple as:

stopping and letting the engine cool (as some fuel will be drained onto the inlet manifold),

removing the main metering jet plug (44) with a stubby flat-head screwdriver (or the fancy tool that comes with some jet keys),

removing the main metering jet (42) with a Stromberg jet key (or GMH tool 6A12) and screwing the new jet in,

replacing the metering jet plug gasket (43) and reinstalling the main metering jet plug (44).

There is also an aftermarket adjustable main metering jet (sometimes referred to as an adjustable main jet or adjustable jet, American Auto Parts SBP-039) available for Stromberg carburettors. The adjustable main metering jet is essentially a needle valve that screws into (and replaces) the original main metering jet plug. The adjustable main metering jet is used in conjunction with a special main metering jet that is much larger than the engine will ever need. The special jet (pictured in the lower left of the adjacent photograph) has a tapered seat to suit the needle – standard main jets have a square shouldered jet. In this case the special jet does not provide the restriction to do the metering – the needle valve does.

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Adjustable main jets have their good points (you only need to buy one adjustable jet rather than several fixed jets to get the right one), together with their shortcomings (the temptation to fiddle with them or go hunting for better fuel economy can lead to over-lean conditions and burnt valves, the o-ring seal can leak over time). As an initial tuning point, the following may be used:

bring the engine up to operating temperature,

hold the engine speed at around 3000-3500rpm (mid throttle).

Slacken the lock nut on the adjustable jet then screw the adjuster in slowly until the engine speed starts to alter and run a little bit rough. Wind back the adjuster until the engine speed pick up and the engine no longer runs rough.

Tighten the lock nut.

There are a number of ways to select the correct main metering jet (or correctly adjust an adjustable main metering jet):

reading the spark-plugs,

measuring exhaust gas carbon monoxide, and

running the car on a dyno/strip (more applicable to the power bypass jet – see section 2.5.5 below).

Each of these methods should be undertaken in conjunction with road testing, looking for stumbles, flat spots, drivability and fuel consumption.

Reading the colour of the spark plug electrodes (and to a lesser extent the colour of the exhaust pipe) provides a cheap and easy guide to correct main metering jet choice. This technique involves driving the vehicle for a run (up to operating temperature and a moderate distance at “cruise” conditions – not all at idle or full throttle!). After stopping then cooling down the engine, each plug is removed in turn and the colour of its electrode compared. Today the use of unleaded fuels and high-energy ignition systems has made this method much harder because very little color is seen on the spark plug; however the pictures below give some guidance:

A more full description of spark plug readings can be found at

http://www.classiccarhub.co.uk/articles/spark_plugs.html.

Overly lean (main metering jet is too small). Whitish or pale deposits. May also be seen by erosion of the spark plug electrode or detonation damage of the insulator.

Correct jetting: electrode deposits are slight and not heavy enough to cause any detrimental effect. Colour is brown to greyish tan colour, and minimal amount of electrode erosion.

Overly rich (main metering

jet is too large): Soft, black,

sooty deposit.

http://www.classiccarhub.co.uk/articles/spark_plugs.html

Page 66 of 148

A much more accurate way to tune the main metering jets is to measure the carbon monoxide (CO) in the

vehicle exhaust. CO is one of the gases in the engine exhaust (along with nitrogen (N2), carbon dioxide

(CO2), water (H2O), hydrocarbons (unburnt fuel, often written as HC), and various nitrogen oxides (NOX)

and sulphur oxides (SOX). The amount of CO in a vehicle exhaust is an indicator of the air/fuel mixture

being supplied to the engine, and thus is an excellent way of tuning jet sizes on carburettors.

Manufacturers typically specify a CO level somewhere within the range 0.5% to 3.5% by volume. At CO

levels higher than this there is a loss in economy, and at very rich settings, typically 8% to 10% CO, the

onset of poor running occurs, characterized by the particular engine sound that is known as “hunting”. It

should be noted that an engine, even in good overall condition, will show a fluctuation in idle CO over a

period of time, of typically 0.5%. To measure CO, a sample probe is placed into the exhaust pipe and an

exhaust gas analyser unit “reads” the CO in the exhaust. The other readings that some exhaust analyzers

provide include HC (the best mixture gives you the lowest HC), CO2 (the best mixture gives you the

highest CO2 reading) and O2. Whilst workshop units can cost in excess of $4000, a simple and cost

effective exhaust analyser (the “Gastester Digital”) is available from Gunsen for around $250 (see

http://www.gunson.co.uk/item.aspx?item=1835). This would not be a bad investment if you are planning

to tune a few early Holdens over the years. Using this analyser, some starting points for tuning would be

to tune to 0.75-1.25% CO (1–3% CO for a lumpy-cammed engine) at cruise conditions.

8.7 Power Bypass Jets

The purpose of the power bypass jet is to provide the correct air/fuel mixture under heavy throttle

positions (towing, moving up hills or racing). Whilst the factory jet sizings are a good starting point (see

table below), changes in fuel quality in the last fifty years again makes for some tuning change.

A number of power bypass jets are available for Stromberg carburettors, both factory and aftermarket.

Power bypass jets are stamped with the jet size in drill number (e.g. a jet stamped 56 has a Nº.56 drill or

0.0465” diameter hole drilled in it).

Of note:

I have listed below the power bypass jets made by Stromberg Carburetor Ltd for Stromberg 97

carburettors. The Stromberg 97 (model EE-1) power bypass jets commonly available for the

hotrodder market do fit the B-Model carburettors. The only difference is that the head of the B-model

jet is 0.407” diameter, whilst the head of the Stromberg 97 (EE-1) jet is 0.395” diameter

(see image to the right). Despite the slightly smaller head, the Stromberg 97 power

bypass jet seats well in the B-Model body. Note that Stromberg Carburetor Ltd are also

able to supply customs sizes other than those listed below, though you must order through one of

their dealers. Rocket Industries is the Australian dealer for Stromberg Carburetor Ltd, and stock the

Nº.69 power bypass jet at the time of writing this document. Rocket Industies are able to ship in the

other sizes in a weeks delivery time. Note that the Stromberg Carburetor Ltd jets are at the small

(lean) end of the scale, and are more likely to be useful to those running twin or triple carburettors, or

for single carburettored grey motors rather than for red motors.

In theory the power bypass jet can be drilled out to a larger size (giving a richer mixture under

load), though the drilling process would need to be very careful, as the area immediately

behind the jet hole (marked by the red arrow in the diagram to the right) contains a small

valve stem and spring which could readily be drilled through. A blind drill bit would again be

preferable…my guess is that finding a set of blind jet drills would be like finding rockinghorse

poo.

The table below provides some guidance for initial tuning (the bigger the main metering jet size, the more

leaner the engine runs – this is the opposite of main metering jets!):

http://www.gunson.co.uk/item.aspx?item=1835

Page 67 of 148

Jet Size Diameter GMH Part Number Stromberg Carburetor

Ltd Part Number

Standard for

← L

EA

NE

R

54 0.0550” 7424565 - EH (179ci)

55 0.0520” 7420747 -

EH, HD excluding X2, HR (179ci)

HR excluding X2 and S (186ci)

56 0.0465” 7420490 -

EH, HD, HR (149ci)

HR (161ci) HD normal and

economy excluding X2

(179ci) HR X2 and

economy (186ci)

57 0.0430” 7424564 - EH (149ci)

58 0.0420” -

59 0.0410” -

60 0.0400” - 9594K60 -

61 0.0390” - 9594K61 -

62 0.0380” - 9594K62 -

63 0.0370” - 9594K63 48, 53

(132.5ci)

64 0.0360” - 9594K64

65 0.0350” 7406899 9594K65

FB, EK, EJ (138ci)

HD economy (149ci)

HR economy (161ci)

66 0.0330” - 9594K66 -

67 0.0320” - 9594K67 FJ, FE, FC (132.5ci)

68 0.0310” - 9594K68 -

69 0.0292” - 9594K69 -

70 0.0280” - 9594K70 -

71 0.0260” - 9594K71 -

Note that whilst it appears that the HR Holden 186S (WW-Model) power bypass jet is interchangeable

with the early B-Model (and hence Stromberg 97) power bypass jets, the HR Holden valve has two Nº.56

drill (0.0465”) holes (i.e. much larger capacity) than the B-model single-hole power bypass valves. For

those seeking dual-hole WW power bypass jets, it is likely that Stromberg Carburetor Ltd (via Rocket

Industries) could supply a double-drilled jet.

Changing the power bypass jet is a little more complicated than changing a main metering jet. The process is as follows: 1. Remove the air cleaner wingnut, air cleaner lid and filter element. Slacken off the slot-head bolt

under the filter base then remove the base.

2. Slacken off the choke tube clamp screw (5) and choke wire clamp screw (3). Pull the choke cable out

from choke tube holder assembly (7). Leave the choke cable hanging from the firewall.

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3. Remove the cotter pin (not numbered in the drawing above) from the lower end of the fast idle rod

(18) then remove the rod.

4. Undo the five flat-head air horn attaching screws and lockwashers (10A) and the choke tube holder

attaching screw and lockwasher (10). Note that 10A and 10 are very similar – 10 is slightly longer to

allow for the thickness of the choke tube holder.

5. Lift off the air horn assembly (16).

6. Using a large flat bladed screwdriver, unscrew and remove the power bypass jet assembly (21) and

the associated gasket (22) from the main body (37). Screw the new power bypass jet assembly and

gasket in place.

7. Reverse the above steps to reassemble the air horn.

One method to tune the power bypass jet is to use timed acceleration runs (e.g. ¼-mile times), or top speed/power (e.g. dyno-tuning). This involves trial and error jetting changes to obtain the best results, and needs some moderate track or dynamometer time to get decent repeatable results. An easier way is to again tune using an exhaust analyser (particularly if you have the Gunson exhaust analyser described in Section 2.5.4 above). Some starting points for tuning would be to tune to 6.6% CO under load conditions. Whilst this could be reduced to 4% for engines with very good combustion chamber design, early Holden cylinder heads rarely meet this criteria.

8.8 Vacuum Power Piston

Whilst the Stromberg B-Model power bypass jet is readily able to be tuned for flow (bigger or smaller power bypass jet orifices), it is harder to tune for when (or at what vacuum) it opens. The standard vacuum power piston opens at 6”Hg. For most early Holden applications, there is approximately 17-21”Hg of vacuum at idle, meaning that the power bypass jet is well and truly shut at idle (as it should be). However, vehicles with a large overlap (lumpy) cam can idle at 6” Hg or lower. At this vacuum, the power bypass jet can open and will start to feed the mixture, leading to the vehicle “loading up” at idle. For these engines, a power valve is required that opens at lower vacuum. Whilst it is possible to disassembly the vacuum power piston (say to fit a lighter spring), the main stem has a very heavy swage that holds the assembly together. The photo to the right shows the stem swage (circled in red), which is visible after tapping out the covering cap (seen to the lower right of the image). The swage would be very difficult to remake when reassembling - it is likely that the stem would be inadvertently bent, rendering the piston useless. A pin is also possible (by cross-drilling the main stem), though not very practicable as the swage/pin would need to fit into the (fairly tight) piston recess. The simplest option is to modify the existing spring in-situ. To lower the vacuum setting (e.g. from the standard 6”Hg to 4”Hg), the spring in the power piston is shortened. To shorten the spring: 1. Set the idle mixture as described in 8.2 above. Check that the idle upper discharge holes have not

been uncovered at idle (i.e. that the secondary idle system is not the source of the excess fuel at idle) in line with the guidance in 8.2 above.

2. Ensure that the vehicle main metering jets are reasonably sized and not the cause of the over-richness at cruise. This may be done by placing a few small washers on top of the power bypass jet to prevent the vacuum power piston from depressing the pin, then checking the exhaust gas quality under cruise conditions (see 8.6 above). Remove the washers and refit the air horn assembly. Check that the exhaust gas quality now runs very rich again under idle conditions.

Having ruled out the idle and main metering systems as the source of excess fuel, shorten the spring: 3. Remove the air cleaner wingnut, air cleaner lid and filter element. Slacken off the slot-head bolt




Page 69 of 148







8. Remove the vacuum power piston using a pair of circlip pliers and carefully trim a single coil from the

spring with a pair of sidecutters.

9. Refit the vacuum power piston and refit the air horn assembly. Check that the exhaust gas quality,

and repeat the trimming steps until the vehicle returns to a reasonable idle quality.

10. Repeat steps 3-9 for cruise conditions if the vacuum is sufficiently low to allow the power bypass jet to open at cruise.

Note that it is also possible to increase the vacuum setting at which the vacuum power piston will open. This may be done to match the springs in multiple carburettor setups such that all carburetors open at the same vacuum. Increasing the vacuum setting is achieved by fitting brass washers under the spring, making the spring stiffer. To do this, 1. Remove the air cleaner wingnut, air cleaner lid and filter element. Slacken off the slot-head bolt










6. Remove the vacuum power piston. Compress the spring with your fingers and temporarily hold it in place with a cable tie. This prevents the spring being damaged whilst manipulating the washers below.

7. Take a 1/8” brass washer (I have used Zenith EBG4003‟s here from

Bunnings), and cut the washer on one side. Bend the washer open like a spring washer.

8. Fit the bent brass washer to the vacuum power

piston shaft and bend it back into shape, taking care that the washer cut closes.

9. Refit the vacuum power piston and refit the air horn assembly. Check that the exhaust gas quality,

and repeat the addition of washers until the desired opening point is achieved. The following table gives some guidance as to how the vacuum setting will change with various modifications to the vacuum power piston spring on BXOV-1 carburettors (the changes will be slightly different for the BXOV/BXUV carburettors installed from mid-EH Holden onwards which had a longer vacuum power piston):

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Spring Change Vacuum Setting (“Hg)

6 coils removed 1.5

5 coils removed 2.5

4 coils removed 3.5

3 coils removed 5

2 coils removed 5.5

1 coil removed 6

Standard 6 3/32” thickness of washers added 7

3/16” thickness of washers added 12

For vehicles that run wide-open throttle most of the time (like HQ Holden circuit racers), the Stromberg power valve is often removed (blanked off) and the main jet sizes increased to suit. Whilst this is suitable for full throttle performance, it will lead to a very rich “cruise” condition and is not recommended for street use.

8.9 Troubleshooting

It is common knowledge that “carburettor” is French for “don‟t F%@# with

it”. Many Australian children have learnt to swear from listening to the

carefully phrased epithets gently wafting from the open bonnet of an early

Holden. The guidance below may assist in hunting down the cause of early

Holden Stromberg issues (and perhaps prevent your children from

developing their vocabulary). Of note, many ignition and timing issues are

found to be the real cause of what is perceived to be a “bad carby” – the

following table assumes all electrical and timing issues have been resolved.

Fault Part to Check Condition to

Look For Remedy

Carburettor flooding

Float needle and seating

Worn or dirt on seat.

Replace or clean the float needle and seating.

Float Punctured or

damaged. Replace the float.

Fuel level Too high. Reset to correct float level (bench) or fuel level (on-vehicle).

Fuel pump Pressure too

high.

Service the fuel pump, or check that replacement electrical pump pressures are compatible (4½ psi maximum).

Difficulty cold starting

Main metering jet and idle tube

Obstructed.

Clear the main metering jet and idle tube by:

Remove the air filter assembly.

Start the vehicle and allow it to warm up to operating temperature.

Place your hand over the top of the carburettor air horn, and give the vehicle a number of full-throttle revs (don‟t panic… it won‟t suck you hand in!).

Remove your hand and refit the air cleaner.

, otherwise disassemble to clear.

Float bowl Dripping/weeping, leading to empty

float bowl on

Tighten the main metering jet plug and pump check valve plug. Replace the copper washers if leaks persist.

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startup.

Float needle and seating

Sticking closed. Replace the float needle and seating.

Fuel pump Fuel pressure and volume insufficient.

Service the fuel pump.

Fuel line (fuel tank to pump)

Leakage. Tighten all unions and replace them if leaks persist.

Choke valve

Not closing fully due to:

Bent choke shaft. Replace the choke shaft.

Choke valve rubbing on air

horn.

Slacken the securing screws slightly and centralize the valve plate.

Choke shaft bearing areas

coked (carboned) up.

Clean away the coke.

Air horn distorted. Replace the air horn.

Choke cable (wire) not

connected or snapped.

Tighten or replace the choke cable (wire).

Automatic choke valve not closing

correctly (HR 186S engines

only)

Check for free travel and good condition of all parts. Check and reset the thermostat and all other automatic choke settings.

Carburetor flange and inlet

manifold gaskets Air leaks.

Find the leaking gasket by spraying WD40 around the gaskets with the engine running (a cold engine will decrease the risk of the WD40 igniting off hot surfaces). Engine speed increases when WD40 is sprayed around leaking gaskets. Tighten nuts and replace gaskets if the leaks persist.

Difficulty hot starting

Float chamber baffle plate (HR 186S engines

only)

Baffle plate missing.

Install a new baffle plate.

Idle tube Obstructed.

Clear the idle tube by:





, otherwise disassemble to clear.

Incorrect type Replace with the correct type idle tube.

Fuel level Too high.

Ensure the float is not punctured or damaged. Reset to the correct float level (bench) or fuel level (on-vehicle). If the level builds up, check the float needle and seating and the fuel

Page 72 of 148

pump pressure (4½ psi maximum).

Idle vent valve (BXUV-2, BXV-2

and WW carburettors

only)

Incorrect opening Set the idle vent valve to the correct lift.

Choke valve

Not opening fully due to:



horn.






Choke lever return spring

broken. Replace the choke return spring.

Choke cable (wire) not

connected or snapped.

Tighten or replace the choke cable (wire).

Choke cable too short.

Adjust the choke cable to allow 1/8” slack in

the cable when choke is fully open.

Automatic choke valve not opening

correctly (HR 186S engines

only)

Check for free travel and good condition of all parts. Check and reset the thermostat and all other automatic choke settings. Ensure the hot air pipe is not loose, blocked or broken. Replace the thermostat cover gasket and tighten the cover screws securely. Check that the throttle body hot air vacuum hole is clear.

Poor idling

Idle tube

Obstructed.






, otherwise disassemble the idle tube to clear.

Incorrect type Replace with the correct type idle tube.

Not seating at shoulder (B-

Model) or collar near head of tube

(WW-model).

Replace the idle tube (all Models). Tighten the idle tube securely (B-Model carburettors)

Idle air bleed Carboned up or

obstructed. Clear the obstruction, taking care not to enlarge the idle bleed hole.


Obstructed. Clear the idle discharge holes by:


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Otherwise manually clear the obstruction, taking care not to enlarge the idle discharge holes.

Idle restrictor rod (BXUV-2 and

BXV-2 carburettors)

Idle restrictor rod missing.

Install an idle restrictor rod.

Throttle shaft bearing areas

Worn and leaking air.

Find leaking bearing areas by spraying WD40 around the outside of the air horn with the engine running (a cold engine will decrease the risk of the WD40 igniting off hot surfaces). Engine speed increases when WD40 is sprayed around leaking bearing areas. Rebush the worn bearing areas.

Throttle shaft Worn. Replace the throttle shaft.

Carburetor flange and inlet

manifold gaskets Air leaks.

Find the leaking gasket by spraying WD40 around the gaskets with the engine running (cold engine will decrease the risk of the WD40 flashing off). Engine speed increases when WD40 is sprayed around leaking gaskets. Tighten the flange nuts and replace the gaskets if leaks persist.

Throttle body bore

Carboned up. Clean the throttle body bore.

Throttle valve

Carboned up. Clean the throttle valve.

Throttle valve rubbing on

throttle body.


Idle needle valve

Bent or damaged taper.

Replace the idle needle valve.

Incorrectly set. Adjust to the correct setting.

Fuel level Too high or too

low.

Ensure the float is not punctured or damaged. Reset to the correct float level (bench) or fuel level (on-vehicle). If the level builds up check the float needle and seating and the fuel pump pressure (maximum 4½ psi).

Air horn gasket (HR 186S

engine only)

Not sealing idle passages and

vacuum channels.

Replace the air horn gasket and tighten the securing screws evenly.

Throttle body to main body

gasket

Not sealing idle passage.

Replace the throttle body to main body gasket.

Throttle lever Loose on shaft. Tighten the throttle lever shaft nut.


and WW Incorrect opening Set the idle vent valve to the correct lift.

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carburettors only)

Choke kick diaphragm and

connecting hose (HR 186S

engines only)

Leaking. Replace the diaphragm or hose.

Dashpot (HR 186S engines

only)

Plunger clearance

incorrect, dashpot plunger

misaligned.

Set the plunger clearance to specifications correct plunger alignment.

Poor acceleration and flat spots

Accelerator pump piston

Piston leather worn, creased,

too hard, too soft or loose on shaft. No or little fuel is

seen in carburettor throat when throttle is

pressed.

Replace the accelerator pump piston.

Accelerator pump piston

spring

Insufficient or excessive tension.

Replace the accelerator pump piston spring.

Accelerator pump linkage and throttle

linkage

Worn (sloppy), allowing lost

motion.

Replace the worn parts, or fit a Fuelmiser Lost Motion Spring.

Accelerator pump stroke

Incorrect stroke. Reset the pump stroke to the correct measure (bench or in-vehicle). Ensure the pump link is on the correct (middle) hole of pump lever.

Accelerator pump intake check valve

Obstructed by dirt or not seating. No

or little fuel is seen in

carburettor throat when throttle is

pressed.

Clean or replace the accelerator pump intake check valve.

Accelerator pump bypass

valve

Not seating, corroded or

incorrect size. No or little fuel is

seen in carburettor throat when throttle is

pressed.

Replace the accelerator pump bypass valve.

Accelerator pump nozzle

(HR 186S engines only)

Nozzle obstructed. No or little fuel is seen

in carburettor throat when

throttle is pressed.

Clean or replace the accelerator pump nozzle.

Leaking nozzle gasket. No or little

Replace the accelerator pump nozzle gasket.

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fuel is seen in carburettor throat when throttle is

pressed.

Obstructed pump channels. No or little fuel is seen



Clean the accelerator pump channels.

Accelerator pump jet (B-

Models)

Obstructed. No or little fuel is seen



Clear the accelerator jet and pump channel with air pressure.

Idle tube Partially

obstructed.






Otherwise disassemble and clear the idle tube with air pressure or replace.


Obstructed.

Clear the idle discharge holes by:





Otherwise manually clear the obstruction, taking care not to enlarge the idle discharge holes.

Idle mixture setting

Too lean. Adjust the idle mixture screw to give a richer setting (screw them out).

Main metering jet

Wrong size or obstructed.

Replace the main metering jet.

Vacuum power piston

Worn, damaged or stuck in the up

position. Replace the vacuum power piston.

Power bypass jet

Obstructed or corroded.

Clear the obstruction or replace the power bypass jet.

Fuel level Too low. Reset to correct the float level (bench) or fuel level (on-vehicle).

Automatic choke valve (HR 186S

Not opening correctly.

Check for free travel and good condition of all parts. Check and reset the thermostat and all

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engines only) other automatic choke settings. Ensure the hot air pipe is not loose, blocked or broken. Replace the thermostat cover gasket and tighten the cover screws securely. Check that the throttle body hot air vacuum hole is clear.

Multiple carburettors

Not synchronized. Synchronise the carburettors.

Oversized venturi.

Fit a smaller venturi carburettor pair or install venturi sleeves.

Lack of maximum

speed or power

Air cleaner Choked

(blocked). Clean the air filter element, or replace the element if it is the dry element type.

Throttle valve Not opening fully. Adjust the throttle linkage.

Fuel supply Insufficient. Clear any obstructions in the fuel lines and check the fuel pump for correct delivery volume and pressure.

Main metering jet

Obstructed, wrong size or

type, damaged.

Clear the main metering jet by:





Otherwise manually clear the obstruction, taking care not to enlarge the main metering jet hole or replace the jet.

Main discharge jet

Damaged tip, crushed or

enlarged side holes.

Replace the main discharge jet.

High speed bleeder

Enlarged high speed bleeder

hole. Replace the high speed bleeder.

Vacuum power piston

Stuck in the up position.

Clean the vacuum power piston and bore. Replace the vacuum power piston if damaged. Do not lubricate the vacuum power piston or bore.

Power bypass jet

Incorrect size, corroded or obstructed.

Replace the power bypass jet. Clear the power bypass jet passage with air pressure.

Fuel level Too low. Reset to the correct float level (bench) or fuel level (on-vehicle).

Choke valve

Not opening due to:



horn.






Choke lever Replace the choke return spring.

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return spring broken.



the cable when the choke is fully open.

Automatic choke valve (HR 186S engines only)



Excessive fuel consumption

Carburettor, fuel lines and fuel

tank Leakage.

Replace the gaskets and washers and tighten unions.

Idle tube Loose in body. Tighten the idle tube.

Main metering jet.

Wrong size, wrong type or

damaged. Replace the main metering jet.

Main discharge jet.

Damaged tip, bad top shoulder seat,

bad seat with main metering jet,

side holes crushed or obstructed.

Replace the main discharge jet.

High speed bleeder.

Obstructed. Clear the high speed bleeder with air pressure or replace.

Fuel level. Too high.

Ensure the float is not punctured or damaged. Reset to the correct float level (bench) or fuel level (on-vehicle). If the level builds up check the float needle and seating and fuel pump pressure (maximum 4½ psi).

Vacuum power piston.

Worn, damaged spring, stuck in

the down position,

blockage in vacuum channel, PVC tape left on vacuum passage

following fuel level check.

Replace the vacuum power piston. Clear the channel.

Power bypass jet.

Wrong size, valve not seating,

washer defective or missing.

Replace the power bypass jet and washer.

Accelerator pump link

In furthest pump lever hole (pump stroke too long)

Place the pump link in the centre hole of the pump lever.


and WW carburettors

only)

Incorrect opening Set the idle vent valve to the correct lift.

Choke valve Not opening due

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to:



horn.






Choke lever return spring

broken. Replace the choke return spring.



the cable when the choke is fully open.

Automatic choke valve (HR 186S engines only)



Multiple carburettors

Not synchronized. Synchronise the carburettors.

Oversized

venturi. Fit a smaller venturi carburettor pair or install venturi sleeves.

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9 Bigger Stromberg Swap

There are some engine combinations where the original single-barrel Stromberg carburettor becomes

restrictive. It is common practice for enthusiasts to go hunting for a larger carburettor in the search for

more power. Carburettors are often rated in terms of the amount of fuel/air mixture they can flow at a

given manifold vacuum. The flow rate is expressed in cubic feet per minute, or CFM. Care needs to be

taken though in that a given carburettor may have several different venturi sizes, and hence several

different flowrates (for example the BXUV-2 carburettor was offered in both 1/32” and

3/32” venturi sizes for

early Holdens). The manifold vacuum used to measure flow rate also varies. Some early published

ratings for 1-barrel (e.g. B –Model Stromberg) and 2-barrel (e.g. WW-Model Stromberg) carburetors were

measured at 3” Hg. 4-barrel carburettors (for example Holley 4150 carburettors) were rated at 1½”Hg.

The table below has been compiled from information on multiple websites. I have converted the

Quadrajet, Weber, and SU values to 3”Hg (they were published at 1.5”Hg). I have taken a single

published figure for Stromberg BXOV-2 carburetors (210CFM) and converted to the smaller BXOV-1 and

BXUV-2 carburettors by calculation based on the venturi and throttle bore diameters. The upshot of the

above is that the table below is very approximate, but should give some indication of the relative flowrate

achievable with different carburettors.

Carburettor Barrels Venturi diameter Flowrate (CFM @3”Hg)

Weber 38-DGAS 2 36mm/36mm 600

Rochester Quadrajet 4 2¼ “/1.35” 530

Mikuni 44 PHH 2 37mm/30mm choke 422

Holley 7448 (“350 Holley”) 2 13/16”/1

3/16” 350

SU HIF6 1 Variable 339

Weber 28/36-DCD 2 26mm/27mm 317

SU HS6 1 Variable 297

Stromberg BOV-2 (the “big brother swap”)

1 19/32” 287

WW Stromberg 2 128

/32”/ 128

/32” 280

Weber 32/34-DMTL 2 26mm/27mm 274

Weber 32/36-DGV 2 26mm/27mm 270

Weber 32/36-DGV 2 23mm/27mm 235

Stromberg BXV-2 1 15/32” 210

Stromberg BXUV-2 1 13/32” 201

SU HS4 1 Variable 201

SU H4 1 Variable 188

Holley EGC 2 11/16”/ 1

1/16” 185

Stromberg 48 2 11/32”/1

1/32” 175

Stromberg BXOV-1 1 13/32” 162

Holley 94/8ba 2 15

/16”/ 15

/16” 162

Stromberg LZ 2 1”/1” 160

SU H2 1 Variable 156

Holley 94/59 2 15

/16”/ 15

/16” 155

Stromberg 97 2 31

/32”/ 31

/32” 150

Holley 92 2 7/8”/

7/8” 142

Stromberg 81 2 13

/16”/ 13

/16” 135

I will focus here on fitting larger Stromberg carburettors. The BXOV-1 Stromberg fitted to Holden grey

motors is very similar in design and operation to those fitted to later red motors. It is tempting to fit a later

(and bigger) BXV-2, BXUV-2, or larger Stromberg carburettor - venturi sizes start at 11/32" (grey motors),

and move through 13/32" (149ci and 161ci red motors) and 1

5/32” (173ci, 179ci and 186ci motors) to 1

7/32”

(202 motors). Note that these are not hard and fast rules though as there are some small venturis used

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on larger motors (for example HR and HK 161ci taxi engines used 11/32” venturis). Fitting a larger

Stromberg carburettor can lead to better open-road performance on a standard grey motor, and is often

done where racing vehicles need to comply with class requirements. For example:

the current CAMS Group Na rules require carburettors to be of the make and model originally

available pre-1958, though bore size is free.

CAMS Group Nb (the old Appendix J and Group N class) rules allow later models of carburettors

which were available in the period pre-1965 to be used, even with different throat sizes, provided

that the outward appearance is the same.

Australian Speedway Lightning Sprints may use two single barrel Stromberg carburettors of 15/32”

venturi which must be externally stock standard though may be converted to methanol internally.

The following provides some guidance for swapping to a larger Stromberg carburettor:

Care needs to be taken in that the bolt spacing for the BXOV-1 carburettor (23/8”) is

different from that of the BXUV-2 and BXV-2 carburettors (211

/16”). The standard

grey motor inlet manifold can be removed and the studs ground off. The manifold

is then drilled and tapped to suit the larger bolt spacing. An alternative method is to

make a spacer plate and use offset studs.

The BXOV-1 throttle bore diameter (15/16”) is identical to that of the BXUV-2

carburettor, but smaller than the BXV-2 carburettor (17/16”). The centre of the

standard grey motor manifold will need to be ground out to meet the increased

throttle body bore if using the BXV-2 or larger carburettors. Care needs to be taken

that the gaskets used match up to the new bore size – no use having a large bore

carburettor if it‟s trying to breathe past a tiny gasket hole.

The stock inlet manifold can be made to breathe easier by splitting the

manifold lengthwise across the flanges and grind out the centre of the

manifold. The manifold is then furnace brazed back together. This was an

old production class racing trick used when Holden inlet manifolds were

class mandated.

Moving to a larger Stromberg carburettor means that the carburettor will

need to be re-tuned in its new home – the stock idle settings and jets may

not be applicable to the smaller motor, and may need to be downsized to get a reasonable tune.

There is a “big brother” swap that has been used in some dedicated race

vehicles. This utilizes the Ford Stromberg with 19/32” venturis from 250ci 1V

Ford motors (later 250ci 2V crossflow motors used twin-venturi Strombergs

and Webber carburettors). Some caution is needed in fitting a carburettor this

big to a grey motor – the Ford carburettor was originally designed for vehicles

with almost double the cylinder capacity of the Holden grey. Serious

headwork, valve train, exhaust (and the accompanying bottom end to stop it

all grenading) is required to run the “big brother” single Stromberg carburettor.

Whilst I‟m no Ford expert, Falcon XA/XB (and maybe XY) and Cortina TC/TD

250ci 1V engines (lower right image) were BOV-2 type. These have a

“normal” flange (not a cross-flange like the BXOV-1), and put the linkage in an

awkward position for the standard grey motor manifold (not to mention

running the float north-south, where acceleration surge will play with fuel

level). The Falcon XC, XD and TD/TE/TF (upper right image) were a form of

BX carburettor with a cross-flange similar to Holdens. These would appear to

orient the linkage and float correctly for the original grey motor manifold.

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10 Multiple Carburettors (Twins and Triples)

Whilst twin and triple carburettors were never available from the factory for early Holden grey motors (the

first twins being available on HD Holden 179ci X2 red motors long after the death of the grey motor), they

remain a popular period-correct performance addition to many vehicles. Some enthusiasts believe that

multiple carburettors offer an advantage where the fuel has less far to travel down the manifold

(compared to a single, larger or two-barrel carburettor). This infers less fuel drop out and better supply.

Spreading the fuel supply points (from one point to two or three along the manifold) can also assist in

getting more even fuel distribution to the cylinders – the single Stromberg carburettor has a tendency to

“overfeed” the centre cylinders at the expense of cylinders one and six. Alternatively, other enthusiasts

believe that the multiple power valves associated with twin and triple Stromberg carburettors can supply

too much fuel and do not open simultaneously, leading to erratic transition from cruise to power.

The Holden grey motor is renowned for being “asthmatic”, with twin carburettors one way of making them

breathe easier. Whilst it helps to be able to breathe in more, it is of little use if you can‟t breathe it out. The

factory Holden grey motor exhaust manifold is just as restrictive as the inlet side, and is best modified

(headers or extractors) to get the full benefit of multiple carburettors.

10.1 Carburettor Model and Manifold Choice

Assuming that you have a manifold and are trying to decide on what

carburettors to fit to it, the starting point will be to make two measurements –

the bolt spacing, and the throttle bore diameter (see picture to the right).

The bolt spacing, is measured between the studs (or bolt hole) centres on the

manifold. The bolt spacing for the BXOV-1 carburettor (23/8”) is different from that of

the BXUV-2 and BXV-2 carburettors (211

/16”). Although you can sometimes drill and

retap the manifolds to change the bolt spacing, it is a lot easier to choose the right

carburettors to suit the manifold.

The throttle bore diameter is measured across the “holes” in the manifold. If the

carburettor and manifold throttle bore diameters do not match up, the resultant “step”

in the fuel path can lead to either fuel drop-out or reduced flow. The throttle bore

diameter for the BXOV-1 and BXUV-2 carburettors (15/16”) is different to that of the

BXV-2 carburettor (17/16”). It is possible to mill out a 1

5/16” manifold to 1

7/16”, or to

swap a BXOV-1/BXUV-2 throttle body onto a BXV-2 carburettor, it is again easier to

choose the right carburettors to suit the manifold.

Having made the two measurements, it is now time to think about what venturi size to pursue. Most

enthusiasts find that for Holden grey motors, the Stromberg carburettor of choice in twin and triple

applications is the BXOV-1 or HD/HR/HK taxi BXUV-2 (both have 11/32” diameter venturis and the same

throttle bore diameter, just different bolt spacing). Whilst it is possible to run the larger BXUV-2 (13/32”

venturi) or BXV-2 (15/32” venturi) carburettors in twin or triple configuration, there is no need to do so on

the grey motor. The larger venturi diameter can lead to decreased mid-range acceleration – see notes

below on venturi sleeves.

The table below summarises the different bolt spacings, throttle bore diameters and venturi sizes

available, together with the Code number stampings to look for on eBay and at swapmeets:

Page 82 of 148

Vehicle Holden 48-EJ

Holden HD 149ci and HR and HK 161ci economy (taxi) engines.

Holden EH 149ci engines, HD, HR, HK, HT, HG and LC 149ci and 161ci engines, some HD 179ci engines, HR and HK 186ci economy (taxi) engines and HR 186ci X2 engines.

Holden EH and

some HD 179ci

engines, HD, HR

(excluding taxi

and X2), HK

(excluding taxi),

HT and HG 186ci

engines

Stamping 23-105D, 23-3000 and 23-

3001

23-3011 and 23-3022

23-3002, 23-3005, 23-3007, 23-3009, 23-

3010 23-3012, 23-

3013, 23-3015, 23-3016, 23-

3019, 23-3021, 23-3023 and

23-3024

23-3003, 23-3008, 23-3006, 23-3014

and 23-3020

Bolt Spacing 23/8” 2

11/16”

Model BXOV-1 BXUV-2 BXV-2

Venturi Diameter 11/32” 1

3/32” 1

5/32”

Throttle bore diameter 15/16” 1

7/16”

Note that the venturi diameter is normally cast into the side of the main

body adjacent to the float needle valve seat (1/32” in the case of the

BXOV-1 carburettor pictured in the image to the right).

10.2 Linkages

Whilst there are a limited number of twin and triple carburettor throttle linkage kits available “off the shelf”,

in the end most linkages are made from an assortment of parts sourced from your local speed shop.

Speco Thomas manufacture a fair range of these components – see below.

Part Speco Thomas Part No. Image

W-clips 221139 (pack of 1) 221140 (pack of 2)

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Ball joint assembly 221093.A

Where „A‟ is the dimension shown in the image (2”-12” in 1” increments)

Ball joint rod 221094 (available 2”-12”)

Ball joint 221097 (left-hand thread)

221098 (right-hand thread)

Ball joint ball 221108 ¼” 221106

5/16”

Uniball 221099

Throttle rod 221150 (21” x 5/16”)

Throttle rod stops 221174 (pack of two, suits 5/16” rod)

Carburettor arm 221102 (suits 5/16” rod)

Accelerator cable clamp

221145 (3/16” swivel)

Accelerator cable stop

221146 (3/16” swivel)

Accelerator cable stop (holder)

221144 (¼” thread)

Stud and nut kits 221159 (¼”x

5/16”

221156 (2”x5/16”)

221158 (3¼”x5/16”)

Throttle springs 221163 (SU spring, swivel ends)

221166 (long)

There are a number of types of linkage setup, some of which are dependent on the manifold type. I will try

to describe them using the Speco Thomas part names above in italic text for clarity.

Page 84 of 148

The “W-clip” linkage – the aim of W-clip linkages

is to use a throttle rod (common shaft) to join

(marry) the original throttle shafts of the

carburettors together. Both carburettors thus

operate as one unit. One end of each W-clip slides

over the original carburettor throttle shaft, whilst the

other end clamps to the new throttle rod. Also

clamped to the throttle rod is a carburettor arm.

The carburettor arm needs to be moved to

operate the carburettors – this is most often

achieved by fitting an accelerator cable stop or

accelerator cable clamp to the end of the

carburettor arm and converting the vehicle to a

cable accelerator setup (see Section 10.2 below).

The carburettor arm has several sets of holes to

allow different accelerator pedal travels to be

accommodated. The pictures above show the W-

clip linkage in both twin and triple carburettor

format. Whilst fairly low cost, the W-clip linkage

must be removed in order to get to the main jets,

as the shaft is in the way. The shafts also develop

a considerable amount of slop over time due to poor clamping of the W-clips and carburettor arms.

In W-clip linkage setups, the choke plates on each of the carburettors should be linked (joined) together.

It is poor practice to connect just one choke and leave the other one (or two) swinging in the breeze as

they may swing closed. The chokes can be linked with a fixed length of steel or wire - you can even use a

hacksaw blade and use the two choke cable screws. For vehicles which do not operate in a cold climate,

the second (and third) choke plate may not be necessary, and the actuating lever can be wired into the

open position.

Note that the W-clips mount to the throttle shaft in two ways. On the rear carburettor, the pump lever nut

is removed, and the W-clip is slid over the throttle shaft before replacing the nut. On the front carburettor,

the W-clip similarly mounts under the throttle lever nut. However, on BXOV-1 carburettors, the throttle

shaft does not have a nut on the throttle lever end – the throttle shaft is peined over instead. On the later

BXUV-2 and BXV-2 carburettors the throttle shaft does have a nut on the throttle lever side. This means

that W-clips cannot be used on the BXOV-1 carburettors unless the throttle shafts are replaced. There

are also two types of W-clips being produced. The black W-clips seen beside the cadmium plated

carburettor arm and throttle rods in the two images above have D-shaped holes at one end, which allow

them to be slipped directly over the D-shaped profile of the Stromberg throttle shafts. The W-clips being

Page 85 of 148

produced by Speco Thomas have round holes at both ends, and must

be used with adaptors to fit to the Stromberg throttle shafts (see image

to the right). The adaptors are threaded at one end to fit the throttle

shafts, and round bar at the other end to fit the W-clips.

Manifold-mounted linkage - some manifolds can run a manifold-

mounted linkage. These linkages typically have a throttle rod

mounted to the inlet manifold – some by bolt-on brackets (see

image to the right, an off-the-shelf linkage stocked by American

Autos as part number LINKIT) and some by using loop bosses

cast into the manifold (see drawing below). Some also attach the

throttle rod to the top of the carburettor air horns (see pictures of a

Lanspeed manifold with red air cleaners in Section 10.8 below).

Like the W-clip linkages, manifold-mounted linkages aim to

operate the two (or three) carburettors equally. Two (or three) separate carburettor arms (one for each

carburettor) are clamped to the throttle rod and connected to each carburettor throttle lever by ball joint

assemblies. As the carburettors are not connected (married) together like the W-clip linkage, this type of

linkage is often referred to as a divorced setup. The throttle rod is again fitted with a single carburettor

arm which needs to be moved to operate the carburettors. Because the throttle rod is much longer than in

W-clip linkages, there is more ability to move the carburettor arm closer to the firewall, allowing many

manifold-mounted linkages to be connected by a ball joint assembly to the original throttle control

adjusting bracket. In some cases, the original lever on the upper cross shaft assembly is extended by a

piece of flat bar. The better type set-ups use hexagonal throttle rods to avoid the clamps slipping. The

beauty of divorced-type linkages is that each carburettor may be adjusted as it has its own ball joint

assembly. The image below shows a typical manifold-mounted linkage which uses loop bosses and the

original throttle control adjusting bracket – note that I have shifted the carburettors to the left of the image

and simplified the manifold outline for clarity.

Page 86 of 148

Similarly to W-clip linkage setups, the choke plates on each of the carburettors should be linked (joined)

together when using manifold-mounted linkages.

Progressive linkage – progressive linkages are normally seen with triple (though sometimes twin)

carburettors. Whilst this form of linkage also typically mounts to the manifold, the way in which the

carburettors operate is different. The aim of the progressive linkage is to allow the vehicle to operate on a

single carburettor at light loads (economy), with more carburettors being activated as the throttle opens

more (power). Setups are often made such that the middle

carburettor (in triple configurations) is the light-load

carburettor, with the two outer carburettors coming on line

under load. Off-the-shelf progressive linkages are widely

available, for example from Speedway Motors

(http://static.speedwaymotors.com/pdf/560-6271.pdf).

However, most of these linkages assume the carburettors

have aligned throttle shafts – Stromberg B-Model

manifolds normally have the throttle shafts between the

carburettors. Stromberg B-model progressive linkages

usually use either a sliding eye or sliding rod type

progressive ball joint connection (see image to the right). The carburettor used for light loads (labelled the

economy carburettor) is normally driven by the original throttle control upper rod (which sometimes must

be extended). This is indicated by the red arrow in the image above. The economy carburettor then drives

the other two carburettors (labelled power carburettors above) via the progressive ball joint connection.

The economy carburettor throttle arm can turn a significant amount before the sliding eye bottoms out (or

http://static.speedwaymotors.com/pdf/560-6271.pdf

Page 87 of 148

the sliding rod hits its stop) and the power carburettors start to be activated. A typical layout is shown

below:

Quite some thought is required to scratch-build a progressive linkage – for example, the economy

carburettor has little shaft movement left when the power carburettors open – this small movement must

be amplified into full throttle movement for the power carburettors by carefully selecting carburettor arm

length and angle. In progressive linkage setups, it is common to connect the economy carburettor to the

standard choke cable, and either wire the power carburettor choke levers fully open or remove the choke

plates. This is because at the low throttle startup conditions, only the economy carburettor is working –

the throttle plates on the power carburettors are fully shut. A triple Stromberg progressive linkage (see

pictures of a Speco manifold with rectangular chromed air cleaners) is also shown in Section 10.8 below.

Page 88 of 148

10.3 Accelerator Linkage to Cable Modification

With some manifolds and linkages, it is possible to use the original throttle linkage (the swinging bar type)

with a little bending. However, most manifolds and linkages will not allow their use no matter how much

they are bent. It is often easier to convert the throttle linkage to a cable type, eliminating the complex

linkage. A number of pedal/cable assemblies can be mounted into FB/EK Holdens, notably HZ Holden

and Commodore.

A neat (and simple) solution is to retain the

original FB/EK pedal, and modify it to suit the

cable from a Mitsubishi L300 Express van.

These vehicles were sold from 1980-1986,

and look similar to the photographs to the

right. Note that the later models however do

not have the required clevis at the cable end. The Mitsubishi L300 accelerator cable is quite long, and can

be shortened with a simple pair of sidecutters to the correct length once installed.

To undertake the conversion:

1. Remove all the throttle linkage except the pedal.

Remove the clip connecting the lower cross shaft operating rod to the accelerator pedal (under the

car),

Unbolt the lower cross shaft assembly (four phillips-head bolts located under the car).

Remove the clip connecting the upper cross shaft operating rod to the upper cross shaft assembly.

All the linkage from under the car should now fall out

Unbolt the upper cross shaft support (two phillips-head bolts per bracket, one bracket on drivers

and passengers side of firewall.

Disconnect the throttle control upper rod from the carburettor. All the linkage from in the engine bay

should now fall out.

Don‟t discard all the parts yet – the upper cross shaft support from the passenger‟s side makes a good

bracket for supporting the cable later.

2. Attach the Mitsubishi L300 accelerator cable clevis to the original Holden accelerator pedal, using the

hole that the lower cross shaft operating rod mounted to (under the car). The cable can be attached

with a pin and split pin, or by using a small bolt and nylock nut (do not overtighten the nut as it will bind

the clevis).

Page 89 of 148

3. The cable will now run into the cabin using the Mitsubishi L300 cable guide. You will need to drill a

hole in the floorpan for the cable to pass through, and another two for the cable guide mounting bolts.

Mount the cable guide using nuts, bolts and spring washers, with some sealant under the cable guide

to prevent water ingress to the cabin. The photographs above show the mounting of the clevis and

cable guide on a number of vehicles.

4. Run the cable inside the cabin, up the firewall (under the carpet/floor mat) and pass it out through the

grommet where the original choke cable passes through. The picture to the right

shows the cable routing with the carpet/floor mat removed.

5. The cable then passes across the engine bay to the carburettor throttle linkage. The

cable must be mounted, similar to the way that the choke tube holder assembly

mounts the original choke cable (the photograph below to the right shows a holder

assembly fitted to a Holley carburettor, and the photograph to the left to a twin

Stromberg setup).

6. The cable setup often feels much lighter than the original throttle linkage, and an extra (or heavier)

return spring can assist in returning the pedal feel. The photo below to the right shows a return spring

mounted off a bracket on the original battery tray.

7. The cable assembly should be checked and adjusted so that the carburettor both achieves wide open

throttle, and returns to idle. It‟s a good idea not to cut the cable to final length until this has been done.

In some cases, it may be necessary to extend the accelerator pedal lever (by welding on a piece of flat

bar) in order to get enough pedal travel to attain full throttle.

10.4 Fuel and Vacuum Lines

When plumbing twin and triple Stromberg carburettors, the terms “fuel rail” and “fuel block” are bandied about, making the fuel lines sounds a lot more complex than they really are. A fuel rail is really a piece of pipe feeding fuel to both carburettors, and a fuel block is really a glorified tee-piece. Fuel lines should be run from the fuel pump to an area close to the carburettors in steel line, supported to stop it rubbing due to vibration. Brake repair shops are not a bad place to get some fuel lines bent and fittings flared on, though try to run the lines in the largest size you are able to. Closer to the carburettors you can continue to run in steel line (neater), or you can run in rubber fuel hose. It is a good idea to double-flare fuel lines where they meet rubber hoses, as the rounded flare “lump” can stop the hose clamps (jubilee clips) blowing off – care needs to be taken though that the ends of the steel lines are smooth and will not cut the rubber hose. I have also seen quite a few fuel systems run in copper pipe, however many engineers frown on the use of copper pipe in fuel systems (and absolutely forbid it in brake systems) because vibration can lead to the copper lines work-hardening and cracking – cracked fuel lines under pressure at

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freeway speeds are no laughing matter. The photos below give some good guides as to how the fuel lines can be run. The original B-Model carburettors used on early Holdens had a vacuum connection (a steel line) that connected from the carburettor, snaked it‟s way around the rocker cover and connected to the distributor vacuum advance. This connection needs to be replicated in multiple carburettor setups. When thinking about this vacuum line, it is important to realize that there are two types of vacuum commonly tapped off a fuel system: • Manifold vacuum (sometimes referred to as full vacuum), which is used for brake boosters and

vacuum wipers. It is tapped off from the inlet manifold, or on the carburettor throttle body at a position below the throttle plates. You get more manifold vacuum when you take your foot off the throttle (this is why pre-EK vacuum wipers work so well when you lift your foot, but run poorly when you have your boot into it driving uphill in the pouring rain!).

• Timed-spark vacuum (sometimes referred to as distributor vacuum) is taken from above the throttle plates. Timed spark vacuum is exactly the same as manifold vacuum – except that it is shut off under zero throttle (i.e. under idle conditions, there is huge manifold vacuum, but zero distributor vacuum). The strategy behind distributor vacuum (generally used in later-model carburettors) is to remove vacuum advance at idle, causing the vehicle to run hotter and combust exhaust emissions (often with the help of air injection systems at the exhaust manifold).

Early Holdens were designed to run timed spark vacuum (the vacuum port connection is at the throttle body above the throttle plate – see diagram to the right). There is no harm in running distributor vacuum with multiple carburettors (by tapping into one carburettor and blocking the other one off - tapping into both carburettors and using a tee-piece is absolutely unnecessary). However, for cars with large cams (high valve overlap and poor vacuum), tapping into manifold vacuum (and blocking off the distributor vacuum ports on both the carburettors) can give better vacuum signal at idle, more advance and hence better idling. This can also reduce engine temperature at idle.

10.5 Venturi Sleeves

By adding a second (or third) carburettor, the “hole” to allow air into the engine has effectively doubled (tripled) in size. Whilst this is good for air flow, it can do some interesting things inside the carburettor, where pressure is critical. By doubling (or tripling) the “hole”, the pressure in the venturi has reduced. Of note:

The idle system, which operates below the venturi, still sees the same pressure and acts similarly to a single carburettor (see tuning notes below).

The main metering system takes vacuum signal from inside the booster venturi, which in turn takes signal from the main venturi. With lower pressure means that less fuel is taken per carburettor (though there are now two carburettors feeding). The slower air speed also means that the fuel delivered is not atomized as well as a single carburettor.

The accelerator system sees no difference in having two (or three) carburettors, as it is purely mechanical and not vacuum driven (see tuning notes below).

The power system sees no difference in having two (or three) carburettors, as it takes it‟s signal from the manifold pressure (just like the idle system).

The choke system sees no difference in having two (or three) carburettors as it operates above the venturi.

As can be seen from the above, running two (or three) carburettors can have an impact on the main metering system. This is often seen as good idle, then moderate initial acceleration (as the accelerator system works), then very sluggish acceleration while the main metering system gets the engine up to speed, followed by decent performance as the main system takes over. If the venturi diameter is reduced, the pressure issue goes away, and the sluggish performance is removed. Holden recognized this when it fitted twin carburettors to the HD and HR Holden red X-2 motors – the single BXV-2 carburettor with a 1

5/32” venturi was replaced with twin BXUV-2 carburettors with smaller 1

3/32” venturis. Unfortunately, for

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the smaller capacity grey motors the BXOV-1 carburettor has no locally available smaller-venturi alternative to use when fitting twin and triple carburettors. One way however to improve the sluggish performance is to fit venturi

sleeves (sometimes referred to as venturi restrictors), Venturi sleeves

increase air speed through the venturi, getting the good vacuum signal back

to the main metering system and helping fuel atomisation. This removes the

sluggish low-down acceleration. Venturi sleeves were once anecdotally

made by an FX/FJ enthusiast to fit the BXOV-1 carburettor, though enquiry

to find the person has come up empty. Venturi sleeves however are

available for the Holley 7448 carburettor (the legendary “Holley 350”).

Redline Performance venturi sleeves are available from American Auto Parts (part number 14-35) and

Barnes Performance (part number BP14-35). It must be recognized that the sleeves are made for a

venturi diameter of 13/16” , and must be filed back (so they close up more) when fitting to the 1

1/32” BXOV-

1 venturi. The filing appears to be extensive – almost ½”needs to be removed from the circumference.

The Redline Performance venturi sleeves are 0.035” thick (~1/32”), and if gapped correctly will change a

BXOV-1 venturi diameter from 11/32” diameter to 0.96” diameter (~

31/32”).

Note also that in fitting venturi sleeves, the signal sent to the main metering system is much stronger (i.e.

the main metering jet gets “sucked on” harder. This can lead to the main metering system running rich.

When fitting venturi sleeves, the main metering jets will need to be decreased in size to account for this

(see tuning notes below).

10.6 Synchronisation

When synchronizing multiple carburettors, the aim is to make the carburettors draw in equal amounts of

air (and hence fuel). If the carburettors are not synchonised, one carburettor can run richer than the other,

leading to some of the cylinders running richer (or leaner) than others. Carburettors are normally

synchronized at idle conditions.

There are a number of ways of telling if a carburettor is synchonised. The cheapest (and often very

effective) way is to listen to the carburettor. To use this method:

Disconnect the linkage that connects one carburettor to the other.

A piece of tube (often rubber fuel hose) is inserted into the open throat of one of the carburettors, just

near the top and without blocking off the air flow.

After listening to the “hiss” of the carburettor, the hose is moved to the second carburettor and the

throttle plates of both carburettors are adjusted (via the slow idle adjusting screw for Stromberg

carburettors) until the pitch and volume of the “hiss” is the same for both carburettors. This involves a

bit of to-and-fro adjusting and backing off both throttle plates so that the “hiss” is the same from both

carburettors at the same time that the idle speed is satisfactory.

Blip the throttle to see that the carburettors come back to an equal “hiss” (worn throttle shafts can

mean that the synchronisation may take a few goes).

Once the “hiss” is equal and the resultant idle speed is OK, the idle mixture is set by adjusting both

screws evenly (for Stromberg carburettors, this is the idle needle valve).

After setting the idle mixture, the carburettors are again synchronized by listening to the “hiss”.

Reconnect the carburettor linkage, and listen to the “hiss”. If one carburettor now draws more, adjust

the carburettor linkage until it is back to roughly equal.

Bring the engine speed up to approximately 1500rpm, and again listen for the “hiss”. If one

carburettor is significantly different from the other, examine the carburettor linkage to identify the

reason why. If the reason cannot be found, the idle setting on one carburettor may be increased and

http://barnesperformance.com.au/shop/images/14-35.jpg?osCsid=57d38a82ed4e994868305bb0c8127a71

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the setting on the other decreased to allow the carburettors to be in balance under load. This is not a

great practice, and it is far preferable to balance the linkages (for example by adding washers under

some of the arms).

An alternative method is to use a carburettor synchronisation tool such as the Holley Carburetor Synchronizer shown in the lefthand image, or the Edelbrock Uni-syn tool shown in the middle image. A genuine service tool as also made by Coxhead for GMH twin carburettor balancing – see righthand image. Synchronisation tools measure the flow of air and give a reading (normally by a float tube or dial). The process for synchronisation with a tool is the same as the above listening method, though instead of getting the same “hiss” from each carburettor, you are aiming to get the same float-tube reading.

A further alternative is to use a manometer (essentially a 6‟ length of clear plastic tube ½ filled with water

or kero). The two ends of the manometer tube are connected to the carburettor above the venturi. The

vacuum in the carburettors sucks on both ends of the tube – if one carburettor has more vacuum, the

water lifts up higher in that side. This works on some carburettors that have a spare vacuum tapping, like

motorbikes. It‟s not applicable for most cars though as they do not have a vacuum tapping point. Although

it would be possible to use the 1/8” NPT port used to connect the vacuum advance line to the throttle

body, the port is located very close to the throttle plates. Turbulence in this area would not provide a

sufficiently accurate pressure measurement in order to use a manometer.

10.7 Tuning

Once the carburettors are synchronized, they may be tuned. Generally, multiple carburettors are tuned by

running the same size main metering jets and power bypass jets in all carburettors, then following the

same principles as for tuning single carburettors. Some notes which may help:

In multiple carburettor setups, it is possible that the idle system can overfeed the motor. Normally the

idle screws allow enough adjustment that the idle can be leaned up enough even though there are

two or three carburettors feeding. However, once the carburettors come off idle, the secondary idle

system comes into play. The upper two idle discharge holes are not controlled by the idle mixture

screw, but only by the size of the idle tube. The upper two idle discharge holes can thus overfeed the

motor causing it to run rich under cruise conditions (i.e. the secondary idle system is doing some of

the job of the main metering system). It is possible to down-size the main metering jets to

compensate (easier), or to down-size the idle tubes to supply less fuel. Whilst all the grey motors had

the smaller Nº. 70 drill (0.0280”) idle tube, some of the red motors had the larger Nº. 68 drill (0.0310”)

idle tube. The table in Section 5 gives some guidance as to which vehicles to hunt down to find the

smaller idle tubes. The WW Stromberg idle tube used in HR186S engines is of different design (see

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image below to the right), and is not interchangeable with the earlier B-Model idle tubes (image to

the left).

Whilst the Stromberg 97 (EE-1) idle tube is interchangeable with the B-model idle tube, I understand

that Stromberg Carburetor Ltd supply only the Nº. 70 idle tube for Stromberg 97s.

It is easier to run fixed main metering jets rather than adjustable main metering jets. Even if the jets

are “screwed out” the same as each other, it is a lot more difficult to ensure that they are “screwed

out” the same. At the extreme, it can lead to one carburettor (and hence one or more cylinders)

running rich whilst others run lean.

Main metering jets will be a lot smaller than when running a single carburettor. 46, 47 or 48 jets on a

standard to mild grey motor is a good starting point for twin or triple Stromberg carburettors (though

will need to be tuned as all engines run differently).

With two accelerator pumps running, the amount of fuel being delivered with each pump shot can be

excessive (this may be seen by hesitation during acceleration, or by a puff of black smoke when

initially accelerating). The accelerator pumps may need to be tuned as per the guidance in section

6.3 above.

Tuning multiple power bypass valves can be a challenge, as differences in the vacuum

power pistons (and manifold pressures at each carburettor) can see each of the power

bypass valves opening at different times. Some enthusiasts solve this by deleting the valves

(blocking them off) and running much richer primary metering jets. Whilst this may solve the

issue at full throttle, it will lead to a very rich “cruise” condition and is not recommended for

street use. Typically the power bypass jets will need to be reduced from Nº.67 drill to Nº.70

drill jets when running multiple carburettors. Note that whilst it appears that the HR Holden 186S

(WW-Model) power bypass jet is interchangeable with the early B-Model power bypass jets, the HR

Holden valve has two Nº.56 drill (0.0465”) holes (i.e. much larger capacity) than the B-model single-

hole power bypass valves.

Using multiple carburettors means that the flow to individual cylinders can be a lot better than a

single carburettor set-up. In twin-carburettor set-ups, the front carburettor tends to feed the front

three cylinders, whilst the rear carburettor feeds the back three cylinders. Generally, there is little

variation in fuel fed to the front and back three cylinders in this case. Triple carburettor manifolds

however tend to feed the front two cylinders from the front carburettor, cylinders three and four from

the middle carburettor and the back two cylinders from the rear carburettor. In this case, differences

in carburettors can lead to some cylinders being starved. Some enthusiasts have found that

cylinders three and four get robbed (run lean) by the front and rear cylinder pairs (which run rich).

This is the opposite of the single carburettor manifold, which tends to rob the outer cylinders. The

issue is often fixed by running richer jets in the centre carburettor of triple carburettor manifolds.

Ideally, the exhaust gas coming from the front, middle and rear cylinder pairs should be measured

with an exhaust gas analyser and the jetting in each of the three carburettors tuned to suit. However,

most exhaust manifolds do not have the ability to “tap in” to the cylinder pairs. It is possible to weld

nuts onto the exhaust manifold runners, drill them out and use them as sample points (plugging them

with a short bolt or screwed plug during normal operation). An easier (albeit less accurate) way to

tune the carburettors is to measure the exhaust manifold temperature for the cylinder pairs using an

infrared temperature gun. Cylinders which are running leaner have higher temperatures, cylinders

which are running richer have lower temperatures. Jetting can then be changed to balance the

temperatures.

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10.8 Examples of Twin and Triple Setups (Stromberg Porn)

The pictures below show some different ways of setting up linkages, fuel rails, choke and vacuum lines. I have presented the pictures in large format (at the expense of a few extra pages in this document) to help make it easier to see some of the linkages and fittings used (besides, no-one wants to be squinting at Stromberg porn). I apologise in advance for the number of pages here, though to be honest when you are putting together a linkage from scratch, every photo you can lay your hands on helps.

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11 “The Joker” Carburettor Lock

Whilst not a NASCO accessory, The

Joker carburettor lock (see image to

the right and advertising below) is a

period correct accessory for early

Holdens. The Joker was fitted

between the carburettor and the

insulating spacer, using extended

studs. By closing the key lock on The

Joker, a throttle plate closed,

preventing fuel and air supply to the

engine. The Joker also acted as a

spacer, giving rise to the claims in the

advertisement below of better

atomisation and performance

(despite the thick-edged throttle plate

being a fairly considerable

obstruction to air flow).

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12 Holden Part Numbers

The following part numbers have been taken from the Master Parts Catalogue (20 Years of Holden

Production). The list shows the separate service parts provided by GMH.

Air horn assembly 48, 50, FJ, FE, FC, FB, EK, EJ 7405154

Air horn assembly EH, HD, HR (excluding S engine) 7424552

Air horn assembly HR S engine VS10461

Air horn attaching screw and lockwasher 48, 50, FJ, FE, FC, FB, EK, EJ 7405166

Air horn attaching screw and lockwasher – long EH, HD, HR (excluding S engine) 7405167

Air horn attaching screw and lockwasher – short EH, HD, HR (excluding S engine) 7405166

Air horn attaching screw and lockwasher HR S engine 7405166

Air horn gasket 48, 50, FJ, FE, FC, FB, EK, EJ, HD,

HR (excluding S engine) 7405148

Air horn gasket HR S engine VS10462

Air horn reinforcing bar EH, HD, HR (excluding S engine) 7420240

Carburettor actuating torsion lever HR S engine 7428170

Carburettor assembly 48, 50, FJ 7402765

Carburettor assembly FE, FC, FB, EK (manual), EJ (manual) 7412264

Carburettor assembly EK (automatic), EJ (automatic) 7418661

Carburettor assembly EH 149 engine, HD 149 engine,

HR (automatic) 161 engine 7426784

Carburettor assembly EH 179 engine, HD 179 (excluding X2) engine,

HR (automatic) 186 (excluding X2 and S) engine 7426904

Carburettor assembly HD 149 engine, HR 161 engine economy carburettors 7430100

Carburettor assembly HD 179 (excluding X2), HR 186 (excluding X2

and S) engine economy carburettors 7430107

Carburettor assembly HR (manual) 161 engine 7431861

Carburettor assembly HR (manual) 186 (excluding X2 and S) engine 7431862

Carburettor assembly - front HD X2 engine, HR (automatic) X2 engine 7428498

Carburettor assembly – rear HD X2 engine, HR (automatic) X2 engine 7428502

Carburettor assembly – front HR (manual) X2 engine 7432512

Carburettor assembly – rear HR (manual) X2 engine 7432513

Carburettor assembly HR (manual) S engine 7432636

Carburettor assembly HR (automatic) S engine 7432635

Choke kick diaphragm HR S engine VS10455

Choke kick diaphragm attaching screw HR S engine VS10531

Choke kick rod assembly HR S engine VS10456

Choke kick rod retainer HR S engine VS10457

Choke kick rod vacuum hose HR S engine VS10458

Choke lever assembly 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR

(excluding HR S engine) 7405122

Choke lever spring 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Choke shaft and lever assembly 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Choke shaft and lever assembly HR S engine VS10459

Choke rod HR S engine VS10444

Choke rod cotter pin HR S engine VS10454

Choke shaft bushing 48, 50, FJ, FE, FC, FB, EK, EJ 7405113

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Choke tube holder assembly 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Choke tube holder attaching screw and lockwasher 48, 50, FJ, FE, FC, FB, EK, EJ, EH,

HD, HR (excluding HR S engine) 7405167

Choke tube clamp screw 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Choke tube clamp screw nut 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Choke tube clamp screw washer 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Choke wire clamp screw 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Choke wire connector 48, 50, FJ, FE, FC, FB, EK, EJ 7405123

Choke valve assembly 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Choke valve assembly HR S engine VS10460

Choke valve attaching screw 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Choke valve attaching screw HR S engine 7405165

Dashpot HR S engine VS10451

Dashpot bracket HR S engine VS10450

Dashpot nut hexagonal jam 5/16”-24 HR S engine 124920

Dashpot screw and lock washer HR S engine 7405167

Fast idle cam 48, 50, FJ, FE, FC, FB, EK, EJ 7405250

Fast idle cam EH, HD, HR (excluding S) engines VS10248

Fast idle cam lever 48, 50, FJ, FE, FC, FB, EK, EJ 7405249

Fast idle cam lever EH, HD, HR (excluding S) engines 7424560

Fast idle cam pin 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Fast idle cam lever cotter pin (extension prong) 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD,

HR (excluding HR S engine) 7405140

Fast idle lever 48, 50, FJ, FE, FC, FB, EK, EJ 7405119

Fast idle lever EH, HD, HR (excluding S) engines 7424548

Fast idle lever attaching nut 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR 7405120

Fast idle lever attaching nut washer 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Fast idle lever attaching nut washer – spring lock No. 10 HR S engine 131183

Fast idle rod 48, 50, FJ, FE, FC, FB, EK, EJ 7405161

Fast idle rod EH, HD, HR (excluding S) engines 7424553

Fast idle rod HR S engine VS10472

Fast idle rod cotter pin 48, 50, FJ, FE, FC, FB, EK, EJ 7405140

Fast idle rod cotter pin EH, HD, HR (excluding S) engines 7405140

Fast idle rod retainer HR S engine VS10471

Fast idle screw HR S engine VS10521

Float chamber baffle HR S engine VS10446

Float and lever assembly 48, 50, FJ, FE, FC, FB, EK, EJ, HD,


Float and lever assembly HR S engine VS10445

Float level gauge HR S engine VS10582

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Float fulcrum pin 48, 50, FJ, FE, FC, FB, EK, EJ, HD, HR 7405156

Float fulcrum pin spring 48, 50, FJ, FE, FC, FB, EK, EJ, HD, HR 7405170

Float needle valve and seat assembly 48, 50, FJ 7405155

Float needle valve and seat assembly FE, FC, FB, EK, EJ, EH, HD, HR

(excluding S engine) 7406701

Float needle valve and seat assembly – heavy duty FE, FC, FB, EK, EJ, EH, HD, HR

(excluding S engine) 7420335

Float needle valve and seat assembly HR S engine VS10443

Float needle valve and seat gasket 48, 50, FJ, FE, FC, FB, EK, EJ, HD, HR 7405147

Gasket - flange HR S engine 7433691

Gasket – flange 48, 50, FJ, FE, FC, FB, EK, EJ 7405279

Gasket – flange EH 149 engine, HD 149 engine, HD X2 engine,

HR 161 engine, HR X2 engine 7424566

Gasket – flange EH 179 engine, HD 179 (excluding X2) engine,

HR 186 (excluding X2 and S) engine 7424567

Gasket – flange HD 179 (excluding X2), HR 186 (excluding X2 and S)

engines economy carburettors 7424566

Gasket – heat insulating EH 149 engine, HD 149 engine, HD X2 engine,

HR X2 engine 7420678

Gasket – heat insulating EH 179 engine, HD 179 (excluding X2) engine 7420679

Gasket – heat insulating HD 179 (excluding X2 and S) engine economy carburettor7420678

Gasket kit 48, 50, FJ, FE, FC, FB, EK, EJ 7405179 Gasket kit EH 149 engine, HD 149 engine, HD X2 engine,

HR 161 engine, HR X2 engine 7424290 Gasket kit EH 179 engine, HD 179 excluding X2 engine, HR 186 excluding X2 and S engines 7424535 Gasket kit HR S engine 7438608 Gasket kit HD 179 excluding X2, HR 186 (excluding X2 and S)

Engines economy carburettors 7424290 High speed bleeder 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR 7405109

Idle air bleeder (No 52) 48, 50, FJ, FE, FC, FB, EK, EJ, EH 149, HD X2,

HR X2 engines 7405108

Idle air bleeder (No 53) EH 149, HD 149, HR 161 engines VS10075

Idle air bleeder EH 179, HD 179 (excluding X2), HR 186 (excluding

X2 and S) engines 7420491

Idle air bleeder (No 52) HD 149, HR 161 engines economy carburettors 7405108

Idle air bleeder channel plug 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Idle needle valve 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR 7405174

Idle needle valve spring 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Idle needle valve spring HR S engine VS10438

Idle tube (No 70) 48, 50, FJ, FE, FC, FB, EK, EJ, EH 7405135

Idle tube (No 68) EH, HD, HR (excluding S) engines VS10074

Idle tube HR S engine VS10470

Idle tube conversion package EH 149 engine 7429177

Idle tube conversion package EH 179 engine 7429178

Idle vent valve EH, HD, HR (excluding S engine) 7420242

Idle vent valve stem EH, HD, HR (excluding S engine) 7420243

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Idle vent valve stem spring EH, HD, HR (excluding S engine) 7420244

Idle vent valve washer HR S engine VS10530

Insulator Assembly – heat 48, 50, FJ up to engine No. 283372 7400134

Insulator Assembly – heat FJ from engine No. U283384, FE, FC, FB, EK, EJ 7409234

Insulating spacer 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Lead ball plug 48, 50, FJ, FE, FC, FB, EK, EJ, HD, HR 7405107

Main body assembly 48, 50, FK, FE, FC, FB, EK, EJ 7405175

Main body assembly EH 149 engine (piston part No. 7406080 Group 3.788

must be used with these bodies) 7424557

Main body assembly EH 149, HD 149 HD X2, HR 161, HR X2 engines

(piston part No. 7420249 Group 3.788 must be used

with these bodies) 7420245

Main body assembly EH 179 engine (piston part No. 7406080 Group 3.788

must be used with these bodies) 7424558

Main body assembly EH 179, HD 179 (excluding X2), HR 186 (excluding

X2 and S) engines (piston part No. 7420249 Group

3.788 must be used with these bodies) 7420246

Main body assembly HD 149, HR 161 engines economy carburettors VS10188

Main body assembly HD 179 (excluding X2), HR 186 (excluding X2 and S)


Main body assembly HR S engine VS10452

Main body attaching screw and lockwasher 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Main body attaching screw and lockwasher HR S engine VS10523

Main body attaching screw and lockwasher HR S engine 7405167

Main body channel plug 48, 50, FJ, FE, FC, FB, EK, EJ, HD,


Main body channel plug HR S engine VS10526

Main body gasket 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Main body gasket HR S engine VS10433

Main discharge jet 48, 50, FJ, FE, FC, FB, EK, EJ 7400370

Main discharge jet (28-30) EH, HD, HR (excluding S) engines 740037

Main discharge jet HR S engine VS10532

Main metering jet (0.050”) 48, 50, FJ 7403431

Main metering jet (0.051”) 48, 50, FJ, FE, FC, FB, EK, EJ 7405264

Main metering jet (0.055”) EH 149, HD 149, HD X2, HR 161, HR X2 engines 7420388

Main metering jet (0.053”) EH 149, HR 161 engines (high altitude 4000-8000 ft) 7420385

Main metering jet (0.051”) EH 149, HR 161 engines (high altitude 8000-12000 ft) 7405264

Main metering jet (0.059”) EH 179, HD 179 (excluding X2) engines 7420412

Main metering jet (0.058”) EH 179, HD 179 (excluding X2), HR 186 (excluding

X2 and S) engines VS10185

Main metering jet (0.057”) EH 179 engine (high altitude 4000-8000 ft) 7424569

Main metering jet (0.055”) EH 179 engine (high altitude 8000-12000 ft) 7420388

Main metering jet (0.051”) HD 149, HR 161 engines economy carburettors 7405264

Main metering jet (0.055”) HD 179 (excluding X2), HR 186 (excluding X2 and S)

Engines economy carburettors 7420388

Main metering jet (0.053”) HR S engine VS10533

Page 132 of 148

Main metering jet (0.051”) HR S engine (high altitude 4000-8000 ft) VS10534

Main metering jet (0.049”) HR S engine (high altitude 8000-12,000 ft) VS10535

Main metering jet plug gasket 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR 7405144

Nut, thick hex 5/16”-24 48, 50, FJ, FE, FC, FB, EK, EJ 143416

Nut – hex. 3/8”–24 – light (thick) EH, HD (excluding X2 engine),

HR (excluding X2 and S engines) 120369

Nut – hex. 5/16”-24 – light HR S engine 120368

Nut – hex. 3/8”-24 HD X2 engine, HR X2 engine SP1656

Plug – auto hex. head pipe 1/8” NPTF HD X2 engine, HR X2 engine 444612

Power bypass jet assembly 48, 50, FJ, FE, FC, FB, EK, EJ 7406899

Power bypass jet assembly (No. 57) EH 149 engine 7424564

Power bypass jet assembly (No. 56) EH 149 engine, HD 149 engine, HD X2 engine,

HR161 engine, HR X2 engine 7420490

Power bypass jet assembly (No. 55) EH 179 engine, HD 179 (excluding X2) engine,


Power bypass jet assembly (No. 54) EH 179 engine 7424565

Power bypass jet assembly (No. 65) HD 149, HR 161 engines economy carburettors 7406899

Power bypass jet assembly (No. 56) HD 179 (excluding X2), HR 186 (excluding X2 and S)


Power bypass jet assembly HR S engine VS10469

Pump check ball – inlet HR S engine VS10527

Pump check ball – outlet HR S engine VS10519

Pump and power bypass jet gasket 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR 7405146

Pump bypass jet assembly (No. 56) 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD,


Pump check ball – inlet HR S engine VS10527

Pump check ball – outlet HR S engine VS10519

Pump check valve assembly with ball 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Pump check valve plug 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Pump check valve plug gasket 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Pump gasket HR S engine VS10468

Pump lever 48, 50, FJ, FE, FC, FB, EK, EJ 7405151

Pump lever EH, HD, HR (excluding S) engines 7424551

Pump lever HR S engine VS10464

Pump lever attaching nut 48, 50, FJ, FE, FC, FB, EK, EJ 7405128

Pump lever attaching nut EH, HD, HR (excluding S) engines 7424617

Pump lever attaching washer 48, 50, FJ, FE, FC, FB, EK, EJ 7405121

Pump lever attaching washer EH, HD, HR (excluding S) engines 7424168

Pump lever attaching screw HR S engine VS10517

Pump nozzle HR S engine VS10467

Pump nozzle screw HR S engine VS10518

Pump piston and stem assembly 48, 50, FJ, FE, FC, FB, EK, EJ, HD,


Pump piston and stem reducer 48, 50, FJ, FE, FC, FB, EK, EJ 7405106

Pump piston assembly HR S engine VS10449

Pump rod 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR

Page 133 of 148


Pump rod HR S engine VS10465

Pump rod link 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Pump rod link spring clip 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Pump rod link repair kit 48, 50, FJ, FE, FC, FB, EK, EJ 7427342

Pump rod link repair kit EH, HD, HR (excluding S) engines 7427343

Pump rod link cotter pin HR S engine 7405140

Pump stem cotter pin HR S engine 7405140

Pump stem spring 48, 50, FJ, FE, FC, FB, EK (manual), EJ (manual) 7405169

Pump stem spring EK (automatic), EJ (automatic) 7425236

Pump stem spring EH, HD, HR (excluding S engine) 7424555

Pump stem duration spring HR S engine VS10448

Pump stem duration spring washer retainer HR S engine VS10528

Pump stem duration spring washer clip HR s engine VS10529

Pump stem bottom spring HR S engine VS10447

Pump stem cotter pin 48, 50, FJ, FE, FC, FB, EK, EJ, HD,


Pump strainer screen 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Pump strainer screen clip 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Repair kit – rebuild FE, FC, FB, EK (manual), EJ (manual) 7424283

Repair kit – rebuild EK (automatic), EJ (automatic) 7424284

Repair kit – major overhaul 48, 50, FJ 7405285

Repair kit – major overhaul FE, FC, FB, EK, EJ 7406879

Repair kit – major overhaul EH 149 engine, HD 149 engine, HR 161 engine 7430071

Repair kit – major overhaul EH 179 engine 7424577

Repair kit – major overhaul HD 179 (excluding X2) engine,


Repair kit – major overhaul HD 149, HR 161 engines economy carburettors VS10187

Repair kit – major overhaul HD 179 (excluding X2), HR 186 (excluding X2 and S)


Repair kit HR S engine 7438609

Repair kit – major overhaul HC X2 engine VS10146

Repair kit – minor overhaul 48, 50, FJ 7425197

Repair kit – minor overhaul FE, FC, FB, EK, EJ 7425198

Repair kit – minor overhaul EH 149 engine, HD 149 engine, HR 161 engine 7424574

Repair kit – minor overhaul EH 179 engine, HD 179 (excluding X2) engine,


Repair kit – minor overhaul HD 179 (excluding X2), HR 186 (excluding X2 and S)


Repair kit – minor overhaul HD X2 engine, HR X2 engine VS10148

Slow idle adjusting screw 48, 50, FJ, FE, FC, FB, EK, EJ, EH 149, HD 149,

HD X2, HR 161, HR X2 engines 7405164

Slow idle adjusting screw EH 179, HD 179 (excluding X2), HR 186 (excluding

X2 and S) engines 7424554

Slow idle adjusting screw HD 179 (excluding X2), HR 186 (excluding X2 and S)

Page 134 of 148


Slow idle adjusting screw HR S engine VS10520

Slow idle adjusting screw spring 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Slow idle adjusting screw spring HR S engine VS10474

Thermostat cover assembly HR S engine VS10442

Thermostat cover screw HR S engine VS10525

Thermostat cover screw washer HR S engine VS10524

Thermostat cover gasket HR S engine VS10441

Thermostat lever and shaft assembly HR S engine VS10440

Thermostat lever HR S engine VS10439

Thermostat lever and shaft assembly washer Spring lock No6 HR S engine 131044

Thermostat lever attaching nut HR S engine 7420254

Throttle body assembly 48, 50, FJ, FE, FC, FB, EK, EJ 7405253

Throttle body assembly EH 149 engine, HD 149 engine,

HR 161 (automatic) engine 7428167

Throttle body assembly EH 179 engine, HD 179 (excluding X2) engine,

HR 186 (automatic, excluding X2 and S) engine 7428168

Throttle body assembly HR 161 (manual) engine VS10309

Throttle body assembly HR 186 (manual, excluding X2 and S) engine VS10310

Throttle body assembly HD 179 (excluding X2), HR 161, HR 186 (excluding

X2 and S) engines economy carburettor 7428167

Throttle body assembly – front carburettor HD X2 engine, HR (automatic) X2 engine VS10149

Throttle body assembly – rear carburettor HD X2 engine, HR (automatic) X2 engine VS10150

Throttle body assembly – front carburettor HR (manual) X2 engine VS10312

Throttle body assembly – rear carburettor HR (manual) X2 engine

VS10313

Throttle body assembly HR (manual) S engine VS10473

Throttle body assembly HR (automatic) S engine VS10453

Throttle body channel plug 48, 50, FJ, FE, FC, FB, EK, EJ, HD, HR (excluding X2

engine) 7405158

Throttle lever and shaft 48, 50, FJ, FE, FC, FB, EK, EJ 7405248

Throttle lever and shaft – 0.005” oversize 48, 50, FJ, FE, FC, FB, EK, EJ 7425403

Throttle lever EH 7424559

Throttle shaft EH 7424619

Throttle shaft – 0.005” oversize EH VS10250

Throttle lever HD (excluding X2) engine,

HR (excluding X2 and S) engine 7424559

Throttle shaft HD (excluding X2) engine,

HR (excluding X2 and S) engine 7428169

Throttle shaft – 0.005” oversize HD (excluding X2) engine,

HR (excluding X2 and S) engine VS10251

Throttle nut EH, HD (excluding X2) engines,

HR (excluding X2 and S) engines 7424617

Throttle valve 48, 50, FJ, FE, FC, FB, EK, EJ, EH 149 engine,

HD 149 engine, HD X2 engine, HR 161 engine,

HR X2 engine 7405173

Throttle valve EH 179 engine, HD 179 (excluding X2) engine,


Page 135 of 148

Throttle valve HD 179 (excluding X2), HR 186 (excluding X2 and S)


Throttle valve HR S engine VS10437

Throttle valve attaching screw 48, 50, FJ, FE, FC, FB, EK, EJ, EH, HD, HR


Throttle valve attaching screw HR S engine VS10522

Throttle washer EH, HD (excluding X2) engines,

HR (excluding X2 and S) engines 7424618

Throttle lever and shaft assembly – front carburettor HD X engine, HR X2 engine VS10151

Shaft and pump lever assembly – rear carburettor HD X2 engine, HR X2 engine VS10152

Throttle lever – rear carburettor HD X2 engine, HR X2 engine VS10153

Throttle lever and shaft HR S engine VS10436

Vacuum power piston assembly 48, 50, FJ, FE, FC, FB, EK, EJ, EH (on EH series must

be used with carburettor assembly part Nos 7421339,

7422385 and body assembly Nos 7424557 and 7424558) 7406080

Vacuum power piston assembly EH (must be used with carburettor assembly part Nos

7406452, 7406453 and body assembly 7420245 and

7420246) 7420249

Vacuum power piston assembly HD, HR (excluding S) engines 7420249

Vacuum power piston assembly HD, HR (excluding S) engines economy carburettors VS10189

Vacuum power piston assembly HR S engine VS10466

Vent tube 48, 50, FJ, FE, FC, FB, EK, EJ 7405114

Vent tube EH, HD, HR (excluding S engine) 7424550

Volume restrictor rod EH, HD, HR (excluding S) engines 7420258

Volume restrictor rod HR S engine M35948

Page 136 of 148

13 Bendix Stromberg Part Numbers

The following part numbers have been taken from The Bendix Corporation Australia (Automotive) Pty Ltd

Carburettor and Fuel Pump Service Parts Catalogue No. PC2 issued March 1968. The list shows the

separate service parts provided by Stromberg, and should be read in conjunction with the following notes:

NOTE 1: A heavy duty viton needle and seating, part No. 2376199 is available for this carburettor.

NOTE 2: These screws also secure the air horn reinforcing bar.

NOTE 3: Supply also (1) 2376083 vacuum power piston.

NOTE 4: P21778/68 fitted from August 1964. Use major repair kit RK665 for this later setting.

NOTE 5: Used as throttle stop lever on these models. Throttle lever is 2376081.

NOTE 6: For high altitude operation use P19442/053 for 4,000-8,000ft; P19442/051 for 8,000-12,000ft.

NOTE 7: For high altitude operation use P19442/057 for 4,000-8,000ft; P19442/055 for 8,000-12,000ft.

NOTE 8: Used on carburettors stamped 23-201, 23-201A, 23-202, 23-202A. Not required on carburettors

stamped 23-201B, 23-202B.

NOTE 9: For high altitude operation use 386208-051 for 4,000-8,00ft; 386208-049 for 8,000-12,000ft.

NOTE 10: P19442-058 and P21778-68 fitted from August 1964. Use repair kit RK666 for this later setting.

Numbering is as per the Stromberg diagrams below (note these are different numberings to the Holden

diagrams given above):

Page 137 of 148

BXOV-1, BUV-2 and BXV-2 Models

Page 138 of 148

WW Models

Page 139 of 148

Part No

Vehicle

Holden 48, 50, FJ, FE, FE and early FC (1948-

1959).

Holden FC (late), FB, EK and EJ

manual transmissions (1959 - 1963).

Holden EK and EJ automatic transmissions (1961 - 1963).

Holden EH 149ci engines (August

1963 - early 1964).


transmissions (early 1964 -

February 1965).


transmissions (August 1963 –

early 1964).


transmissions (early 1964 –

February 1965).

Holden HD 149ci economy (taxi) engines (late 1965 – April 1966) and

Holden HR, HK 161ci economy (taxi) engines (April 1966 –

1968).

Holden HD 179ci economy (taxi) engines (late 1965 –

April 1966) and Holden HR and

HK 186ci economy (taxi) engines (April 1966 – 1968).

Stamping 23-105D 23-3000 23-3001 23-3002 23-3005 23-3003 23-3006 23-3011 and

23-3022 23-3012 and

23-3021 Model BXOV-1 BXUV-2 BXV-2 BXUV-2

Specification 380228 2375000 2375002 2375003 2375007 2375005 2375008 2375017 2375018

- Major repair kit RK654 RK654A RK658 RK658 RK659 RK667 RK665

- Minor repair kit PRK654 PRK654A PRK658 PRK659 PRK658

- Gasket set ST1 ST5 - ST6 ST5

- Rebuild pack RBP1 RBP2 RBP3 -

- Choke tube (cast

in) 1

1/32” 1

3/32” 1

5/32” 1

1/32” 1

3/32”

47 Main discharge jet 385178

48 Main jet P19442-051 P19442-055 P19442-059 P19442-059

NOTE 10 P19442-051 P19442-055

82 High speed

bleeder P23985-70

85 Power jet 382880-67 382880-65 382880-56 382880-55 382880-65 382880-56

89 Slow-running jet P21778-70 P21778-70

NOTE 4 P21778-70

78 Needle and

seating 385053 2376000

NOTE 1

- Needle and

seating washer P10666

9 Lead ball (5 off) P18772

18 Vent tube P24045 386171

19 Choke valve P24046

20 Choke valve screw (2 off)

P22573

21 Choke lever and

shaft 2376088

22 Fast idle lever P24052 2376020

23 Fast idle lever nut

lockwasher 901004-K6

24 Fast idle lever nut P16571

25 Air horn attaching

screw and lockwasher (5 off)

909521-K36 909521-K36

(5) 909521-K36 (3), 909522-K36 (2)

NOTE 2

26 Air horn P24709 2376037

27 Air horn gasket P24624

29 Fast idle rod P24060 2376056

29A Fast idle rod

cotter pin 901207-K36(1) 901207-K36(2)

30 Pump stem cotter

pin P21338

31 Pump rod 385078

Page 140 of 148

32 Pump duration

spring P24287 2376017 P24102

33 Pump piston 385046

34 Fast idle cam

lever cotter pin 901207-K36

36 Pump bypass

valve P24062/2x56

37 Pump bypass valve gasket

P19448

38 Pump screen clip P23271

39 Pump screen P23270


spring P23273

41 Float and lever 382537

42 Float lever fulcrum pin

P23272

43 Main body 385051 2376082NOTE 3

2376082 2376087NOTE 3

2376087 2376210 2376082

44 Pump inlet check

valve P18144

45 Check valve plug

gasket 383080

46 Check valve plug P24678

49 Main jet plug

gasket 383079

50 Main jet plug P23902

52 Pump link clip 384391

53 Pump link 384390

56 Pump lever P21774 2376053

58 Pump lever nut

lockwasher 901004-K6 901006-K6

59 Pump lever nut 901834-K36 901624-K36

62 Throttle valve 385050 2376062 385050

63 Throttle body 385173 2376036 2376063 2376281

65 Idle needle valve P15478


spring P15481

67 Fast idle cam pin P23620

68 Fast idle cam

lever 385172 2376055

69 Fast idle cam 385048 2376054

71 Slow idle

adjustment screw P15456 2376174 P15456

72 Slow idle

adjustment screw spring

P15831

73 Throttle lever Part of item 86 2376051 #2376051

74 Throttle valve screw (2 off)

P20904

75 Main body and

insulating spacer gasket (2 0ff)

P24037

76 Main body

insulating spacer 384677

80 Main body screw

and lockwasher (2 off)

909551-K1

Page 141 of 148

81 Drive plug P15459 (2) P15459 (3) P15459 (2) P15459 (3)

83 Power jet gasket P19448

86 Throttle shaft 385176 2376052 2376103

87 Throttle lever nut

lockwasher - 901066-K6

88 Throttle lever nut - 901624-K36

90 Vacuum power

piston 387211 2376083 387211 2376083 2376188

94 Choke tube clamp

screw 904231-K36

95 Choke tube holder 385175


901004-K6

97 Choke tube clamp

screw nut 901834-K36

94-97

Choke tube holder assembled

complete with screw

385174

98 Tube holder

attaching screw and lockwasher

909522-K36


P24080

100 Manual choke

lever P24081

101 Wire clamp screw P12867

102 Valve stem

locknut

Not used

901818-K36

103 Idle vent valve 2376078

104 Idle vent valve

stem 2376079

105 Idle vent valve

spring 2376080

- Flange gasket P15022 2376066 2376064 2376066

- Air horn

reinforcing bar 2376075

- Volume restrictor

rod - 2376039

Part No

Vehicle

Holden HD (February 1965 - April 1966), HR and HK (April 1966 – 1968)

automatic transmissions, HT, HG and LC 149ci and 161ci

engines.

Holden HD 179ci engines

(February 1965 – April 1966). Holden HD

(February 1965 – April 1966), HR and HK (April

1966 – 1968), HT and HG 186ci engines with


Holden HD (February

1965 – April 1966) 179ci

engines, Holden HD 179ci X2

engines front carburettor (February

1965 – April 1966) and HR (April 1966 –

1967) X2

Holden HD (February 1965

– April 1966) 179ci, Holden HD 179ci X2 engines rear carburettor

(February 1965 – April 1966) and HR (April

1966 – 1967) X2 engines with

automatic transmissions

Holden HR and HK (April 1966-

1968), HT, HG and LC 161ci engines

with manual transmissions.

Holden HR and HK (April 1966 –

1968), HT and HG 186ci engines with manual

transmissions.


manual transmission

front carburettor (April 1966 –

1967).


manual transmission

rear carburettor (April 1966 –

1967)

Page 142 of 148

engines with automatic

transmissions front

carburettor

rear carburettor.

Stamping 23-3013 and

23-3007 23-3008 and

23-3014 23-3009 and

23-3015 23-3010 and

23-3016 23-3019 23-3020 23-3024

23-3023

Model BXUV-2 BXV-2 BXUV-2 BXV-2 BXUV-2 BXUV-2 Specification 2375009 2375010 2375013 2375014 2375024 2375025 2375027 2375028

- Major repair kit RK665 RK666 RK663 RK664 RK665 RK666 RK663 RK664

- Minor repair kit PRK658 PRK659 PRK663 PRK658 PRK659 PRK663

- Gasket set ST5 ST6 ST5 ST6 ST5

- Choke tube (cast

in) 1

3/32” 1

5/32” 1

3/32” 1

5/32” 1

3/32”

47 Main discharge jet 385178

48 Main jet P19442-055 P19442-058 P19442-055

P19442/055NOTE

6

P19442/058NOTE

7 P19442/055

82 High speed

bleeder P23985-70

85 Power jet 382880-56 382880-55 382880-56 382880-55 382880-56

89 Slow-running jet P21778-68 P21778-70 P21778/68 P21778/70

78 Needle and

seating 2376000

NOTE 1

- Needle and


9 Lead ball (5 off) P18772 P18772 (6) P18772 (5)

18 Vent tube 386171

19 Choke valve P24046


P22573

21 Choke lever and

shaft 2376088

22 Fast idle lever 2376020



24 Fast idle lever nut P16571

25 Air horn attaching


909521-K36 (3) 909522-K36 (2)

NOTE 2

909521-K36 (4) 909522-K36 (2)

NOTE 2 909521-K36 (3) 909522-K36 (2)

NOTE 2 909521-K36 (4)

909522-K36 (2)

NOTE 2

909521-K36 (3) 909522-K36 (2)

NOTE 2

26 Air horn 2376037

27 Air horn gasket P24624

29 Fast idle rod 2376056

29A Fast idle rod cotter

pin 901207-K36 (2)

30 Pump stem cotter

pin P21338

31 Pump rod 385078

32 Pump duration

spring P24102

33 Pump piston 385046

34 Fast idle cam

lever cotter pin 901207-K36

36 Pump bypass P24062/2x56

Page 143 of 148

valve

37 Pump bypass valve gasket

P19448

38 Pump screen clip P23271

39 Pump screen P23270


spring P23273


42 Float lever fulcrum

pin P23272

43 Main body 2376082 2376087 2376082 2376087 2376082

44 Pump inlet check

valve P18144

45 Check valve plug

gasket 383080

46 Check valve plug P24678

49 Main jet plug

gasket 383079

50 Main jet plug P23902

52 Pump link clip 384391

53 Pump link 384390

56 Pump lever 2376053 Part of item

86 2376053 Part of item 86

58 Pump lever nut

lockwasher 901006-K6 - 901006-K6

59 Pump lever nut 901624-K36 - 901624-K36

62 Throttle valve 385050 2376062 385050

63 Throttle body 2376104 2376105 2376184 2376183 2376281 2376284 2376293 2376294

65 Idle needle valve P15478


spring P15481

67 Fast idle cam pin P23620

68 Fast idle cam

lever 2376055

69 Fast idle cam 2376054

71 Slow idle

adjustment screw P15456 2376174 P15456 903925-K1 P15456

72 Slow idle

adjustment screw spring

P15831

73 Throttle lever 2376051NOTE 5 Part of item

86 2376168 2376051 Part of item 86

2376168


P20904

75 Main body and

insulating spacer gasket (2 0ff)

P24037

76 Main body

insulating spacer 384677

80 Main body screw


909551-K1

81 Drive plug P15459 (3) P15459 (2) P15459 (3) P15459 (2) P15459 (1) P15459 (3)

83 Power jet gasket P19448

Page 144 of 148

86 Throttle shaft 2376103 2376193 2376192 2376103 2376193 2376192

87 Throttle lever nut

lockwasher 901006-K6 - 901006-K6 -

88 Throttle lever nut 901624-K36 - 901624-K36 -

90 Vacuum power

piston 2376083

94 Choke tube clamp

screw 904231-K36 - 904231-K36 - 904231-K36

95 Choke tube holder 385175 - 385175 - 385175


901004-K6 - 901004-K6 - 901004-K6

97 Choke tube clamp

screw nut 901834-K36 - 901834-K36 - 901834-K36

94-97

Choke tube holder assembled

complete with screw

385174 - 385174 -

385174

98 Tube holder

attaching screw and lockwasher

909522-K36 - 909522-K36 - 909522-K36


P24080

100 Manual choke

lever P24081

101 Wire clamp screw P12867

102 Valve stem

locknut 9901818-K36

103 Idle vent valve 2376078

104 Idle vent valve

stem 2376079

105 Idle vent valve

spring 2376080

- Flange gasket 2376066 2376064 2376066 2376064 2376066

- Air horn

reinforcing bar 2376075

- Volume restrictor

rod 2376039

-

Front and rear carburettors connecting coupling

- 020059 - 020059

-

- Carburettor

actuating throttle lever

- - 2376081 -

Part No

Vehicle


engines with manual

transmissions.


engines with automatic

transmissions.

Stamping 23-201A and

23-201B

23-202, 23-202A and 23-

202B Model WW WW

Page 145 of 148

Specification 381205 381206 - Major repair kit RK696 - Gasket set 381505


(2 off) 388562

32 Main jet (2 off) 386208-053NOTE 9

27 High speed

bleeder (2 off) P23985-70

24 Power jet 382454

26 Slow-running jet

(2 off) 387183

21 Pump jet P24594

57 Needle and

seating 388592

58 Needle and


1 Choke kick diaphragm assembly

389190

2 Choke kick rod 389291

3 Choke kick rod

retainer 389188

4 Vacuum hose 389193

5 Air horn screw


909521-K36

6 Choke lever and

shaft 483504


P20904

8 Choke valve 387129

9 Air horn 389890

10 Air horn gasket 389456

11 Fast idle lever 389293




P16571

14 Lead ball P18772

15 Pump lever 387131

16 Pump lever

fulcrum screw 387200

17 Pump rod 389884

18 Pump rod and

piston cotter pin (3 off)

901207-K36

19 Vacuum power

piston 386723

20 Pump nozzle

screw 388643

22 Pump nozzle

gasket P24668

23 Pump outlet check ball

P17030

25 Power bypass jet

gasket P19448

Page 146 of 148

28 Fast idle rod

retainer 387124

29 Fast idle rod 389294

30 Main body lead

ball (3 off) P18772

33 Metering jet plug

gasket (2 off) 383079


plug (2 off) 386210

35 Main body gasket 388563

36 Throttle body 483688 483689

37 Slow idle screw

spring 387388

38 Slow idle screw 387387

39 Fast idle screw 387531

40 Throttle lever and

shaft 388198


P23956

42 Throttle valve P24172

43 Throttle valve P24172


spring (2 off) P18710


(2 off) P15478

46 Throttle body


386094

47 Throttle body


909522-K36

48 Thermostat lever

nut 901818-K36

49 Thermostat lever nut lockwasher

901002

50 Thermostat shaft

lever 386799

51 Thermostat lever

and shaft 386981

52 Thermostat cover

washer (3 off) P23932

53 Thermostat cover

screw (3 off) 389883

54 Thermostat cover

gasket 386797

55 Thermostat cover

assembly 483509

56 Drive plug (2 off) 385937

59 Choke rod 386801

60 Choke rod cotter

pin 901199-K1


62 Float fulcrum pin P23272


spring P23273

64 Float chamber 387583

Page 147 of 148

baffle

65 Pump inlet check

ball P22322

66 Pump bottom

spring 388672

67 Pump duration

spring 386089

68 Spring retainer

washer P22046

69 Spring clip washer P22045

70 Pump piston

assembly 483666

71 Idle vent washer 388476

72 Choke kick

diaphragm screw (2 off)

386804

73 Dashpot nut 901713-K7

74 Dashpot bracket 388202

75 Dashpot bracket


909522-K36

76 Dashpot 386498

- Main body assembly

389887

- Hot air restrictor

wire 2376367NOTE 8

Page 148 of 148

14 Contacts

The businesses listed below have not reviewed or approved the information above, nor are they the sole

source of materials – I have listed them here as I have found them to be professional sources of early

Holden Stromberg parts and/or information.

Carburettor Service Company

Address: 240 Parramatta Road Burwood, NSW 2134 Australia

Telephone: (02) 97474066

Facsimile: (02) 97474803

Email: [email protected]

Internet: www.carburettorservice.com.au

Rocket Industries

Address: 40 Huntingwood Drive Huntingwood, NSW 2148 Australia

Telephone: (02) 88251944

Facsimile: (02) 88251922


Internet: www.rocketind.com

Stromberg Carburetor

Address: Unit 2, Seven Acres Business Park, Newbourne Road,

Waldringfield, Suffolk IP12 4PS, England

Telephone: (+44) 1473 811700


Internet: http://www.stromberg-97.com

American Auto Parts

Address: Unit 2, 22 Rowood Road Prospect, NSW 2148 Australia

Telephone: (02) 9769 0655

Facsimile: (02) 9769 0633


Internet: https://www.americanautos.com.au

Speco Thomas Pty Ltd

Address: 1B Levanswell Road Moorabbin, VIC 3189 Australia

Telephone: (03) 95557244

Facsimile: (03) 95532841


Internet: http://www.speco.com.au

mailto:[email protected]

http://www.carburettorservice.com.au/


http://www.rocketind.com/


http://www.stromberg-97.com/


https://www.americanautos.com.au/


http://www.speco.com.au/

http://www.stromberg-97.com/index.html

Documents

Carburettor Guide