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BULLETIN 90-5
MODELS 4MV ·4MC
United V OCTOBER, 1965
Delco
PAGE 1
FILE IN " 0 " SECTION

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ROCHESTER PRODUCTS ....

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models
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4MV
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4MC
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ROCHESTER PRODUCTS
DIVISION OF GENERAL MOTORS
ROCHESTER. NEW YORK
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BU LLETIN 90 ·5
,...
ModeI4MV-4MC Delco ' "
Page 2 Rochester

• GENERAL DESCRIPTION

• OPERATING SYSTEMS

• OVERHAUL

• ADJUSTMENT
 BULLETIN 90-5
L~ _.; ,
Delco ' "
Rochester
" Model 4MV-4MC
Page 3

MODELS 4MV-4MC

Figure J

GENERAL DESCRIPTION
The Quadrajet carburetor is a new app'roach to 4· able for servicing and troubleshooting.
barrel, two stage carburetion_ lis simplicity in design can The fuel reservoir is centrally located to avoid prob·
be easily understood by servicemen but yet its versatility lems of fuel slosh causing engine turn cut-out and de·
and principles of operation make it adaptable for small layed fuel flow to the carburetor bores. The fl oat system
to very large engines, without major design changes. uses a single float pontoon for ease in servicing the unit.
The Quadrajet carburetor has two stages in opera- The fl oat needle valve is pressure balanced to overcome
tion. The primary (fuel inlet) side has small bores with problems endountered with high fuel pump pressures and
a triple venturi set-up equipped with plain tube nozzles. to permit use of a small float to control fuel " shut·off'
lis metering principles are simi lar to most plain tube through the large fuel inlet needle seat. It has a syn·
carbu retors using the venturi principle. The triple ven· thetic tip which gives added insurance against flood ing
turi stack up , plus the smaller primary bores, give a problems caused by dirt,
more stable and finer fuel control in the idle and econo- A sintered bronze fuel inlet filter is mounted in the
my ranges of operation. Fuel metering in the primary fuel inlet casting which is an integral part of the fl oat
side is accomplished with tapered metering rods posi. bowl and is easi ly removed for cleaning or replacement .
tioned by a man ifold vacuum responsive piston . It has the ability to remove dirt particles of 80 microns
The secondary side has two very large bores which (.003 ") in diameter.
have greatly increased air capacity to meet present day The primary side of the carburetor has six systems of
and future automotive engine demands. The air valve operation. They are fl oat. idle, main metering, power,
principle is used in the secondary side for metering con- pump, and choke. The secondary side has one metering
trol and supplements fue l flow from the primary bores. system which supplements the primary main meteri ng
Using the air valve principle, fuel is metered in direct system and receives fue l from a common float chamber.
proportion to the air passing through the secondary The following text describes all systems of operation in
bores, Its simplicity of design makes it easily understand· detail for ease in servicing and troubleshooting .
BULLETIN 90·5
Model 4MV·4MC
,...
Delco'"
Page 4 Roch.ester

SINGLE
RESERVOIR

Figure 2

FLOAT SYSTEM
The Quadrajet carburetor is unique in that is has a remove the scat for servicing, as the use of the new type
centrally located float reservoir with a single pontoon valve tip makes scat wear negligible. Care should be used
float and float needle valve. The fuel bowl is centered during servicing so that the scat is not nicked , scored ,
between the primary bores and is adjacen t to the second- or moved. The float valve scat is factory staked and
ary bores. Thi s type design assures adequate fuel su pply tested and should nor be restaked in the field .
to all carburetor bores, which gives excellent performance The float system consists of a noat chamber, plastic
with respect to car inclination or severi ty of turns. float pontoon assembly, float hinge pin and retainer
The float pontoon is solid and is made of a cl osed combination, a noat valve and diaphragm assembly,
cell plastic material. It is lighter than a brass pontoon float valve diaphragm retainer and screws, and a float
which results in added buoyancy and allows the usc of valve pull clip. The float system operates as follows:
a smaller noat to maintain constant fuel levels. Fuel from the engine fuel pump enters the carburetor
fuel inlet passage. It passes through the filter element
The noal needle valve is completely new in design . It
and on into the float inlet valve chamber. The fuel enters
is diaphragm assisted so that additional float buoyancy
the chamber above the fl oat valve tip and due to pres-
will not be needed as fuel pressures rise, to hold the
sure tends to force the float needle downward (closed) .
fl oat needle valve closed and shut off fuel flow .
The same pressure in the fl oat valve chamber also acts
A sintercd bronze fuel inlet filler is used with a pres- upon the small diaphragm fastened to the top of the
sure relief spring. The relicf spring allows fuel pump float valve stem. The pressure on this diaphragm tends to
pressure to force the fi lter off its seal if for any reason force the float valve upward and pull the float valve
it should become clogged and prevent fuel flow to the off its seat. The fuel pressure acting on the diaphragm
carburetor. A guide is cast into the filter housing to pre- raises the needle off its scat , allowing fuel to pass by
vent the possibility of the filter being installed in the the open float valve and enter the fuel passage leading
reverse position . to the float chamber. This fuel passage leads upward to
The float valve scat is a brass insert and is pressed a poin t just above normal liquid level and the fuel spills
into the bottom of the noat bowl. It is not necessary to over into the float bowl.
 ,... BULLETIN 90·5
Model4MVAMC
Delco'"
Page 5
R.ochester

- PUL L CLIP
DIA PHRAGM RETAINER

IN TER NAL VENTS

EXTERNAL--
IDLE VENT
VALVE

BOWL

RELIEF CHANNEL

FUEL IINL"
VALVE AND
STEM ASS EMBLY

Figure 3

As incoming fuel fill s the fl oat bowl to the prescribed balance incoming air pressure beneath the air cleaner with
fucl level . the float pontoon rises and force s the fuel in- air pressure acting on fuel in the floal bowl. Therefore,
let valve closed , shutting off all fuel now. As fuel is a balanced air/ fucl mixture rat io can be maintained dur-
used from the float chamber, the float drops and allows ing part throttle and power operation because the same
more incoming fu cl to enter the fl oat bowl until the cor- pressure act ing upon the fuel in the float bowl will be
rect fucl level is rcached. This cycle conlinues, constantly balanced with the air flow through the carburetor bores.
maintaining a posi tive fuel level in the float bowl. The internal vent tubes allows the escape of fuel vapors
A float needle pull clip, fa stened to the float valve in the fl oat chamber during hot engine operation . Thi s
stem , hooks over the cen ter of the float arm above the prevents fuel vaporizatio n from causing excessive pres-
needle valve. Its purpose is to assist in lift ing the float su re bu ild-up in the fl oat bowl, which can result in ex-
valve off its seat whenever fuel pump pressure or the cessive fuel spillage into the carbureto r bores.
fucl level in the fl oat bowl is low . During hot engine soak, an ex ternal id le vent valve is
used to vent fucl vapo~ which may form inside the fl oat
The fucl enters t he fl oat chamber at the top to pre· bowl to the outside. When the throttle valves a re in the
venl incomi ng fucl vapors from mixing with solid fuel engine idle position, an actuating link on the pump lever
in Ihe bOllom of the floal bowl and disrupting good stri kes the spring a rm o n the idle vent valve, located on
carb uretor metering. A plastic filler block is located in the top of the primary side of the air horn , and opens
the top of the float c hamber in the a rea just above the the valve . Thus, the fuel vapors a re allowed to vent ex-
fl oat valve. Th is block prevents fuel slosh on severe brake ternally, thereby preventing them from entering the car-
appl ications. This maintains a mo re conslanl fucl level buretor bores and being drawn into the engine. This pre-
during th is type maneuver, 10 prevent stalling. vents rough engi ne idle and excessively long hot engine
The carburetor float chamber is bOlh internally and starting .
externally vented . An internal vent tube is located in the When the throttle valves are opened to the off-id le
prim!Jry bore section of the carburetor air horn j ust above and part throttle position , the id le vent valve closes, re-
the fl oat chamber. The purpose of the internal vent is to turning the carburetor to the internally balanced venting.
ElJllETlN 90·5
ModeI4MV·4MC
Page 6
Deloo ' "
Roohester
"

AIR

MAIN

~~~
IDLE
COMPENSATOR
DISCHARGE HOLE VALVE

OFF-IDLE
OPERATION

Figure"

IDLE SYSTEM
The Quadra;et carburetor has an idle system on the During curb idle the throule valve is held slightly open
primary side (fuel inlet side) of the carburetor to supply by thc idle speed adjusting screw. The small amount of
the correct air/ fuel mixture ratios during idle and off- air which passes between the primary throttle valve and
idle operation. The idle system is used during this period bore is regulated by thi s screw to give the engine the
because air flow through the carburetor vent uri is nOI desired idle speed. Since the engine requires very lillIe
great enough to obtain efficient metering from the main air for idle and low speeds, fuel is added to the air to
discharge nozzles. produce a combustible mixture by the direct application
The idle system is used only in the two primary bores of vacuum (low pressure) from the engine manifold to
of the carburetor. Each bore has a separate and inde- the id le discharge hole below the throttle valve . With the
pendent idle system . They consist of idle tubes, idle pas- idle d ischar~ holes in a very low pressure area and the
sages, idle air b leeds , idle channel restrictions, idle fuel in the float bowl vented to atmosphere (high pres-
mixture adjustment needles, and idle discharge holes. su re), the idle system operates as follows:
 BULLETIN 90· 5
De1000 ModeI4MV .4MC
Roohester Page 7
Fucl is forced from the noat bowl down through the of the part throttle to wide open throttle ranges, supple-
primary metering jets into thc main fuel well. It passes menting the main discharge nozzle delivery.
fr om thc main fucl well into the idle passage where it 'is The idle needle holes and off-idle discharge ports con-
picked up by Ihc idle tubes. T he fuel is metered at th e tinue to supply sufficient fucl for enginc requiremcnts
tip of the idle tubes and passes up through Ihe id le tubes. until air velocity is high enough in the venturi a rea to
The fuel is mixed with air at the top of each idle tube obtain efficient fuel now from the main metcring system.
through an idle air bleed . The fuel mixture thcn crosses
over to the idle down channels where it passes thro ugh
a calibrated idle chan nel restriction.
It then passes d own the idle chan nel past the lower
idle a ir bleed holes and off-idle discharge pons, just
above the primary throttle valves where it is mixed with Hot Idle Compensator
more air. T he air/ fucl mixtu re then moves down to the
idle needle discharge holes, where it cn lers the carbure- The hot id lc compensator is located in a chambe r at
to r bores and mixes fina lly with air passi ng around the the rear of the carburetor noat bowl adjacent to th e
slightly open throttle val ve. It then enters the intake second ary bores. It s purpose is to offset enriching effects
man ifo ld a nd is conducted to the engine cylinders as a caused by excessive fuel vapors during hOI engi ne ope ra-
combustible mix ture. lion.
The idle mix ture needles are adj ustable and control the The compensator consists of a thermostatically con-
amount o f fuel mixed with the ai r going to the engine. trolled valve, a bi-me tal st rip which is heat sensitive, a
Turning the mixture screw clockwise (inward) decreases valve holder and b racket. The valve closes o ff a n air
the fuel discharge (gives a leaner mixture) and turning chan nel which leads from a hole in the top of thc air
the mixture screw counter-cl ockwise (outward) increases horn , jusl beneath the air cleaner. to a po int below the
(enrichens) the idle fu el mix ture. seconda ry throttle valves.
It should be noted there is an idle air bleed located
Norma lly the compensato r valve is held clo sed by
in each idle tu be. The air bleed leads from the top of
tension o f the bi-metal strip. D uring extreme hot engine
this channel into the top of (he main fuel well where it
o peration , cxcessive fuel vapors entering the engine man-
is vented into the air horn above the ven turi . Thc pur-
ifold cause richer th an norma lly required mixtures, resul t-
pose of the bleed is to allow any fuel vapors in the idle
ing in rough enginc idle and stalling. At a predetcnnined
tube chan nel during hot idle to escape and prevent them
temperature, when extra air is needed to offset the en-
from mixing wit h fuel being picked up by the idle tube.
riching effects of fuel vapors, the bi-metal strip bends
Th is gives a more consistent idle (uel mixture during
and unseats the compensator valve . This uncovers thc
periods of hot engine idli ng.
air channel lead ing fro m the valve cha mber to the point
below the throttle valves. This allows enough air to be
drawn into the engine manifold to offset the richer mix-
tures and main tain a smooth engine idle . When the en-
gine cools and thc extra air is not needed, the bi-metal
Off Idle Operation strip closes the valve and operation ret urn s to normal
mixt ures.
As thc primary throttle valves are opened from cu rb The compensator valve assembly is held in place by
idle to increase engine speed, additional fuel is needed to the du st cover over the valve chamber. A seal is used
combi ne with the extra air entering the engine. This is between the compensator valve and the float bowl casting.
accomplished by the slotted off-idl e discharge ports. As In order to insure proper idle adj ustment when thc en-
the pri mary thrott le valves open, they pass by the o ff- gine is ho t , the compensator valve mu st be closed. To
idle po rt s, graduall y exposing them to high engine vacu- check thi s, a finge r may be held over the compensator
um below t he throttle valves. The additional fuel added air inlet channel located on tOP of the air horn . If no
from the ofr-id le ports mixes with the increasing a ir n ow drop in engine RPM is noted on a tachometer, the valve
past the open ing thrott le valves to meet increased engine is closed . If the valve is open, plug the hole o r cool
air a nd fuel demands. engi ne down to a point where the valve a utomatically
Furt her opening of the throttle valves increases the air closes fo r proper id le adjustment . Note: Plug the com-
velocity through the carburetor venturi sufficiently to pensator hole with a pencil or someth ing th at will be
cause low pressure a t the lower idle air bleeds. As a seen, as the plug must be rcmoved before the air clean-
resu lt, fuel begi ns to discharge from the lower idle ai r er is installed. Otherwise the compensator wit! not func-
bleed holes and continues to do so thro ughout operation tion if the plug is left in the hole.
BULLETIN 90·5
ModeI4MV·4MC
Page 8
Delco""
Roch.ester
"
MAIN WELL
AIR

POWER PISTor~,

OO~iT VENTURII

VENTURI

MAIN FUEL WELL

VALVE

MAIN
JET CHANNEL

Figure 5

MAIN METERING SYSTEM

The main metering system supplies fuel to the engine connected to the primary main metering rods . Fuel fl ow
f rom off-id le to wide o pen t hrottle op erat ion. The from the float bowl is metered between the metering rods
Quadrajet carbu retor has two bores which feed fuel and and the main jet orifice.
air during this range. The two primary bores of the car- As the primary throttle valves arc opened beyond the
buretor meter fuel through the venturi principle. This off-idle range allowing more air to enter the engine mani-
type design allows the use of multiple venturi for finer fo ld, air veloci ty increases in the carburetor venturi. Thi s
and more stable metering control during light engine causes a drop in pressure in the large ven turi which is
loads. increased many times in the double boost venturi . Since
The main metering system is in operation at all times the low pressure (vacuum) is now in the smallest boost
when air fl ow through the venturi is high enough to vent uri, fuel fl ows from the main discharge noules as
maintain efficient fuel fl ow from the main fucl discharge foll ows:
nozzles. The main metering system begi ns to feed fuel Fuel fl ows from the float bowl through the main meter-
when the idle system can no longer meet the engine ingsjets into the main fue l well and is bled with air from
requiremen ts. the vent at the top of the main welt and side bleeds
The main metering system consists of main metering (one which leads from inside and bore area above the
jets; vacuum operated metering rods; main fuel well ; vent uri and another from the cavity around the main fuel
main well air bleeds; fuel discharge noules; and triple noule into the main well). The fuel in the main well is
ventu rii. The system operates as follows: mixed with air fr om the main well air bleeds and then
During cruising speeds and light engine loads, engine passes through the main discharge nozzle into the boost
manifold vacuum is high. Manifold vacuum holds the ventu ri. At the boost venturi the fuel mixtu re then com-
main metering rods down in the main metering j ets bines with the air enteri ng the engine through the car-
against spring tension. Manifold vacuum is supplied buretor bores and passes through the intake manifold
th rough a channel to the vacuum operated powe r piston and on into the engine cylinder as a comb ust ible mixture.
 BULLETIN 90·5

Delco"
Rochester
"" ModeI 4MV ·4MC
Page 9

SECONDARY MAIN ACCELERATOR

WELL AIR BLEED WELLS TUBE
METERING
ROD LEVER
PRIMARY
METERING fi()q

POWER

MAINI
DISCHARGE
NOZZLE
POWER
SPRING

ENGINE
MANIFOLD
METERI~N~G=-1;:::-;~ DAF!Y
METERING RODS ORIFICE
VACUUM PLATES

Figure 6

POWER SYSTEM
The power system in the Quadrajet carbu retor pro- Wh en manifold vacuum ri ses and mixture en richment
vides extra mixture enrichment for power requirements is no longer needed, the vacuum overcomes the .power
under heavy acce leration or high speed operation. The piston spring ten sion and retu rns the larger portion of
richer mix ture is supplied through the main meteri ng the metering rod into the metering jet orifice and back
system in the primary and seco ndary sides of the to normal economy ranges. However. as the engine speed
carburetor. increases. the primary side of the carburetor can no
The power system located in the primary side consiSIS longer meet the engine air and fuel requirements. To
of a vacuum piston and spring located in a cylinder con- meet these demands. the secondary side of the carburetor
nected by a passage to intake manifold vacuum . The is used . Th e secondary section contai ns throttle valves,
spring located beneath the vacuum operated power piston spring loaded air valves, metering ori fice plates, second -
tends to push the piston upward aga inst manifold vacuum . ary metering rods, main fuel wells with air bleed tubes,
On part throulc and cr ui si ng ranges, manifold vacuums fu el di scharge nozzles. and accelerating well s and tubes.
a rc sufficient to hold the power pi ston down against The secondary side operates as follow s:
spring tension so that the larger diameter of the mete ring When the engine reaches a point where the primary
rod tip is held in the main metering jet orifice. Mixture bores cannot meet engine air and fuel demands, the pri-
enrighment is not necessary at this point. However, as mary throule lever through connecting linkage to the
engine load is increased to a point where ext ra mix ture secondary throttle shaft lever, begins to open the second-
enrichment is required, the spring tension ove rcomes the ary throttle valves. As air now through the secondary
vacuum pull on the power pi ston and the tapered pri- bores creates a low pressure (vacuum) beneath the air
mary metering rod tip moves upward in the main meter- valve, a tmospheric pressu re on top of the air valve forces
ing jet orifice. The smaller diameter of the metering rod the air valve open against spring ten sion. This allows the
tip allows more fuel to pass through the main mete ring required air for increased engine speed to now past the
jet and en rich the mixture flowing into the primary mam air valve.
wells and out the main discharge nozzles. When the air valve begins to open, the upper edge of
BULLETI N 90·5
Model4MVAMC
Page 10 Delco ' "
Rochester
""
the air valve passes the accelerating well port. As th e orifice plates is directly proportional to air now through
valve passes the port it exposes the port to manifold the secondary carburetor bores. In this manner correct
vacuum. The port will immediately start to feed fuel air/ fuel mixtures to the engine through the secondary
from the accelerating wells. The accelerating ports will bores can be maintained by the depth of the metering
continue to feed fuel until the fue l in the accelerating rods in the orifice plates.
wells is depleted. The depth of the main metering rods in the orifice
The accelerating ports wi ll prevent a momentary lean- plates in relation 10 the air valve position arc factory
ness as the valve opens and the secondary nozzles begin adjusted to meel the air/ fuel requirements fo r the spe-
to feed fuel. cific engine model. No further adjustment should be
The second ary main discharge nozzles (one for each required .
secondary bore) are located just below the ai r valve and There are three other features incorporated in the sec-
above the secondary throule valves. They, being in the ondary metering system which are as follows:
area of lowest pressure, begin 10 feed fuel as follows: I) The main well bleed tubes extend below the fuel
When the ai r valve begins to open it rotates a plastic level in the main wel l. These bleed air into the fucl
cam attached to the center of the main air valve shaft. in lhe well to quick ly emulsify the fu el with ai r
The cam pushes on a lever attached to the secondary for good atomization as it leaves the secondary
main metering rods. The cam pushes the lever upward, discharge nozzles.
raising the metering rods out of the secondary orifice 2) The secondary metering rods have a slot milled in
plates. Fuel nows from the noat chamber through the the side to insure adequate fuel supply in the sec-
secondary orifice plates into secondary main wells, where ondary fuel well s. These are necessary because when
it is mixed with air from the main well tubes. The air the air valve is in the closed position, the secondary
emulsified fuel mixture travels from the main wells to metering rod s are nearly seated against the second-
the secondary discharge nozzles and into the secondary ary metering orifice plates. During hot engine idle or
bores. Here fuel mixture is mixed with air traveling hOI soak the fuel could boil away out of the fucl
through the secondary bores to supplement the ai r/ fucl wel l. The milled slot allows enough fuel to by-pass
mixture delivered from the primary bores, and then goes the orifice plate to keep the main well filled during
on into the engine manifold and on to the engine cylin- this period. This insures immed iate fuel delivery
ders as a combustible mixture. from the secondary fuel well s at all limes.
As the throttle valves arc opened fur ther, and engine J) Two baffle plates are used , one in each secondary
speeds increase, increased air now through the secondary bore. They extend up and around the secondary fucl
side of the carburetor opens the air valve to a greater discharge nozzles. Their purpose is to provide good
degree which in turn lifts the secondary metering rods fuel distribution at lower ai r nows by preventing
further out of the orifice plates. The metering rods are too much fu el from goin g to the front of t he
tapered so that fuel now through th e secondary metering engLne.

AIR VALVE DASHPOT

The secondary ai r valve has an attached piston assem-
bly wh·ich acts as a dampener to prevent oscillation of
the valve due' to engine pulsations. The dampener piston
operates in a well which is filled with fucl from the noal
bowl. The motion of the piston is retarded by fucl which
must by-pass the piston when it moves up in the fuel
well. The piston is attached loosely to a plunger rod.
The rod has a rubber seal which retains the dampener
piston to the plunger rod and also acts as a valve. The
purpose of the valve is to seal on the piston when the
air valve opens and the piston rod moves upward. Thi s
closes off the area through the center of the piston and
slows down the air valve opening to prevent secondary
Figure 7 discharge nozzle lag.
 Delco'"
Rochester
"" BULLETIN 9D·5
Mode!4MV ·4MC
Page 1 1

_"Ci EP.CLUNGER MOVES UP

r FLOWS PAST CUP
INTO PUMP WELL

~,PU"P SUCTION
PUMP JETS

(DI:;C>IARGE BALL RETAINER

_,.!tllISC:HARGE PASSAGE

:;-PUMP ROD

PUMP

Figure 8

ACCELERATING PUMP SYSTEM

During quick acceleration, when the throttle is opened solid charge of fuel can be maintained In the fuel well
rapidly, the air now and man ifold vacuum change almost beneath the plunger head.
instan taneously. The fuel, which is heavier, tends to lag When the primary throttle valves are opened the con-
behind causing a momentary leanness. The accelerator necting linkage forces the pump plunger downward . The
pump is used to provide the extra fuel necessary for pump cup seats instantly and fuel is forced through the
smooth operation during Ihis time. pump discharge passage, where it unseats the pump dis-
charge check bait and passes on through the passage to
The accelerating pump system is located in the pri mary
the pump jets located in the air horn where it sprays
side of the carburetor. It consists of a spring loaded
into the venturi area of each primary bore.
pump plunger and pump return spring, operat ing in a
h should be noted the pump plunger is s prin~ loaded.
fu el well. The pump plunger is operated by a pump levcr
The upper duration spring is balanced with the bot-
on the ai r horn which is connected di rectly to the throt-
tom pump return spring so that a smooth sustain ed
tle lever by a pump rod.
charge of fuel is delivered during acceleration.
When the pump plunger moves upward in the pump The pump discharge check ball seats in the pump dis-
well , as happens during throttle closi ng, fuel from the charge passage d urin g upward motion of the pump
float bowl enters the pump well through a slot in the plunger so that air will not be drawn into the passage;
top of the pump well. It nows past the synthetic pump otherwise, a momentary acceleration lag could result.
cup seal into the bottom of the pump well. The pump During high speed operation . a vacuum exists at the
cup is a floating type. (The cup moves up and down on pump jets. A cavity just beyond the pump jets is vented
the pump plunger head). When the pump plunger is to the lOp of the air horn. outside the carburetor" bores.
moved upward the flat on the top of the cup unseats This acts as a suction breaker so that when the pump is
from the flat on the plunger head and allows free move- not in operation fuel will not be pulled out of the pump
ment of fuel through the inside of the cup into the jets into the venturi area. This insures a full pump st ream
bottom of the pump well. Thi s also vents any vapors when needed and prevents any fuel "pull over" from
which may be in the bottom of the pump well so that a the pump discharge passage.
 "
BULLETIN 90·5
Model 4MV·4MC
Page 12
Delco'"
Rochester

AIR VALVE
LOCKOUT LEVER

IDLE CAM

VACUUM BREAK
MODULATING _~
SPRING
THERMOSTATIC
COIL AND

Figure 9

CHOKE SYSTEM - MODEL 4MV

The Quad rajet ehoke valve is located on the primary During engine cranki ng. air pressurc against thc lOP
side of the carbu retor. It provides the correct air/ fuel side of the chokc valve causes the valve to open sligh tly
mixture enrichment to the cngine for quick cold engine against tension of the thermostatic coil. T his restricts ai r
starting and during the warm-up period . The air valve is fl ow t hrough the carburetor to provide the richer starling
locked elosed until the engine is thoroughly warm and mixture requi red. When the engine starts and is ru nning
choke valve is wide open. manifold vacuum applied to the vacuum diaph ragm unit
The choke system consists of a choke valve located in mounted on the float bowl will open t he choke valve to
the primary air horn bore, a vacuum diaphragm unit, a point where the engi ne will run without loading or
fa st idle cam . connecting linkage. air valve lockou t lever stalling. At the same time, the fast idle cam fol lower
and a thermostatic coil. Some applications may use a lever on the end of the primary th rottle shaft will drop
split choke pick-up spring or a vacuum break modulating from the highest step on the fast idle cam to the second
spri ng. The thermostatic coil is located in the engine step if the throttle is opened . This gives the engine suf-
manifold and is con nected to the intermediate choke fi cient fast idle and correct fuel mixture for running until
shaft and lever assembly. Choke operation is controlled the engine begi ns to warm up and heat the thermostatic
by the combination of intake man ifold vacuum, the off- coi l. As the thermostatic coil on the engine manifold be-
set choke valve. temperature, and throttle position. comes heated. it relaxes its tension and all ows the choke
The thermostatic coil located in the engine manifold valve to open furthcr because of intake air pushing on
is calibrated to hold the choke valve closed when the the off-set choke valve. C hoke valve open ing cont inues
engine is cold. until the thermostatic coi l is completel y relaxed at which
Note: To close the choke valve the primary throttle poi nt the choke valve is wide open.
valves have to be partially opened to allow the fast idle The vacuum break modulating spring all ows the vac-
cam follower to by-pass the steps on the fast idle cam uu m break (choke valve position) to vary according to
and come to rest on the highest step of thc fast idle cam. ambient temperature. The vacu um break modulating
When the choke valve is closed, the ai r valve lock-out spring which is connected to the vacuum break link. a[-
lever is weighted so that a tang on the lever catches the lows varying choke openings depending on the closing
upper edge of the air valve and keeps the air valve closed . force of the thermostatic coil. As the closing force of the
 ,.. BULLETIN 90·5
ModeI4MV·4MC
Deloo'" Page 13
R.oohester
coil increases (cool weather) the link is allowed to move When the engine is thoroughly warm , the choke coil
in the slotted lever unti l the modulating spring overcomes pulls the intermediate choke lever completely down and
the coil force, or the link is in the cnd of the siaL This allows the fast idle cam to rOlate so that the cam fol-
resu lts in less vacuum break during cooler weather and lower drops off the last step of the fast idle cam a ll ow-
more vacuum break during warmer weather. ing the engine to run at normal id le speeds. When the
The split choke feature operates during the last few choke shaft lever moves toward the up position , the end
degrees of choke thermostat rotation. The purpose is to of the rod strikes a tang on the air valve lock-out lever.
maintain fast idle speed long cnough to keep the engine As Ihe rod moves to the end of its travel , it pushes the
from stalling but allow the use of a choke coil which lock-out tang upward and unlocks the air valve. The
lets the choke valve open quickly . The operation of the torsion spring must be placed in the specified notch in
split choke feature is controlled by a torsion spring on the vacuum break mounting bracket for the application
the intermediate choke lever shaft. As explained earlier, used.
air pressure action on the off-sct choke valve tends to The choke system is eq uipped with an unloader mech-
force the choke valve open again st tension of the choke anism which is designed to partially open the choke
thermostalie coil. In the last few degrees of thermostat ic valve, should the engine become loaded o r flooded dur-
coil opening motion a lang on thc intermediatc choke ing the starting period. To unload the engine the acceler-
levcr contacts thc end of the torsion spring. This keeps ator pedal should be depressed so that the throt tle valves
the fa st idle cam follower lever on the last step of the are held wide open. A tang on a lever on the choke
fast idle cam 10nJ);e r to maintain fast idle until the en- side of the primary throttle shaft contacts the fast idle
gine is thoroughly warm. The spring works against the cam and through the intermediate choke shaft forces the
thermostatic coil , unt il the coil is hot enough to pull choke valve slightly open. Thi s allows extra air to enter
on the intermediate choke lever and overcome the tor- the carburetor bores and pass on into the engine mani-
sion spring tension. fold and engine cylinders to lean out the fuel mixture
so that the engine will start.

,,,,.

; ---:::.,. VA,CUUM PASSAGE

fAS T IDLE CAM

FOLLOWER

Figure 10

CHOKE SYSTEM - MODEL 4MC

The Model 4M C choke system consists of a choke The thermostatic coil is calibrated to hold the choke
valve located in the primary air horn bore, a choke valve closed when the engine is cold .
housing and vacuum d iaphragm assembly, fast idle cam, Note: To close the choke valve, the primary throttle
connecting linkage, ai r valve lockout lever. and thermo- valves have to be partially opened to a ll ow the fast idle
static coil. Choke operation is con tro lled by the combi- cam follower to by-pass the steps on the fast id le cam
nation of intake manifold vacuum, the offset choke valve. and come to rest on the highest step of the fast idle
temperature, and thrott le position. cam.
BULLETIN 90·5
Model 4MV· 4MC
Page 14 Delco ' "
Roch.ester
""
When the choke valve is closed , the air valve lock-out When the engine is thoroughly warm , the choke coil
lever is weighted so that a tang on the lever catches the rOiation forces the intermediate choke lever d own and
upper edge of the air valve and keeps the air valve closed. allows the fast idle cam to rotate, so that the cam fol-
During engine cran king, air pressure against the top lower drops off the last step of the fast idle cam so the
side of the choke valve eauses the valve to open slightly engi ne will run at normal idle speeds. When the choke
against tension of the thermostatic coil. This restricts moves toward the open position , the end of the choke
air now through the carburetor to provide the richer rod strikes a tang on the air valve lock-out. As the choke
starting mix ture required . When the engine starts and is rod moves to the end of it s travel , it pushes the lock-out
running, ma nifold vacuum applied to the vacuum dia- tang upward and unlocks the ai r valve.
phragm mounted in the choke housing forces the choke The choke system is equipped with an unloadcr mech-
val ve open to a point where the engine will run without anism which is designed to partially open the choke
loadi ng or stalling. At the same time, the fast idle cam valve. should the engine become loaded or nooded dur-
foll ower lever on the end of the primary throttle shaft ing the starting period . To unload the engine the acceler-
will drop from the highest step on the fa st idle cam to ator pedal should be depressed so that the th rou le valves
the second step if the th rottle is opened . This gives the are held wide ope n. A tang on a lever on the choke
engine sufficient fast id le and correct fucl mixture for side of the primary throttle shaft contacts the fast idle
running unt il the engine begins to warm up and heat the cam and through the intermed iate choke shaft force s
thermostatic coil. As the thermostatic coil becomes heat- the choke valve slightly open . Thi s allows extra air to
ed , it relaxes its tension and allows the choke valve to enter the carburet or bores and pass on into the engine
open furth er because of intake air pushing on the off-set manifold and engine cylinders to lean out the fuel mIX-
choke valve. Choke valve opening continues until the ture so that the engine will start.
thermostatic coil is completely relaxed and the choke
valve is wide open.

MAJOR SERVICE OPERATIONS

Disassembly, Cleaning and Inspection, Assembly, and Adjustments
Disassembly
NOTE: Place carburetor on proper holding fixture.
AIR HORN REMOVAL (Figure I I)
I. Remove idle vent valve attaching screw then remove
idle vent valve assembly.
2. Remove clips from upper end of choke rod, discon-
nect choke rod from upper choke shaft lever and
remove choke rod from bowl.
3. Remove spring clip from upper end of pump rod
,~,

INLt T....... then disconnect pump rod from pump lever.

4. Remove nine air horn to bowl attaching screws, two
attaching screws are located next to the primary
venturi. (Four long screws, three short screws, two
counter-sunk screws).
5. Remove air horn by lifting straight up . Air horn
gasket shou ld remain on bowl for removal later.
CAUTION: Care must be taken not to bend two
small main well air bleed tubes protruding from air
horn . These are permanent ly pressed into casting.
Figure II DO NOT REMOVE.
 BULLETIN 90· 5

Delco""
R.ochester
" Model 4MV·4MC
Page 15

side of bowl, then remove gasket from around power

piston and primary metering rod s.
3. Remove pump return spring from pump well.
4. Remove plastic filler over noat valve.
5. Remove power pi ston and primary metering rods,
using needle nosed p liers to pull straight up on
metering rod hanger directly over powe r piston.

Figure 12

AIR HORN DISASSEMBLY (Figure 12)

I. Remove secondary metering rods by holding air
valve wide open , then tilt and slide rods from holes
in hanger.
2. Remove dashpot from air valve link by rotating bend
Figure 14
through hole then remove dashpot from air horn by
rotating bend through air horn. (Figure 14) Remove power pi ston spring from well.
NOTE: Further di sassembly of the air horn is not NOTE: The power piston assembly is held in place
required for cleaning purposes. If part replacement for ease in assembly of the air hom , by a button
is required, proceed as follows: head on e nd of pi sto n stem. This button head forces
3. Remove choke valve attaching screws then remove through a hole in the throule body to bowl gasket.
choke valve and shaft. 6. Remove metering rods from power piston by dis-
4. Remove pump lever roll pin then pump lever. connect ing tension spring from lOp of each rod then
CAUTION: Air valves, air valve shaft and secondary rotating rod to remove from hanger.
metering rod hangers are calibrated and should not 7. Remove noat assembly by pulling up slightly on
be removed. retaining pin until pin can be removed by sliding
toward pump well. After pin is removed , slide noat
assembly toward front of bowl to disengage needle
pull clip being careful not to distort pull clip.
8. Remove pull clip from needle.
9. Remove two screws from noat needle retainer then
remove retainer and need le assembly. (Figure 15)

Figure /3

FLOAT BOWL DISASSEMBLY (Figure 13)

I. Remove pump plunger from pump well.
2. Remove air horn gasket from dowels on secondary Figure 15
BULLETIN 90·5
ModeI4MV ·4 MC
Page 16 DeIco ' "
Rochester
"
CAUTION : Needle seat is factory staked and tested . THROITLE BODY DISASSEM BLY (Figure 16)
Do not attempt to remove or restake. If damaged , I. Remove pump rod from throttle lever by rotating
replace fioat bowl assembly. rod ou t of primary throttle lever.
10. Remove primary metering jet s. No attempt should 2. Remove idle mixture screws and springs.
be made to remove seconda ry metering plates.
II . Remove pump discharge check ball retainer and check
ball.
12. Remove barne from secondary side of bowl. CAUTION : Extreme care must be taken to avoid
damaging secondary throttle valves.
4MV MODELS NOTE: No further disassembly of the throttle body
13. Remove vacuum hose from vacuum break assembly is required.
and from tube connection on bowl.
14. Remove retaining screw from choke assembly and
remove asse mbly from noat bowl.
NOTE: If furth er disa ssembly of cho ke is necessary,
remove clip from vacuum break link, at vacuum Cleaning and Inspedion
break lever, then remove rod from vacuum break
lever. Spread the retaining cars on bracket next to
vac uum break asscmbly, then remove vacuum break NOTE: The carburetor should be cleaned in a cold
assembly from lever. immersion type cleaner.
I. Thoroughly clean carburetor castings and metal parts
<Me MODELS in an approved carbu retor cleaner such as Ca rbon-X
13a. Remove choke coil retaining screws and clips, then (X-55) or its equiva lent.
remove choke coi l assembly and barne. CAUTION: Any rubber parts, plastic parts, dia-
14a. Remove retaining screw from choke hou sing assem- phragms , pump plungers, sho uld not be immersed
bly and remove asse mbly from noat bowl. in carburetor cleaner. However, the dclrin cam on
15. Remove fast idle cam from choke assembly. the air valve shaft will withstand normal clcaning in
CAUTION: Do not place vacuum break assembly carburetor cleaner.
in carburetor cleaner. 2. Blowout all passages in castings with compresscd
16. Remove lower choke rod and actuating lever from ai r. Do not pass drill s through jets or passages.
inside of fioat bowl well. 3. Inspect idlc mixture needles for damage.
17. Remove two screws from ho t idle compensator cover 4. Examine fi oat needle and diaphragm for wear. Re-
then remove hot idle compensator and O- ring from place if necessary with new noat necdle assembly.
noat bowl. 5. Inspect upper and lower surfaces of carburetor cast-
18. Remove fuel in let filter nut, gasket, fi lter and spring. ings for damage .
19. Remove throttle body by removing throttle body to 6. Inspect holes in Icvers for cxcessive wear or out of
bowl attaching screws. round conditions. If worn , levers should be replaced.
20. Remove throttle body to bowl insulator gasket. 7. Examine fa st idle cam for wear or damage.
8. Check a ir valve for binding conditions. If air valve
is damaged, air horn assembly must be replaced.
9. Check all throttle levers and valves for binds or other
damage.

Assembly & Adjustment Procedures

T HR OTTLE BODY ASSEMBLY-{ Rcfer to Figure 16)
I . Install idle mixture needles and springs until scated.
Back out needles two turns as a preliminary id le
adjustment .
2. Install pump rod in lower hole of throttlc lever by
rotating rod .
FLOAT BOWL ASSEMIl LY-
(Refer to Figu res 13-14-15)
Figure /6 I. Install new th rottle body to bowl insu lator gaskct
 Delco""
Rochester
" BULLETIN 90·5
Model 4MV·4MC
Page 17

being certain the gasket is properly installed over

two locating dowels on bowl.
2. Install throttle body making certain throttle body is
properly located over dowels on noat bowl then in-
stall thratlle body to bowl screws and tighten even ly
and securely.
Place carburetor on proper holding fixture.
3. Install fuel inlet filter spring, filter , new gasket and
inlet nul and tighten nul secu rel y.
4. Install hot idle compensator O-ring seal in recess in
bowl then install hot idle compensator.

NOTE: If vacuum break diaphragm was removed

from bracket, slide vacuum break diaph ragm be-
tween retaining ears to hold securcJy. Install vacuum
Figure J7
break rod (V-bend end) in diaphragm link with end
toward s bracket then install grooved end of rod in
hole of actuating lever and retain to vacuum break
lever with spring clip. a. With adjustable T-scale, measure from top of
fl oat bowl gasket surface (gasket removed) to top
of float al toe (locate gauging point ~" back
from toe).

5. Install fa st id le cam on vacuum break or choke hous- NOTE: Make sure retalOlOg pin is held fi rmly
ing assembly. Be sure fast idle cam actuating pin on in place and tang of float is seated on float needle.
intermediate choke shaft is located in cut out area
of fast idle cam.
6. Connect choke rod to choke rod actuating lever b . Bend float up or down for proper adjustment.
(plain end) then holding choke rod . with grooved 15. Install power piston spring in power piston well. [f
cnd pointing inward . position choke rod actuating primary main metering rods were removed from
lever in well of float bowl and install choke assembly hanger re-install making sure that lension spring is
engaging shaft with hole in actuating levcr. Install connected 10 top of each metering rod . Install power
retaining screw and tighten securely. Remove choke piston assembly in well with metering rods properly
rod from lever for in slallati on later . posi tioned in metcring jets. Press down firm ly on
7. Install vacuum nose to tube connection on bowl and power piston to insure engagement of retaining pin
vacuum break assembly. (Model 4MV ONLY) in throttle body gasket.
8. In stall air deflector in secondary side of bowl witn 16. Install plastic filler over fl oat needle. pressi ng down-
notchcs towards lop. ward until seated properly . (Refer to Figure 13)
9. Install pump discharge check ball and retainer in 17. Install pump return spring in pump well .
passage next to pump well . 18. Install air hom gasket around primary metering rod s
10. In stall primary main metcring jets. and piston. Position gasket over two dowels on sec-
II. Insert float needle and diaphragm assembly. Be cer- ondary side of bowl.
tain diaphragm is properly positioned before install- 19. [nstall pump plunger in pump well.
ing retainer. Install needle retainer and two screws
and lighten securely.
12. Using need le nosed pliers to hold needle pull clip, AIR HORN ASSEMBLY-{Refer to Figure 12)
install pull clip on needle. Pull cli p is properly po- I . [nstall the foll owing, if removed.
sitioned with open end towards front of bowl. Pump level' and retain with roll pin.
13. In stall fl oat by sliding noat lever under pull cl ip Dash pot plunger rod through air hom and attaeh
from front to back . With float lever in pull clip. actuating lever to rod .
hold noat assembly at toc and install retaining pin Choke shaft, choke valve, and two attaching screws.
from pump well side. Be cardul not to di slort pull 2. Install secondary metering rods. With air valve held
clip. wide open, rod s should be positioned with upper
14. Float Level Adj ustment (Fi gure 17) ends through hanger holes and towards each other.
BULLETIN 90·5
Model 4MV·4MC
Page 18
Delco ' "
Rochester
"
AIR HOR N TO BOWL INSTALLATION

I. Place air horn assembly on bow! carefully, position-

ing secondary metering rods, vent tubes, and acceler-
ating well tubes through air horn gasket. Care should
be taken when installing to be sure dashpot and
pump plunger are positioned properly through air
horn. Do not force air horn assembly on to fl oat
bowl as distortion of secondary metering plates will
result. A slight sideward movement will center meter-
ing rods in metering plates.
2. Install four long air horn screws around secondary
side , two short screws in center section , and one
short screw abo ve fuel in let. Two co unter- sunk IDLE VENT AO.IUS'TM!ONT
screws are installed in primary venturi area. All
screws must be lightened evenly and securely.
3. Install idle vent actuating rod in pump lever. ( Refer Figure 19
to Figure 18)
4. Connect pump rod in pump levcr and retain with
spring clip. IDL E VENT ADJUSTMENT-Figure 19
5. Connect chokc rod in lower choke lever and rctain After pump rod adjustment has been made, open pri-
in upper lever with spring clip. mary throule to a point where the idle vent j ust closes.
6. I nstall idle vent valve. engaging actuating rod and With adjustable T-scale , measure the distance from the
tighten attaching screw . lOP of choke valve wall , next to vent stack , to lOp of
the pump plunger stem. Bend wire lang 011 pump lever
to adj ust.

fHftCH f LE ~,'~'
COMPl£TELl
CLOSED

PUMP ADJUSTMENT AIR VALVE ADJUST ~~t

Figure 18 Figure 20

PUMP ROD ADJUSTMENT- Figure 18 AIR VALVE ADJ USTMENT-Figure20

With th rottle valves completely closed and pump rod With ai r valve wide open and valve against SlOp tang,
in specified hole of pump lever, measure from top of the distance between upper inside edge of air val ve and
choke valve wall , next to vent stack, to top of pump the back of choke valve wall . at torsion spring end.
stem with adj ustable T-scale. Dimension should be as should be as specified. Bend stop tang on dashpot lever
specified. Bend pump lever to adjust. to adjust.
 BULLETIN 90·5

Delco "
ModeI4MV·4MC
"" Page 19
Rochester

''':GE•.9.''~''~ WALL
EDGE OF
VALVE

,
CA M FOLLOWER ON

STE M

LEVER,
TURN SCREW IN 3 TURNS
TO ADJUST.

Figure 21 Figure 1]
VACUUM BREAK ADJUSTMENT-Modcl4MV-
Figure 23
FAST IDLE ADJUSTMENT-Figure 21 With choke spring pick-u p located in specified notch ,
With primary throttle valves completely dosed and the hold the choke valve toward the closed position using
cam follower over the high step of Ihe fast id le cam, a rubber band on the vacuum break lever. Hold vacuum
turn fast idle screw in 3 turns after screw makes contact break diaphragm stem against its seat so vacuum link
on lever. is at the . end of slot. The dimen sion between the lower
edge of choke valve and air horn , al choke lever end,
should be as specified.
Bend vacuum link to adjust.

ROD IN BOTTOM "~' "B"

~

BEND CHOKE ~;::~,~-::::'

r OADJUST

rtOLO TANG

Figure 22 Figure 24

CHOK E ROD ADJUSTMENT-Figure 22 VACUUM BREAK ADJUSTMENT-MocIel 4M C--

With the fa st idle adjustment made, and cam follower Figure 24
on second step of fast idle cam and again st the high The vacuum break adjustment must be made as fol-
step, rotate the choke valve toward the closed position lows:
by pushing down on the vaccum break lever (Model Slep"A ..
4MV) or thermostatic coi l tang (Model 4MC). Dimen- With choke valve closed, and choke rod in bottom of
sion between the lower edge of choke valve, at choke the slot in the upper choke lever, align the thermostatic
lever end, should be as specified . spring pick-up tang directly over the index tab o n the
Bend choke rod to adjust. inside of the choke housing.
BULLETIN 90·5
ModeI4MV ·4MC
Page 20
Deloo V
Roohester
"
After tang is aligned, adjust vacu um break tang to a rubber band on the vacuum break lever, open the pri-
specified dimension between tang and vacuum break pin. mary throttle to the wide open positi on. With the valves
Step " 8" in this positi on, the dimension between the lower edge
With vacuum break diaphragm seated, and tang against of choke valve and air hom wall should be as specified.
vacuum break pin, adjust choke rod to give specified Bend the tang on the fast id le lever to adjust.
dimension between wall and lower edge of choke valve.
Make sure choke rod is in bottom of slot in cho ke lever
when gauging turn screw on vacuum break cover to
adjust.
Install bafne plate and thermostatic cover. Adjusting
cover to specified mark on choke housing.
"A" "8"

Figure 25
Figure 27
SPLIT CHOKE SPRING ADJUSTMENT-Figure 25
With split choke spring in specified notch, open choke
AIR VALVE LOCKOUT ADJUSTMENT-Oldsmobile
valve by pushing upward on vacuum break lever to end
Figure 27
of travel, making sure choke rod is in upper end of slot
in choke lever.
Dimension between end of torsion spring and tang A. Opening Clearance
should be as speci fied. With the cam follower positioned against the rise
Bend tang to adjust. to the lowest step of the fast idle cam , apply a
light force to the vacuum break lever in the direc-
tion of dosed choke, rotate the choke valve to ils
1 GA UGE aET w EEN WA LL
ANe LOWER EDGE OF
wide open stop by applying force to the up side
J-l CHOKE VALVE of the choke valve. Move the air valves in the
direct ion of open valve. Bend the upper end of the
1%",, · • ai r valve lockout lever, if necessary, to give an
\ -'-. opening, as specified, between the lockout lang
and the front edge of the ai r valve.

B. Lockout Clearance
With the cam follower positioned against the rise
to the lowest effective . step of the fast id le cam,
apply a light force to the vacuum break lever in
the direction of closed choke, rotale the choke
valve in the direction of closed choke by applying
WIDE OPE N LEVER TO ADJJ5T light force 10 the up side of the choke valve so
Ihat the choke link is at the upper end of the 5101
Figure 26 in the choke lever. Move the air valves in the di-
rection of open valve. The air valves mu st be
UNlOADER ADJUSTMENT-Figure26 locked closed. If any adjustment is necessary. the
With the choke valve held in the closed posit ion, by opening clearance must be rechecked.
 "- BULLETIN 90·5
ModeI4MV ·4MC
De1co ' " Page 21
Rochester
SECONDARY OPENING ADJUSTMENT- Figure 29
Holding choke valve and primary throttle valves in
wide open position and secondary throttle valves closed ,
"A" " B" the lock-out pin should have a minimum of 75 % contact
on lock-oul lever.
To adjust, bend lock-out lever.

Figure 28

AIR VALVE LOCKOUT ADJUSTMENT-

Chev-Buick-Pont- Figure 28
A. Opening Clearance
With the choke valve wide open, apply sufficient Figure 30
force to the thermostat tang to move the choke CHOKE COIL ROD ADJUSTMENT-Oldsmobi le
rod to the lOp of the slot in the choke lever. Move Figure 30
the air val ve in the direct ion of open valve . Bend
the upper end of the air valve lockout lever, if With choke valve completely closed and choke rod in
necessary, to give an opening, as specified , between bottom of choke lever slot, pull forward on choke coil
the lockou t tang and the fro nt edge of the air valve. rod until rod is against stop in choke coil cover.
8. Lockout Bend outer loop of rod to speci fied position.
With all other adjustments made, open choke valve Conn ect c hoke coil rod to vacuum break lever and
to its wide open posi tion by applying force to the install clip.
up side of the c ho ke valve. Making su re choke rod
is in bOllom oj sIal in the choke lever, the air
valve lockout tang must hold the air valve cl osed .

r' ,
-.
i

Figure 3/

C HOKE COIL ROD ADJUSTMENT

Figure 3 1
With choke va lve completely closed and choke rod in
Figu re 29 bottom of choke lever slot , pull upward on choke coi l
rod to end of travel.
SECONDAR Y LOCKOUT C LEARANCE-Figure 29 Bott om qf choke coil rod must be even with top of
With choke valve and both primary and secondary hole in vacuum break lever.
throttle valves fully closed , the lock-out lever should not Be nd choke coil rod to adjust.
con tact lock-out pin . Clearance must not exceed .015. Connect ehoke coil rod to vacuum break lever and
Bend lock-out pin to adjust. install clip .
BULLETIN 90·5
Model 4MV-4MC
,....
V
Page 22
Deloo
Roohester
TYPICAL EXPLODED VIEW - MODEL ' MV QUAORAJET PARTS

1. Ch .. ~. Sh.. 1t & L.v.r Auy .

2. Cl ip _ CIo ..... Roel (H .. uuh_)
3. Scr .... _ CIoGlo. V.. lv. (2)
5,- 1 •• C ....... V .. lv.
5. Sc•• w _ Ai. Ho.n (.)
6. Scr.w - Air H... n ( l )
7. Sc•• w - AI. H...n (2)
B. L.v • • - O"."p .. ' Ac'u .. ' i"g
9. R.. II Pi .. _ O... hp .. '
10. Cli p _ R.. eI IHou .. "".)
11. R.. eI _ Ai. Valv.
12. L." •• _ Ieli. V.nl V.. I".

0 \ 13. L.v •• - Pu ... p Aclu .. lin,

U . Roll P I.. _ Pump L ..... r
IS . Scr.w _ Iell. V.nl Val ....
16. V.. I.... - loll. V.nl
17. AI. Ha ... A...mboly
lB. M••• rl n, Rael - S.eonelar~ {21
19. O,.. hp.. ' Au.m"l,
20. Pump Au.m"l~
21 . 5p. in, - Pump R.'urn
22. Gal~.' _ Ai. Horn
23. Hi .. ,. Pi .. _ Flo..' AII~.
21. Flo.. , Au., .
25. Sprln, - Mel.ring Rod _ Pri", ... .,
26. I....., - Flo.. , Ba .. 1

.,.---:: 5~26 27. Se .... _ Cov •• "" .. chi .. g (2)

28. Cov • • _ Ieli. Comp ...... 'o,
29. loll. C .. mp.n.o'o, ""Y'

~40
\
30. G ... ~., _ Ieli. Comp.n .......
31. R.. cI- Cho~.
32. 80111. _ Flo.. 1 Bowl (Ri,hl & L.ft)
36 . ;---- 41 33. L ..... , _ In'.,,..... i .. '. Ch .. ~.

28-1] '" 42
- -43
3 •. M.,.,ln, Rod _ Pr im....., 121
lS. J., _ P' i..... '.., ( 21
P ....., P lu .... " ... ""'I~ - Pri ..... '..,
Sprln, - P .. w., P i.'.. n
R., .. in •• _ Pump Oi. ch .. ,g. B .. II
B .. ll - Pump Oi.ch ...,.
Pull CLi p _ Floo' N.. dl.
1 Sc •• w _ R., .. ln •• "".. ch ing (2)
'2. R•• o ln . r - Flo"l N..eli. " .. ~.
13. Flo'" N.... I. & Oioph, .. ~ "uy,
A•• FI.. ol B .. wl "IIY.
AS. Ser ... _ C .. nlt .. l "".. ch ing
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