CARBURETOR FUEL

SYSTEM
BY: ABEL ABEBE
CONTENTS

• Definition
• System construction
• System operation
• System trouble shooting (more emphasis to be given)
• System test and services (more emphasis to be given)
• System Components test and services (more emphasis to be given)
DEFINITION

• T­he goal of a carburetor is to mix just the right amount of

gasoline with air so that the engine runs properly.
CONT’D

• If there is not enough fuel mixed with the air, the engine "runs lean" and
either will not run or potentially damages the engine.
• If there is too much fuel mixed with the air, the engine "runs rich" and
either will not run (it floods), runs very smoky, runs poorly (bogs down,
stalls easily), or at the very least wastes fuel.
SYSTEM CONSTRUCTION

• A carburetor is essentially a tube.

• There is an adjustable plate across the tube called the throttle plate that
controls how much air can flow through the tube.
• At some point in the tube there is a narrowing, called the venturi, and in this
narrowing a vacuum is created.
• In this narrowing there is a hole, called a jet, that lets the vacuum draw in
fuel.
CARBURETOR COMPONENTS
FLOAT CHAMBER

• Float Chamber or combustion chamber is one of the important carburetor

components.
• As the name implies, the combustion chamber functions as a room for
combustion, and it is positioned at the cylinder head. The combustion
chamber will be a place of combustion that mixes fuel with compressed air
from a piston in the cylinder.
CONT’D

• When a car is fully fueled, the float will automatically rise and will close
the fuel valve. Float work will follow the high and low fuel conditions of a
car.
FLOATER

• Floaters will indeed work in high or low fuel conditions. It will not work
when there is too much fuel or flooding.
• With the presence of a floater, the fuel condition will remain stable.
CHOKE VALVE

• Choke Valve is a carburetor component that can provide comfort in a car.

• The main function of the choke valve is to add to the mixture in a car’s
fuel so that the vehicle will be easy to start and use for various daily
activities.
THROTTLE VALVE

• The throttle valve has a function as a regulator of how high or low the
level of air mixture entering the car’s combustion chamber.
• The throttle valve component will usually work alongside each other with
the skep needle or the main jet.
• When the throttle valve is open, the main jet will open too.
MAIN JET

• The main Jet or a skep needle is a car component that functions to regulate
how much fuel in a vehicle will be mixed or combined with clean air.
• The main jet has a conical shape and gets tapered downwards, allowing it
to lift when the gas is pulled.
JET NEEDLE

• The jet needle is a long tapered rod that controls how much fuel can be
drawn into the carburetor venturi.
• The thinner the taper, the richer the mixture.
• The thicker the taper, the leaner the mixture since the thicker taper will not
allow as much fuel into the venturi as a leaner one.
SLOW JET

• Slow jet is a carburetor component useful for supplying clean fuel and air
when the car is in an idle position.
• If your car is in an idle position, all you need to do is set the slow jet in the
carburetor and reset the needle, so that it’s performance can return to
normal.
PISTON VALVE SCREW AND PILOT SCREW

• The piston valve screw and the pilot screw are indeed similar in shape to
the slow jet but differ in terms of function or usability. If the screw is
located near the back, it regulates how much air enters the circuit.
• If the screw is turned in, it reduces the amount of air and richens the
mixture.
• If it is turned out, it opens the passage more and allows more air into the
circuit which results in a lean mixture.
MAIN NOZZLE

• This component will work as the main transmitter of a vehicle’s fuel.

• The main nozzle is usually found on a carburetor that has a venturi type.
VENTURI

• The venturi is a narrow section that is positioned in the carburetor tube and
it functions to increase the speed of the airflow.
• With the presence of venturi, the car speed will be fast and different from
other types of cars.
FUEL TANK

• A fuel tank is a safe container for flammable fluids.

• It is typically applied to part of an engine system in which the fuel is
stored and propelled by fuel pump or released as pressurized gas into an
engine. Fuel tanks range in size and complexity.
• A lead-tin alloy is normally plated to the sheet metal to prevent the tank
from rusting.
CONT’D

• The fuel tank filler neck is an extension on the tank for filling the tank
with fuel. The filler cap fits on the end of the filler neck.
• The neck extends from the tank through the body of the vehicle. A flexible
hose is normally used as part of the filler neck to allow for tank vibration
without breakage.
CONT’D

• Modern fuel tank caps are sealed to prevent escape of fuel and fuel vapors
(emissions) from the tank. The cap has pressure and vacuum valves that
only open under abnormal conditions of high pressure or vacuum.
• Has a rheostat which is a 2-wire variable resistor that is used to vary
current in a circuit. Most older vehicles use a rheostat to monitor the float
position level in the gas tank.
CONT’D

• Fuel tank baffles are placed inside the tank to prevent the fuel from
sloshing or splashing around in the tank. The baffles are metal plates that
restrict fuel movement when the vehicle accelerates, decelerates, or turns
comers.
• The fuel gauge is a signaling system that indicates the amount of fuel in
the tank. Most fuel gauges are composed of two units - the gauge that is
mounted on the instrument panel and the sending unit located on the tank
CONT’D

• Types of Fuel Gauge:

 A.C. electric fuel gauge with balanced coils.
 Bimetal type electric fuel gauge.
 Thermal type electric fuel gauge.
 Thermostatic-type electric fuel gauge.
A.C. ELECTRIC FUEL GAUGE WITH BALANCED
COILS
• It consists of two units-tank unit and dash unit. The two units are connected
by a single wire. In these types of fuel gauge, the tank unit comprises a
rheostat (resistance coil and movable contact) and a float.
• The rheostat contact is operated by float to assume a position on the resistance
corresponding to the position of the float in the fuel tank. This movable
contact is earthed.
• When the tank is full and the float is up, the resistance in the tank unit is high.
FUEL LINES

• Fuel lines are made from steel or copper tube, fuel resistant plastic pipes
and flexible hoses being used in some cases.
• The lines are secured by clips at several points along their length
underneath the floor pan between the fuel tank and the engine.
FILTERS

• Fuel filter: remove water, dirt and other impurities from the fuel before it
enters the engine.
• Air Filter: All air, delivered to the intake manifold, must be filtered and the
temperature controlled for efficient fuel vaporization. These are the two
main jobs of the air cleaner: filtration and air temperature control.
• The air cleaner also silences intake air noise and acts as a flame arrester in
case of a backfire through the carburetor.
FUEL PUMP

• A fuel pump is a frequently essential component on a car or other internal

combustion engine device. It moves the fuel from the tank to the
carburetor.
• Many engines do not require any fuel pump at all, requiring only gravity to
feed fuel from the fuel tank or under high pressure to the fuel injection
system.
TYPES

• Fuel pumps can be

 Mechanical fuel pump
 Diaphragm type electrical fuel pumps
 Roller- type electrical fuel pump
MECHANICAL FUEL PUMP

• Mechanical fuel pumps use a lever that rides on the camshaft to pump a rubber
diaphragm inside the pump up and down.
• This creates suction that pulls fuel into the pump, and then pushes it along. A pair of one-
way valves inside the pump only allow the gas to move in one direction (toward the
engine).
DIAPHRAGM TYPE ELECTRICAL FUEL PUMPS

• Fuel from the tank is piped to the inlet side of the pump, the pump has a diaphragm that is
activated by vacuum or mechanical linkage. On vacuum pumps it is either getting
vacuum from the valve cover or on the oil dip stick, this forces the fuel to the carburetor.
They are also called pulse pumps.
ROLLER- TYPE ELECTRICAL FUEL PUMP

• As the roller assembly spins, fuel enters from the suction side of the pump. Atmospheric
pressure pushes fuel from the tank to the low-pressure area created within the pump.
• As the roller continues to spin, the fuel is pushed into an increasingly smaller area created
within the pump. As this happens, the fuel is pressurized and forced out the pump
discharge outlet and into the fuel lines.
SYSTEM OPERATION

• Carburetors come in various degrees of complexity and design.

• The simplest model of a carburetor comes in the form of a single vertical
air pipe located above the engine cylinders, along with a horizontal fuel
pipe joined to its side.
CONT’D

• The air flows down the vertical pipe and acts as a gateway to the narrow
middle. The kinked central part is called the Venturi, and it significantly
speeds up the air flow.
• This increase in the speed of the air causes a fall in pressure, which creates
a sucking effect and draws in air from the fuel pipe attached to the side.
CONT’D

• The air that is sucked out also pulls fuel along with it.
• The next logical question is – how is the air-fuel mixture controlled? The
carburetor contains swiveling tow valves in the venturi. At the top, the
valve is called the choke.
CONT’D

• The choke controls the amount of air that flows in. If the choke is in its
closed position, only a small amount of air can enter the venturi, while a
larger amount of fuel is drawn in.
• This makes the engine consist of a more fuel-rich mixture. The advantage
arises when one would like to start an engine or when the engine is cold.
CONT’D

• The bottom part of the valve contains a secondary valve known as the throttle.
The more the throttle is open, the more air flows into the carburetor.
• The more air that flows into the carburetor, the more fuel it pulls in from the
horizontal fuel pipe attached to it. This makes the engine produce more energy
and deliver more power, which makes the automobile go faster. So, whenever
you push down on the accelerator, you’re giving the engine more oxygen and
fuel to burn.
CONT’D

• The fuel pipe attached to the carburetor consists of a miniature fuel tank called
the fuel feed chamber. This is a small tank with a float and a valve inside it.
• Whenever the fuel pipe continues giving fuel to the carburetor, the float valve
present inside it will sink. When this happens, it draws more fuel into the fuel
chamber directly from the gas tank. Once the fuel chamber is full, it rises,
thereby closing the pathway from the gas tank to the fuel chamber.
CONT’D

1. Air flows into the top of the carburetor from the car's air intake, passing
through a filter that cleans it of debris.
2. When the engine is first started, the choke (blue) can be set so it almost
blocks the top of the pipe to reduce the amount of air coming in
(increasing the fuel content of the mixture entering the cylinders).
3. In the center of the tube, the air is forced through a narrow kink called a
venturi. This makes it speed up and causes its pressure to drop.
CONT’D

4. The drop in air pressure creates suction on the fuel pipe (right), drawing
in fuel (orange).
5. The throttle (green) is a valve that swivels to open or close the pipe.
When the throttle is open, more air and fuel flows to the cylinders so the
engine produces more power and the car goes faster.
6. The mixture of air and fuel flows down into the cylinders.
CONT’D

7. Fuel (orange) is supplied from a mini-fuel tank called the float-feed

chamber.
8. As the fuel level falls, a float in the chamber falls and opens a valve at
the top.
9. When the valve opens, more fuel flows in to replenish the chamber from
the main gas tank. This makes the float rise and close the valve again.
CARBURETOR SUB-SYSTEMS

• Float system
• Idle system
• Main metering system
• Accelerating pump system
• Power enrichment system
• Choke system
FLOAT SYSTEM

• The purpose of the float circuit is to maintain an adequate supply of fuel at the
proper, predetermined level in the bowl for use by the idle, acceleration pump,
power and main metering circuits. One or two separate float circuits may be used,
each circuit containing a float assembly, needle and a seat.
• All circuits are supplied with fuel from the fuel bowl. All fuel enters the fuel bowl
through the fuel inlet fitting in the carburetor body. The fuel inlet needle seats
directly in the fuel inlet fitting. The fuel inlet needle is controlled by a float and a
lever which is hinged by a float shaft.
CONT’D
IDLE SYSTEM

• At idling (low engine speed), the choke is opened and the throttle is nearly closed.
AF=12:1. It provides the air-fuel mixture at speeds below approximately 800 rpm or 20
mph. Modern Carbs can atomization.
• High vacuum below the throttle plate pulls fuel from the idle port.
• Idle mixture screw allows adjustment of fuel at idle.
• Air bleed helps pre-mix air and fuel.
 Adjustment screw controls the amount of air bleed into the system.
 Adjusting screw controls the quantity of fuel and air mixture discharged.
MAIN METERING SYSTEM

• Also called a high-speed system.

• Is needed to supply a steady air fuel mixture as the throttle valve is moved
away from idle.
• Takes over as the idle system fades out i.e. comes into operation while the
flow of air through the venture.
LOW SPEED CIRCUIT

• With the throttle valve only slightly open, too little air passes
through to produce vacuum in the venturi.
• As a result, the main fuel nozzle still does not discharge fuel.
However, more fuel is needed than can be supplied through the
idle port.
• The low speed port supplies this additional fuel.
ACCELERATING PUMP SYSTEM

• It develops the pressure to force fuel out of the pump nozzle and into the
air horn. There are two types of accelerator pumps - piston and diaphragm
type.
CONT’D

• The pump piston or diaphragm is pushed down in the pump chamber, as the throttle plate
is opened, forcing fuel through the outlet passage.
• At the same moment, the pump check ball will seat, keeping fuel from being pumped
back into the float bowl.
• The pump piston or diaphragm is raised in the pumping chamber when the throttle plate
is closed, causing the pump check weight to seat blocking the outlet passageway.
• The accelerating system consists of an inlet check valve, cylinder, pump piston or
diaphragm, outlet check valve, and accelerating jet.
CHOKE SYSTEM

• When the engine is cold, richer mixture is supplied (8:1 to 9:1), there will
be enough vapor to assure complete combustion.
• The carburetor is fitted with a choke system to provide this richer mixture.
The choke system provides a very rich mixture to start the engine and to
make the mixture less rich gradually, as the engine reaches operating
temperature.
TYPES

• The two types of choke systems are:

Manual and
Automatic:
MANUAL CHOKE SYSTEM

• In the manual choke system, the choke plate is operated by a flexible cable that extends
into the operator's compartment.
• As the control is pulled out, the choke plate will be closed, so the engine can be started.
As the control is pushed back in, the position of the choke plate is adjusted to provide the
proper mixture.
• The following are two features that are incorporated into the manual choke to reduce the
possibility of the engine flooding by automatically admitting air into the engine.
CONT’D
AUTOMATIC CHOKE SYSTEM

• They control the air-fuel ratio for quick starting at low temperature and
also provide for the proper amount of choking to enrich the air-fuel
mixture for all conditions of engine operation.
CONT’D
CONT’D

• With the engine cold, the thermostatic spring holds the choke closed.
When the engine is started, the closed choke causes high vacuum in the
carburetor air horn. This pulls a large amount of fuel out of the main
discharge tube.
• As the engine and thermostatic spring warm, the spring uncoils and opens
the choke plate. This action produces a leaner mixture. A warm engine will
not run properly if the choke were to remain closed.
CONT’D

• Various methods are used to control the warming of the choke thermostatic
spring. The four methods of providing controlled heat to the thermostatic
spring are as follows:
Electricity
Engine coolant
Well-type heated and
Exhaust manifold.
ELECTRICITY

• It uses an electric coil to heat the thermostatic spring. The heating coil is
switched on with the ignition switch.
• Some systems use a control unit that prevents power from reaching the
electric coil until the engine compartment reaches a desired temperature.
CONT’D
ENGINE COOLANT

• It uses a passage in the thermostat housing to circulate engine coolant for

heating the thermostatic spring.
CONT’D
WELL-TYPE HEATED

• It mounts the thermostatic spring in the top of the exhaust manifold.

• As the engine and manifold warms, the thermostatic spring uncoils to open
the choke.
CONT’D
EXHAUST MANIFOLD

• It uses heat from the exhaust manifold to heat the thermostatic spring. The
exhaust heat is brought to the choke through the means of a heat tube.
• The heat tube passes through the exhaust manifold, so as it takes in fresh
air via the choke stove, it picks up heat from the exhaust without sending
any actual exhaust fumes to the choke mechanism.
CONT’D
CONT’D

• When the choke system is operating during warm- up, the engine must run at a faster idle
speed to improve drivability and prevent flooding. To accomplish this, fit the carburetor
with a fast idle cam that is operated by linkage from the choke.
CONT’D
POWER SYSTEM

• The full-power system provides a means of enriching the fuel mixture for
high-speed, high-power conditions. This system operates, for example,
when the driver presses the fuel pedal to pass another vehicle or to climb a
steep hill.
• The full-power system is an addition to the high-speed system. Either a
metering rod or a power valve (jet) can be used to provide variable, high-
speed air-fuel ratio.
CONT’D

• A metering rod is a stepped rod that moves in and out of the main jet to alter
fuel flow.
• When the rod is down inside the jet, flow is restricted and a leaner fuel
mixture results.
• When the rod is pulled out of the jet, flow is increased and a richer fuel
mixture results for more power output.
• The metering rod is either mechanical-linkage or engine-vacuum operated.
MECHANICAL LINKAGE

• The MECHANICAL LINKAGE metering rod is linked to the throttle

lever. Whenever the throttle is opened wide, the linkage lifts the metering
rod out of the jet. When the throttle is closed, the linkage lowers the
metering rod into the jet.
VACUUM OPERATED

• The VACUUM OPERATED metering rod that is controlled by engine

vacuum is connected to a diaphragm. At steady speeds, power demands are
low and engine vacuum is high, and the piston pushes the metering rod
into the jet against spring pressure, restricting the flow to the discharge
tube. When the load increases, vacuum decreases, causing the piston
spring to lift the metering rod out of the jet, progressively increasing the
flow of fuel to the discharge tube.
CONT’D

• When the engine is cruising at normal highway speeds, engine intake manifold
vacuum is high. This vacuum acts on the power valve diaphragm and pulls the
fuel valve closed.
• No additional fuel is added to the metering system under normal conditions;
however, when the throttle plate is swung open for passing or climbing a hill,
engine vacuum drops. The spring in the power valve can push the fuel valve
open. Fuel flows through the power valve and into the main metering system,
adding more fuel for more engine power.
SYSTEM TROUBLE SHOOTING

• When a carburetor is clean and is working properly, the engine should start
easily (hot or cold), idle smoothly, and accelerate without stumbling.
• The engine should get normal fuel economy and emissions should be
within limits for the year of the vehicle.
HARD COLD STARTING PROBLEMS

• Hard starting can be caused by a choke that fails to close and causes a rich
fuel mixture when the engine is cold.
• But there's no need to rebuild or replace the carburetor if all that's needed
is a simple adjustment or cleaning of the choke mechanism and linkage.
Chokes are very sensitive, and easily misadjusted.
CONT’D

• Inside the choke housing is a coiled bi-metal heat-sensing spring that

contracts when it cools and expand (unwinds) when it gets hot.
• The spring opens and closes the choke plate on top of the carburetor. The
spring is inside a black plastic choke housing on the top or side of the
carburetor.
CONT’D

• The spring is heated by an electric heating element inside the cover and/or
heat from the exhaust manifold that is siphoned up into the housing
through a small metal tube.
• If the heating coil has burned out or is not receiving voltage, or the heat
riser is plugged with rust, loose or missing, the choke will not warm up
properly. This will cause the choke to stay on all the time, or too long,
making the engine run rich and idle too fast.
CONT’D

• If the bi-metal choke spring is broken, the choke will never close.
• A cold engine needs a very rich mixture to start, so if the choke isn't working it will
suck too much air.
• A broken choke will also prevent the engine from idling properly (no fast idle while it
is warming up) which can cause it to stall until it reaches normal operating temperature.
• If the shaft that opens and closes the choke is dirty, it may cause the choke to stick. The
same goes for the choke linkage if it is dirty or damaged.
CONT’D

• Other causes of hard starting include vacuum leaks, ignition problems

(worn or dirty spark plugs, bad plug wires, cap, rotor, etc.), low
compression, even a weak starter or battery.
HARD HOT STARTING PROBLEMS

• As for hot starting problems, the carburetor is rarely to blame. A hot start
condition is usually the result of too much heat in the vicinity of the carburetor,
fuel lines or fuel pump. Heat causes the fuel in the fuel lines, carburetor bowl
or pump to boil.
• This creates a "vapor lock" condition which can make a hot engine hard to
start. Vapor lock is a problem caused by liquid fuel changing state to gas while
still in the fuel delivery system of gasoline-fueled internal combustion engines.
CONT’D

• Replacing or rebuilding the carburetor wouldn't solve anything because the

real culprit is heat. What needs to be done here is to reroute the fuel line
away from sources of heat (like the exhaust manifold and pipe), and/or to
insulate the fuel line by fabricating aheat shield or wrapping the fuel line
with insulation.
CONT’D

• Hot start problems can also be caused by excessive resistance in a starter,

poor battery cable connections, or a faulty ignition module that acts up
when it overheats.
HESITATION OR STUMBLE WHEN
ACCELERATING
• Hesitation is a classic symptom of a lean fuel mixture (too much air, not
enough fuel) and can be caused by a dirty or misadjusted carburetor, or
one with a weak accelerator pump or worn throttle shafts. Rebuilding or
replacing the carburetor may be necessary.
CONT’D

• The accelerator pump squirts and extra dose of fuel into the throat
of the carburetor when the throttle opens. This helps offset the extra
gulp of air that is sucked in until fuel flow through the metering
circuits can catch up to the change in air velocity through the venturi
(the narrow part of the carburetor throat).
CONT’D

• The accelerator pump may use a rubber diaphragm or a rubber cup

on a piston to pump fuel through its discharge nozzles. If the
diaphragm is torn or the piston seal is worn, the accelerator pump
may not deliver it's normal dose of fuel.
• Or, if the discharge nozzles are plugged with dirt or fuel varnish
deposits, it can restrict fuel flow.
CONT’D

• The operation of the accelerator pump can be checked by removing the air filter, looking
down into the carburetor, and pumping the throttle.
• You should see a jet of fuel squirt into each of the front venturis (barrels) of the
carburetor. If no fuel squirts out, or the stream is very weak, or only one of the two
discharge nozzles on a two-barrel or four-barrel carburetor are working, the accelerator
pump circuit has a problem.
CONT’D

• Fuel usually enters the accelerator pump past a one-way steel check ball.
The ball lets fuel in, but is pushed back against its seat by pressure inside
the pump when the throttle opens.
• If this check ball is stuck open, it acts like a pressure leak and prevents the
accelerator pump from squirting fuel through the discharge nozzles.
• If the check ball is stuck shut, it will prevent fuel from entering the pump
and there will be no fuel to pump through the discharge nozzles.
CONT’D

• If the carburetor jets are coated with fuel varnish deposits, or there is dirt
inside the fuel bowl, this can restrict the flow of fuel causing a lean
condition.
• Cleaning the carburetor with carburetor cleaner can get rid of the dirt and
varnish deposits to restore normal operation.
CONT’D

• Air leaks elsewhere on the engine can also lean out the fuel mixture. Air
can enter the intake manifold through loose or cracked vacuum hoses,
emission hose or the positive crankcase ventilation system.
• Vacuum leaks in the carburetor base gasket or insulator, intake manifold
gaskets, power brake booster or other vacuum accessories can admit
unwanted air. Air can even get into the manifold past badly worn valve
guides and seals.
CONT’D

• A defective Exhaust gas recirculation valve that fails to close at idle or

when the engine is cold can be another cause of hesitation.
CONT’D

• Other causes may include a defective distributor advance mechanism, a

weak ignition coil, carbon tracks on the coil tower or distributor cap, bad
plug wires, worn or dirty spark plugs that misfire when the engine is under
load, or even an exhaust restriction.
• Even bad gas can cause hesitation problems.
HESITATION UNDER LOAD

• A hesitation, stumble or misfire that occurs when the engine is under load
can be caused by a faulty power valve inside the carburetor.
• A carburetor uses intake vacuum to pull fuel through its metering circuits.
As engine load increases and the throttle opens wider, intake vacuum
drops.
CONT’D

• This can reduce the flow of fuel and make the fuel mixture go lean, so the
power valve has a spring-loaded vacuum-sensing diaphragm that opens to
increase fuel flow when vacuum drops.
• If the diaphragm has failed or the valve is clogged with dirt or fuel varnish
deposits, it must be replaced.
CONT’D

• Hesitation or misfiring under load can also be caused by a weak ignition

coil, or cracks in the coil or distributor cap, or bad spark plug wires.
STALLING

• An engine can stall when cold if the fast idle speed is not set high enough.
It may also stall when it has warmed up if the idle speed is set too low, if
the idle the fuel mixture is too lean, if the fuel is contaminated with water
(or too much alcohol), or if the if there is not enough fuel pressure to keep
the carburetor bowl filled.
• Adjusting the fast idle, regular idle speeds and/or idle mixture adjustments
can often eliminate a hot or cold stalling problem.
CONT’D

• Stalling can also be caused by air and vacuum leaks in the carburetor itself
(leaky gaskets and seals) between the carburetor base plate and intake
manifold (bad base gasket), or in any of the vacuum hoses that connect to
the carburetor or intake manifold. If air is being sucked into the engine
though a vacuum leak, it will lean out the Air/Fuel mixture causing a
rough idle and stalling. The cure is to locate and repair the vacuum leak.
CONT’D

• Stalling can also be caused by a dirty carburetor. If the jets or idle circuit
inside the carburetor are dirty or gummed up with fuel varnish, they won't
flow enough fuel causing the Air/Fuel mixture to be too lean.
• Cleaning the carburetor with carburetor cleaner and/or running some Sea
Foam or a similar solvent through the carburetor may solve the problem. If
not, the carburetor may have to be disassembled for a thorough cleaning,
and rebuilt with new gaskets and seals..
CONT’D

• If adjusting, cleaning or replacing a carburetor fails to eliminate a stalling

problem, the underlying cause is likely a weak fuel pump, plugged fuel
filter or fuel line, or bad gas (too much water or alcohol).
• The carburetor may have to be replaced if the throttle shafts are worn and
leaking air, or the carburetor housing is warped or damaged.
ROUGH IDLE

• A rough idle condition is usually caused by an overly lean fuel

mixture that results in lean misfire. A common cause of idle
problems is air leaks between the carburetor and intake manifold
(tighten the carburetor base bolts or replace the gasket under the
carburetor), air leaks in vacuum lines or the PCV system or EGR
valve.
CONT’D

• Other carburetor-related causes include an idle mixture adjustment

set too lean (back out the idle mixture adjustment screw one quarter
of a turn at a time until he idle quality improves), or a dirty idle
mixture circuit (which may require cleaning and rebuilding the
carburetor).
CONT’D

• Other possible causes of a rough idle include a defective charcoal

canister purge control valve that is not closing and is leaking fuel
vapors back into the carburetor, excessive compression blowby
(worn rings or cylinders), weak or broken valve springs, or ignition
misfiring due to worn or dirty spark plugs, bad plug wires or a weak
ignition coil.
IDLES TOO FAST

• This type of idle problem usually caused by the automatic choke. If the
choke is sticking, the engine will stay at fast idle too long.
• Inspect the choke and choke linkage, and clean or repair as needed.
CONT’D

• There is a separate fast idle adjustment screw on the choke linkage that
controls engine speed while the engine is warming up.
• The tip of the screw rests against a cam that slowly rotates as the choke
opens during engine warm up. Turn this screw counterclockwise to
decrease the fast idle speed, or clockwise to increase fast idle speed.
CONT’D

• A high idle speed can also be caused by vacuum leaks that allow air to
enter the manifold (leaky PCV hose, power steering booster hose or other
large vacuum hose).
• Another cause may be a defective ISC motor stuck in the extended (high
idle speed) position.
FLOODING

• This is a problem that is usually (but not always) the carburetor's fault. The
carburetor may flood if dirt enters the needle valve and prevents it from closing.
• With no way to shut off the flow of fuel, the bowl overflows and spills fuel into
the carburetor throat or out the bowl vents. A flooded engine may not start
because the plugs are wet with fuel.
• Flooding can be a very dangerous situation because it creates a serious fire
hazard if fuel spills out of the carburetor on.
CONT’D

• A carburetor can also flood if the float inside the fuel bowl is set too high
or develops a leak and sinks (this applies to hollow brass or plastic floats
primarily).
• If all that is needed is a new float, there is no real need to replace the entire
carburetor.
CONT’D

• Flooding can also be caused by excessive fuel pressure forcing fuel past
the needle valve.
• Flooding may also be caused by excessive heat in some instances. A heat
riser valve on a V6 or V8 engine that sticks shut may create a hot spot
under the intake manifold that causes the fuel in the carburetor bowl to
boil over and flood the engine.
POOR FUEL ECONOMY

• If nothing else is wrong, the carburetor may have a misadjusted or heavy

float, or the wrong metering jets (too large).
CONT’D

• The float setting determines the fuel level in the bowl, which in turn
affects the richness of the Air/Fuel mixture.
• A float that is set too high or has become saturated with fuel (a problem
that continues to plague many foam plastic floats today), allows the fuel
level to rise and richen the fuel mixture.
CONT’D

• To diagnose this condition, the float level needs to be checked and the float
weighed to determine if it has become fuel saturated. If the float is heavy,
it needs to be replaced.
CONT’D

• With electronic feedback carburetors, a sluggish or dead oxygen sensor

can make the fuel mixture run rich.
• So too can a defective coolant sensor that never allows the feedback
system to go into closed loop. Scanning for fault codes and checking the
operation of the feedback system can rule out these possibilities.
CONT’D

• If the carburetor has been replaced recently with a used carburetor or a

carburetor off another engine, the jets may not be calibrated correctly for
the new application.
• Bigger jets flow more fuel and richen the fuel mixture. Installing smaller
sized jets may restore the proper air/fuel mixture and good fuel economy.
CONT’D

• One way to tell if the fuel mixture is too rich or too lean is to examine the
spark plugs.
• If the plugs have heavy black, sooty carbon deposits on the electrodes, the
fuel mixture is too rich.
• If the mixture is too lean, the ceramic insulator around the center electrode
may be yellowish or blistered in appearance. An overly lean air/fuel mixture
is bad because it can cause engine-damaging preignition and detonation.
EXCESSIVE FUEL CONSUMPTION CAN RESULT
FROM
A high float or dirty float needle Idle too rich or too fast
valve A stuck accelerator pump check valve
A sticking float needle valve
Worn jets or nozzles A leaky carburetor
A stuck metering rod or power piston A dirty air cleaner
LACK OF ENGINE POWER, ACCELERATION, OR
HIGH-SPEED PERFORMANCE CAN RESULT FROM
The power step-up on the metering rod A dirty air cleaner
not clearing the jet The choke stuck or not operating
Dirt or gum clogging the fuel nozzle or Air leaks into the manifold
jets
The throttle valve not fully opening
A stuck power piston or valve
A rich mixture, due to causes listed
A low float level under item 1, above
POOR IDLE

• In addition to those from the previous causes:

A leaky vacuum hose
A stuck PCV valve
Retarded timing
An incorrectly adjusted idle mixture or speed
Clogged idle system
FAILURE OF THE ENGINE TO START

No gasoline in the fuel tank or Air leaks into the manifold
carburetor Holes in the fuel- pump flex line,
Wrong tank cap, or a plugged tank or which allow air leakage and prevent
cap vent, which cause a vacuum to fuel delivery
develop in the tank, which prevents Carburetor jets or lines clogged
delivery of fuel to the carburetor.
Defective choke
Clogged fuel filter
CONT’D

Hard starting with the engine warm could be due to an inoperative choke
Slow engine warm-up could be due to a defective choke or manifold heat-
control valve.
A smoky, black exhaust is due to an over-rich mixture. Carburetor
conditions that could cause this are listed in item 1 above.
If the engine stalls as it warms-up, this could be due to a defective choke
CONT’D

If the engine stalls after a period of high speed driving, this could be due to
malfunctioning anti percolator ( Carburetor vent that opens when the throttle is
closed.)
If the engine back fires, this could be due to an excessively rich or lean mixture.
If the noise is in the exhaust system, it is usually caused by an excessively rich
mixture in the exhaust gas. This results from a defective air-injection system anti
back fire valve. Lean mixture usually causes a pop back though the intake
manifold to the carburetor.
CONT’D

If the engine runs but misses, the most likely cause is a vacuum leak. It may be
caused by a vacuum hose or intake manifold leak. In addition, it could be that the
proper amount and ratio of air and fuel are not reaching the engine. This might be
due to clogged or worn carburetor jets or to an incorrect fuel level in the float
bowl.
Some of the above conditions can be corrected by external adjustments, others
require removal of the carburetor from the engine so that it can be disassembled,
repaired, and reassembled.
SYSTEM COMPONENTS TEST AND SERVICES

• Float Level
• With the engine idling, observe the high-speed discharge jet. If the tip of
this jet is wet and fuel is dripping from the jet, then the float level is
probably too high or the fuel pump pressure too great.
IDLE AND LOW SPEED CIRCUITS

• A rough or uneven idling condition that cannot be corrected by minor

adjustment of the mixture or speed screws indicates problems in the idle or
low speed circuits.
• Rough operation at the off idle speeds indicates problems in the low speed
circuit. (Remember both conditions can be caused by other engine
problems, which can be determined by performing a complete engine tune-
up).
HIGH SPEED CIRCUITS

• With the engine running at medium speed, slowly cover part of the air
horn with a piece of stiff cardboard.
• If the engine increases its speed slightly, then the system is working
properly.
• If the speed remains the same or slows down, then the system requires
service.
ACCELERATOR CIRCUIT

• A small amount of fuel should spray from the accelerator discharge jet
each time the throttle valve is opened.
• The discharge should continue for a few seconds after the movement of the
throttle has been stopped.
• Failure of either condition indicates repairs are required.
SERVICES

• Services to be done on the system to fix the problems that we face.

CLEANING CARBURETOR

• Put the carburetor parts in basket or hang them from wires in the cleaner
tank. Do not put rubber, plastic, or electronic parts into the leaner.
• Some carburetor cleaners act very quickly. Do not leave parts in the
cleaner longer than necessary. Caustic cleaners can remove protective
coating from aluminum and zinc parts and make them porous.
⚠ WARNINGS ⚠

Wear rubber gloves when working with carburetor cleaner.

Do not allow cleaner to contact your skin. Carburetor cleaners are toxic
and may cause illness. After soaking the parts in carburetor cleaner, rinse
them thoroughly in running water or common cleaning solvent.
Use compressed air to dry the parts and blow out passages.
⚠ WARNINGS ⚠

Do not use wires, drills, or other hard objects to clean jets, passages, or
other openings. Nicks and scratches can damage them.
Do not use sandpaper, a wire brush, or steel wool on carburetor parts.
Abrasives will scratch the parts and remove protective coatings.
ADJUSTING DIFFERENT SYSTEMS OF
CARBURETOR
• Assemble and adjust the carburetor according to the drawings and
instructions in the repair kit or a carburetor overhaul manual.
• Be careful to install primary and secondary jets in their correct positions.
Use a jet tool and do not over tighten. Keep metering rods matched with
their jets.
CONT’D

• When you install accelerator pump check balls, the large one usually is for
the pump inlet. Install accelerator pump and choke linkages in their
original positions or in specified holes or slots.
• Accelerator pump linkage usually has several positions for the pump link
to control pump stoke and fuel delivery.
CARBURETOR FLOAT ADJUSTMENT

• Float settings are critical adjustments on all carburetors. Four basic float
adjustments are described below. Every carburetor requires float level
adjustment. Some carburetors require one or all of the others. Follow the
manufacturer’s instructions for measuring at certain points and for bending
the float arm or tang at specific locations.
FLOAT LEVEL

• It is the basic float adjustment. Use the float level gauge supplied with the
kit or a precision T-scale to measure float position exactly. If the float has
two pontoons, adjust both carefully.
FLOAT ALIGNMENT

• The float must be parallel with the edges of the fuel bowl or they may rub
on the bowl and cause the inlet needle to stick. Some floats have an
alignment adjustment, fig. below.
FLOAT DROP

• If the float hangs from the air horn, it may require float drop adjustment. This is separate
from float level adjustment and is made by bending a tab, or tang, on the back of the float
arm, fig. below
FLOAT TOE

• Float toe is a third adjustment needed for some floats hung from the air
horn, fig. below. After adjusting float toe, recheck float level and drop to
be sure they are correct.
MIXTURE ADJUSTMENT WITH AN INFRARED
EXHAUST GAS ANALYZER
• An infrared exhaust gas analyzer is not only a valuable diagnostic tool, it
is excellent for precise carburetor adjustments.
• An infrared gas analyzer measures trace gases by determining the
absorption of an emitted infrared light source through a certain air sample.
SET UP THE ANALYZER AND PROCEED AS FOLLOWS:

• With the engine off, turn the mixture screws to the fully lean
position. If necessary, remove the limiter caps and lightly seat
the screws.
• Turn the screws counterclockwise equally for a rich mixture.
• Start the engine and adjust idle speed to the specified RPM.
• Turn the mixture screws clockwise (leaner) in equal 1/16 turn increments
to get the smoothest idle with the lowest HC reading. Allow 5 to 10
seconds for HC and CO readings to stabilize after each adjustment.
• Readjust idle speed as necessary to maintain specified RPM.
• Gradually adjust the mixture for the lowest possible CO reading without
increasing HC. If HC increases, the engine is misfiring.
• If you cannot get acceptably low HC and CO readings, try these basic corrections.
Install a new air cleaner filter and readjust for the lowest possible CO reading.
Check and adjust ignition timing.
Check the PCV system for excessive crank case vapors to the intake manifold. Service
the PCV system as necessary
Change the engine oil to reduce crankcase vapors through the PCV system caused by
fuel dilution of the oil.
• After adjustment, install new limiter caps, if necessary, with the tangs against their fully
rich stops. If you are using a 4-gas analyzer on a converter – equipped car, CO2 should be
above 10 percent; O2 should be less than 2 percent. If O2 is greater, the mixture is lean. If
CO is more than 0.5 percent and higher than O2, the mixture is rich.
ADJUSTING A CARBURETOR

Remove the Engine Air Filter. The air cleaner and filter assembly must be
removed for you to access the carburetor.
Locate Adjustment Screws. Before beginning, you should familiarize
yourself with the location of the idle mixture and idle speed screws.
(Optional): Hook up Vacuum Gauge. If you are using a vacuum gauge for
this process, you should find and connect it to a manifold vacuum port
before starting the engine.
(Optional): Set Baseline. If the carburetor is new or has been rebuilt, you
should set it to "factory" adjustment. You can do so by adjusting the idle
mixture screws to 1.5-2 turns out, and the idle speed screw to 1-1.5 turns
in.
• Warm the Engine Up. The engine's running temperature directly correlates
with proper air and fuel mixtures. So, be sure to let the engine run and
reach normal operating temperatures before proceeding.
• (Optional): Adjust Idle Speed Screw. If you set a baseline in step 4,
chances are idle is a little high. Be sure to adjust it so that you start with
the engine’s normal running speed. You may need to perform this during
warm up if the idle speed is too high after reverting to “factory” spec.
CONT’D

• Adjust the Air-Fuel Mixture. Begin by adjusting the idle mixture screws by
1/8 turn increments in or out. Be sure to adjust each in direct relation to the
other as you proceed if you have more than one idle screw (most two and
four-barrel carburetors do).
THANK YOU!

ANY QUESTIONS?