WCFB carb problem. Oil pressure ?

[jimmyparker]

Way, way back in the day we would cut the gasket out above the float to get a slightly higher float setting. Forrest Shropshire of '56 Chevy Milk Wagon fame put me on to this.

[Randall Klein]

This may or may not be interesting....at Topeka after Grumpy made our tunnel ram, he stopped by our pit, Ron had the carbs laid out on a table adj float levels with a casting that had been cut out....Grumpy picked up a float, & rubbing his chin said we might try cutting floats & brazing them back together making them small thus holding more fuel

As he climbed on his scooter he said “might work, might not”

Anybody try that? We didn’t, although we cobbled two empty Canton fuel cannsters between regulator and ea carb....result was inconclusive although quite ugly

Once he asked why we didn’t run the fuel injection on the 57 instead of the 2 4’s, Ron said it doesn’t flow enough.....”it will when I get done with it”

Many stories even a R rated one at Mickey’s Landing

Quite the guy

[Ed Wright]

I ran dual WCFBs on my '56 many years ago. I ran rear floats in the front as well. They had the "notched" place in the bottoms, used to have needles & seat assemblies made here in Tulsa, Parker Brothers, that had flat "needles", not tapered. They were open, or closed. They made me a set with a .150" orifice. We had no Holley pumps, nor adjustable fuel pressure regulators I knew of. I put a second Stewart Warner fuel pump on it, with them plumbed parallel. Zero gain. Tried them in series, pegged my hand held shop fuel pressure gauge. This was after we had to go Super Stock (they did away with lower Stock classes at one time.) I could not stop flooding that way, but it was faster.
I finally ran separate wires to one fuel pump. Turned it on with a "universal starter button" under my accelerator pedal. Picked my car up. I could not run more than 8 psi with no flossing, with what we had for needle & seats back then. Parker Brothers handled more than anything else I could find. I also used them in customer's early Quadrajets.

[Randall Klein]

Ed: I’m looking for a correct set of 56-57 WCFB, for another project
Have anything?
Or any leads?

Thanks

[Ed Wright]

Originally Posted by Randall Klein

Ed: I’m looking for a correct set of 56-57 WCFB, for another project
Have anything?
Or any leads?

Thanks

No sir. I started with used a 2626S and a 2627S. After many stripped threads(thought I needed to change jets & Rods way too often. Young guys have to learn. LOL
Ordered a new pair, those numbers had been superseded. The replacements had thick, heavier weights on the secondary air flaps. I swapped those with the originals. I first drilled lightening holes in the weights, like I saw a couple of guys at Pomona had done.
Red Anderson said "Ed, you KNOW that is wrong!" Red did not like them tied up, either.
I got home, and put the lighter, earlier shafts & weights in the new carbs. Also put the old 2626S & 2627S tags on, because I felt like they needed to go together. Those were original '56/'57 carb numbers. Third record teardown, Wesley was helping Red. Wesley checked the numbers on the tags, and said "I have not seen these numbers in years!"

[OLD INJUN]

Originally Posted by randall klein

ed: I’m looking for a correct set of 56-57 wcfb, for another project
have anything?
Or any leads?

Thanks

bicks got 2 sets i done for him

[Terry Cain]

Originally Posted by Randall Klein

Ed: I’m looking for a correct set of 56-57 WCFB, for another project
Have anything?
Or any leads?

Thanks

I've got a guy who makes clones.

[Dissident]

Mark Jones and Mark Yacavonne just let me know about this thread. SO, I decided to take a moment and toss my 2 pennies in the hat.



A carbureted system requiring abnormally fuel pressure is generally a description of some other problem occurring. A lot depends on needle and seat sizes or other issues, but there should be no need to run over 6 - 6.5psi on WCFBs that are properly done. Also if abnormally high fuel pressure is required, it is perhaps an indication of a poor overall fuel delivery system. And there are lots of those out there. Perhaps there is a restriction somewhere in the system?


Of course, your experiences may vary.



FWIW as a comparison of carburetor float bowl capacities (total for each listing) :


Holley - center hung floats - 0.066gal
Carter WCFB - standard floats - 0.066gal
Rochester 4GC - standard floats - 0.068gal
Rochester QJ - small float - 0.022gal
Figure about 80% of the numbers above as usable.



If you multiply the SG of the fuel times the volumes above yields the fuel in pounds. Planning for a need of about .5 to .6lbs per hp-hr should give you some food for thought. Example - 100Hp takes 50lbs of fuel per hour, etc. At idle, the power required to twist all the whirly stuff is perhaps 10 - 12Hp or less......not much fuel required there at all.



Regards to All that like this kind of stuff,
HB2
Dissident

[Ed Wright]

If Dissident ran Jr Stock back in the '60s he would know we weren't allowed larger fuel lines (Red Anderson made slip-on gauges for checking fuel lines. '56 Chevys had 5/16" lines, tank to carb.) We also had to use the factory manual pump. Lots of restrictions.
My stuff got checked a lot.

[Mark Yacavone]

Interesting and nostalgic thread here, but let's not get too far astray, so we can help Lyn with his modern day problem.
So now ,we can run a fuel cell with a 1/2" line, return line system, large regulator, any inlet size..on a single carb application. Can't imagine needing fuel psi in the double digits.