THE SCHEBLER MODEL “R” CARBURETOR

[Fig. 38] shows a section view of operation and adjustment on the model “R” Schebler carburetor. This carburetor is designed for use on both four and six cylindered motors. It is of the single jet raised needle type, automatic in action, the air valve controlling the needle valve through a leverage arrangement. This leverage attachment automatically proportions the amount of gasoline and air mixture at all speeds. This type of carburetor has but two adjustments. The low speed adjustment which is made by turning the air valve cap and an adjustment on the air valve spring for changing its tension. (A) shows the air valve adjusting cap. (B) is the dash control leverage attachment. (C) is the air valve and jet valve connection. (D) is the boss that raises the jet valve needle and lowers the spring tension on the air valve giving a rich mixture in starting. The needle valve seats in E and controls the nozzle spray. (F) is the air valve spring tension adjusting screw.

Fig. 38. Schebler Model R Carburetor Assembled

Model R Adjustment.—To adjust this carburetor turn the air valve cap to the right until it stops, then to the left one complete turn, start the motor with the throttle 1⁄4 open; after it is warmed up turn the air valve cap to the left until the motor hits perfectly. Advance throttle 3⁄4 on quadrant. If the engine backfires turn screw (F) up, increasing the tension on the air spring until acceleration is satisfactory.

CHAPTER VI
THE STEWART CARBURETOR

[Fig. 39] shows the Stewart carburetor used on Dodge Brothers cars, which is of the float feed type in which a fine spray of gasoline is drawn from an aspirating tube by a current of air induced by the engine pistons. The supply of gasoline being regulated by a float which actuates a needle valve controlling the outlet of the feed pipe. This tube is also called the spray nozzle. This type of carburetor is commonly used on automobile engines.

It consists of a float chamber containing a float, functions of which are described below, a mixing chamber in which the gasoline spray is reduced to vapor and mixed with air (i. e., “carbureted” in proper proportion).

The float and valve maintain a constant or even supply of gasoline for the carburetor.

The gasoline flows from the filter Z into the float chamber C through the inlet valve G, which is directly actuated by the float F, so that it closes or opens as the float rises or falls. As the float rises the valve is closed until the float reaches a certain predetermined level, at which the valve is entirely closed. If the float falls below this level because of a diminishing supply of gasoline in the float chamber, the valve is automatically opened and sufficient fresh gasoline is admitted to bring the level up to the proper point. From the foregoing it will be seen that the float chamber in reality serves as a reservoir of constant supply, in which any pressure to which the gasoline has been subjected in order to force it from the tank is eliminated. When the engine is running gasoline is, of course, being constantly drawn off from the float chamber through the aspirating tube L, as will be described later, to meet the requirements of the motor, but in practice the resulting movement of the inlet valve is very slight and hence the flow of gasoline into the float chamber is nearly constant.

The gasoline inlet valve is also called the “needle valve.”

Fig. 39. Stewart Carburetor

Between the float chamber C and the engine connection of the carburetor is an enclosed space called the mixing chamber O. This compartment is provided with a valve for the ingress of free air.

Extending into the mixing chamber from a point below the surface of the gasoline in the float chamber is a passage, L for gasoline, ending with a nozzle, so constructed that gasoline drawn through it will come forth in a very fine spray. This is called the aspirating tube, atomizer, or more commonly, the spray nozzle.

The air inlet AA to the mixing chamber on the carburetor used on the Dodge is in the shape of a large tube extending from the carburetor to a box on the exhaust manifold. Air supplied from this source is heated in order that vaporization of gasoline may be more readily accomplished.

A cold air regulator is interposed between this tube and the carburetor proper so that in hot weather cool air may be admitted. This should always be closed when the temperature of the atmosphere is below 60 F.

The action of the carburetor is as follows: The suction created by the downward stroke of the pistons draws air into the mixing chamber through the air ducts (drilled holes HH). The same suction draws a fine spray of gasoline through the aspirating tube L (spray nozzle) into the same compartment, and the air, becoming impregnated with the gasoline vapor thus produced, becomes a highly explosive gas. In order that the proportion of air and gasoline vapor may be correct for all motor speeds, provision is made by means of a valve A for the automatic admission of larger quantities of both at high motor speeds. The ducts are open at all times, but the valve is held to its seat by its weight until the suction, increasing as the motor speed increases, is sufficient to lift it and admit a greater volume of air. The valve A is joined to the tube L, hence the latter is raised when the valve is lifted and the ingress of proportionately larger quantities of gasoline is made possible. This is accomplished by means of a metering pin P normally stationary, projecting upward into the tube L. The higher the tube rises the smaller is the section of the metering pin even with its opening, and hence the greater is the quantity of gasoline which may be taken into the tube. The carburetor thus automatically produces the correct mixture and quantity for all motor speeds.

The metering pin is subject to control from the dash, as will be explained later, by means of a rack N, and pinion M. To change the fixed running position of the pin, turn the stop screw to the right or left. Turning this screw to the right lowers the position of the metering pin and turning it to the left raises it. As the pin is lowered more gasoline is admitted to the aspirating tube at a given motor speed, thus enriching the mixture.

A wider range of adjustment of the position of the metering pin may be had by releasing the clamp of the pinion shaft lever and changing its position with relation to the shaft. This should never be attempted by any save experts in this class of work.

The carburetor used on the Dodge Brothers car is so nearly automatic in its action that it is not effected by climatic conditions, or changes in altitude or temperature. It automatically adjusts itself to all variations of atmosphere. It is, therefore, wise to see if the causes of any troubles which may develop are not due to derangements elsewhere than at the carburetor before attempting any changes of its adjustment.

Make all adjustments with dash adjustment all the way in.

The metering pin should not be tampered with unless absolutely necessary.

If replacement of this pin should become necessary, it may be accomplished as follows: First, remove the cap nut at the bottom of the rack and pinion housing. Next, turn pinion shaft slowly from right to left (facing toward the carburetor) until the bottom of the metering pin appears at the bottom of the pinion shaft housing. Continue to turn the shaft slowly in the same direction, releasing the connection to the dash control if necessary, until the rack to which the pin is fastened drops out. The palm of the hand should be held to receive this as the parts are very loosely assembled. The pinion shaft should be retained at the exact position at which the rack is released. Install a new metering pin, the way to do this will be obvious, and return the rack to its proper mesh with the pinion. Replace dash attachment (if detached), replace cap, adjust per instructions given on previous page.

The loose assembling of the metering pin in the rack is for the purpose of providing for freedom of movement of the metering pin and in order that binding in the aspirating tube may be avoided.

The gasoline filter is installed on the carburetor at a point where the fuel pipe is connected.

The pressure within the gasoline tank forces the fuel through the pipe, through the filter screen (ZO in the filter) and thence out through the opening to the carburetor.

The filter cap CC may be removed by turning the flanged nut on the bottom of carburetor to the left, thus releasing the inlet fitting.

The filter screen or strainer should occasionally be cleaned. This may be readily accomplished by removing the filter cap to which the screen is attached.

The filter should be screwed up tight when replaced.

CHAPTER VII
THE CARTER CARBURETOR

Fig. 40—Carter Carburetor

[Fig. 40] shows the Carter carburetor which embodies a radically new principle. It belongs to the multiple-jet type, but possesses this striking difference, variations in fuel level are utilized to determine the number of jets in action at any time. The variations in fuel level occur in a vertical tube known as the “stand pipe.” They take place in instant response to the slightest change in the suction exerted by the engine. As this suction depends directly on the engine’s speed, it can clearly be seen that this provides a marvelously sensitive means of automatic control. A large number of exceedingly small jets are bored spirally around the upper portion of this tube. As a result, the level at which the fuel stands within it, determines the number of jets from which delivery is being made at any instant and the gasoline supply is always directly proportioned to the engine speed, however suddenly changes in speed take place. Owing to the comparatively large number of these jets, their exceedingly small size, and their correspondingly short range of action, the flow of fuel is absolutely uninterrupted.

The instrument is permanently adjusted for low and intermediate speeds at the time of installation. An auxiliary air valve controlled from dash or steering post forms the high speed adjustment as well as affording a means of securing absolute uniformity of mixture under widely varying conditions of weather, temperature, or altitude, directly from the driver’s seat. A simple method of enabling each cylinder to such a rich priming charge direct from the float chamber is another valuable feature that obviates all need of priming and insures easy starting in the coldest winter weather.

CHAPTER VIII
THE SCHEBLER PLAIN TUBE CARBURETOR MODEL “FORD A”

Fig. 41. Schebler Carburetor Model Ford A—Sectional View

D—CHOKER OR SHUTTER IN AIR BEND.
BE—LEVERS CLOSING CHOKER, OPERATED FROM STEERING COLUMN AND FRONT OF RADIATOR.
H—LOW SPEED GASOLINE ADJUSTING NEEDLE.
I—HIGH SPEED GASOLINE ADJUSTING NEEDLE.
K—IDLE AND LOW SPEED BYPASS.
M—ACCELERATION WELL.
P—PILOT OPENING.

The Pilot tube principle is introduced for the first time in the carburetor and this Pilot tube or improved type of gasoline nozzle is so designed or built that it automatically furnishes a rich mixture for acceleration and thins out this mixture after the normal motor speed has been reached. This furnishes a very economical running mixture at all motor speeds, together with a smooth and positive acceleration.

The importance of this Pilot tube or nozzle principle cannot be over emphasized, as it furnishes a flexible, powerful and economical mixture, without the addition of any complicated parts. The Ford “A” carburetor has no parts to wear or get out of adjustment.

Fig. 42. Schebler Carburetor Model Ford A—Adjustment Points

Two gasoline needle adjustments are furnished. One for low speed and idling and one for high speed. These adjustments have been found advisable and necessary to properly handle the present heavy grades of fuel and the variations in the motor due to wear, etc. Those adjustments also insure the attaining of the widest range of motor speed.

A double choker is furnished, and with these controls the Ford can be easily started under the most severe weather conditions and the mixture controlled from the driver’s seat.

With the Ford “A” carburetor a low speed of four to five miles an hour can be secured without any loading or missing. Also, with this carburetor the maximum speed and power of the motor are obtained.