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    Carburador Holley 1920 Manual

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    Carburador Holley -1920 - Manual

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    Carburador Holley 1920 Manual

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    12 views8 pages

    Carburador Holley - 1920 - Manual

    Uploaded by

    hormiganegra431
    Carburador Holley 1920 Manual

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 8
    MODEL 1920 CARBURETOR DESCRIPTION The model 1920 carburetor Fig. 1, 2, 3 & 4 is a single venturi downdraft unit, consisting of 3 major castings. The throttle body and carburetor body is @ one piece aluminum casting, The metering body and fuel bowl are cast zinc. ‘The fore runner, mode! 1904 which was first introduced in 1952, is still used on many farm and industrial applications. ‘The earlier models had a separate throttle body. For many ‘years the prior models used a glass fuel bowl, BOWL VENT VALVE OPERATING LEVER ECONOMIZER COVER FAST IDLE CAM CHOKE VACUUM DIAPHRAGM FAST IDLE SPEED. CURB IDLE [ADJUSTING SCREW ADJUSTING SCREW AIR CLEANER VACUUM, TUBE FITTING Figure 1 Model 1920 Bey es ee {DUE LiMiTER CAP sore ath sty Figure 3~ Model 1920 2 ‘AcceLeRaton pm) By following the service procedure for the model 1920, the earlier models can be properly serviced. The removal of the throttle body which is retained by 2 screws and removal and replacement of the throttle body gasket is the principal dif forence. ‘The metering body and side mounted fuel bow makes the design unique compared to conventional carburetor models, ‘The carburetor contains very few parts, is very reliable and easy to service, BOWL VENT VALVE VENTURI VACUUM FITTING (EGR CONTROL SYSTEM) FUEL BOWL VENT TUBE PUMP SHAFT. ‘CANISTER PURGE Tl DISTRIBUTOR eee ‘VACUUM TUBE IDLE MIXTURE ‘SCREW CLOSED CRANKCASE VENT TUBE Figure 2— Model 1920 FUEL BOWL FAST IDLE CAM LINK fast ioe TDLe MITER oil & Car AND rah aE isnt tigome “JAY es ADIUSTMENT a an 228i tmnoriie vacuum meoouator “Aust Figure 4 ~ Model 1920 CARBURETOR METERING SYSTEMS The model 1920 has four basic metering systems as all ‘other U.S. built model carburetors do. In addition there is @ fuel intet system and three types of choke systems; hand choke, intregal automatic and divorced automatic choke. FUEL INLET SYSTEM (Fig. 5) ‘The fuel inlet system consists of a combination horizontal fuel inlet fitting, a viton needle valve and float. In all of the later models, the needle is retained by a cap. The side hinged nitrophyl float may or may not use a flost bumper spring. Early models had a cast fuel inlet seat and a metal needle valve. Many applications used a brass float. rue.7 \O] ay) Figure 5 — Fuel inlet system. o IDLE SYSTEM (Fig. 6) Fuel used at idle and low speed enters through the main jet into the main well and into the idle well and idle tube, In late models, the idle tube meters the fuel before it is mixed with air entering the idle channel from the idle air bleed, At curb IDLE AIR BLEED FUEL SL IDLE AIR MIXTURE ‘ADJUSTING SCREW Figure 6 — Idle system. idle the mixture flows down the idle channel and is discharged ‘through the idle discharge port. This port is below the throttle valve at curb idle, The mixture is regulated by the idle mixture screw. At curb idle additional air enters the channel through the transfer slot. As the throttle valve is opened, the transfer slot is also exposed to vacuum and the air-fuel mixture is also discharged through the transfer slot. This additional air-fuel mixture and air past the throttle plate operates the vehicle at lower road speeds, MAIN METERING SYSTEM (Fig. 7) As the throttle valve is opened wider the point of greatest vacuum is transferred from the throttle valve area to the smallest part of the venturi where the main discharge nozzle is. located. At this point fuel flows through the main jet up the ‘main well where it is mixed with air entering through the [passage or passages from the main air well. This ar is regulated by the high speed air bleed, The main metering system provides ‘the most economical air-fuel mixtures for cruising. If the idle or high speed air bleed becomes partially clogged with dirt, gum (oF varnish, it will create an over rich misture in either system. MAIN DISCHARGE HIGH SPEED NOZZLE. AIR BLEED DISTRIBUTION PIN. Figure 7 ~ Main metering system. POWER ENRICHMENT SYSTEM (Fig, ‘A power valve operated by a vacuum diaphragm supplies richer mixture for higher power demands, When the vacuum ‘drops below a predetermined value, the economizer (power valve) diaphragm spring overcomes the vacuum force and de- presses the power valve permitting additional fuel to enter the ‘main well. This fuel bypasses the main jet. Due to emission requirements, some later applications i clude a two stage power valve (Fig. 8A). Note this picture also shows a small lever which operates a valve to vontilate the accelerator pump cavity during periods of extreme heat after ‘the engine is turned off. 13 Figure 8 — Power enrichment system, MAIN WELL AND ECONOMIZER BODY POWER VALVE FIRST STAGE POWER VALVE SECOND STAGE Figure 8A — Two stage metering body. ACCELERATOR PUMP SYSTEM (Fig. 9) When the throttle valve is opened the air, being lighter than fuel, rushes in through the carburetor immediately. The diaphragm type accelerator pump system mechanically supplies additional fuel to maintain a combustible mixture until the fuel from the main metering system catches up with the addi- tional air flow. Fig, 9 shows a cam operated diaphragm pump system which Includes a pump override spring and a pump return spring. The override spring is compressed during acceler- ation and maintains pressure on the fuel in the pump cavity. ‘This pressure prolongs the discharge from the pump discharge nozzle for the proper time interval. The other variation is a spring driven diaphragm which ‘operates when the throttle valve is opened and the pump lever Permits the pump drive spring to depress the diaphragm. Both ‘types ara in current use. “ ruwe onive serimc[]]] PUMPsHooTER Puwe DISCHARGE VALVE unk to. ag as ReruRN rine Pune mer ‘ACCELERATOR PUMP pune openaring ““olapHinagl Figure 9 — Accelerator pump system. SERVICE PROCEDURES DISASSEMBLING CARBURETOR ‘The proper cleaning and rebuilding of any carburetor re- quires that it be completely disassembled and each part thoroughly cleaned. ‘The throttle valve and shaft should not be removed unless the valve is nicked or there is some problem in this area NOTE: If the throttle shaft or carburetor body is worn, the carburetor must be replaced, ‘The throttle valve is near the carburetor flange and the shaft area. It can be thoroughly cleaned with a shop towel ‘wrapped around the fingers. NOTE: The throttle valve should ‘not be removed to avoid changing the idle port and EGR port relationship with the throttle valve. TooLs With the exception of desirable bending tools and gages, all Of the required tools will be found in any well equipped tool box. DISASSEMBLY AND COMPLETE OVERHAUL, 1. Remove fuel inlet valve assembly with a 5/8 wrench, 2. Remove dashpot and bracket, throttle modulator and bracket, idle solenoid and bracket, if any of these accestories are used. (Fig. 10) 3, Remove choke diaphragm, bracket and hose where used ‘on late applications, disengage link from slot in choke lever as the vacuum diaphragm bracket is being removed, the bow! vent valve diaphragm rod and spring will fll out. Before removing, note the position of the spring. (Fig. 11) CAUTION: Throttle modulators, dashpots and choke diaphragms MUST NOT BE SUBMERGED IN CARBURETOR. CLEANER. They should be wiped clean with a shop towel ‘dampened in cleaning solvent. 4, Remove 3 economizer valve retaining screws, economizer cover, and diaphragm assembly. 5. Remove four fuel bow! screws, fuel bow! and gasket. (Fig, 12) 6. Using a small hook tool, remove float retaining clip and float assembly, Separate float bumper spring if one is used, CAUTION: Do not submerge float in cleaner. Do not discard ‘uel baffle from fuel bow 7. Remove the 5 screws that retain the metering body. Note position of the 3 long screws. Remove the main metering jet, the metering body must be reassembled correctly and the screws torqued evenly or the carburetor will not operate pro erly 8 Remove pump operating link and it lever; (spring driven pump) and remove the pump diaphragm and gasket ‘assembly. The cam operated pump diaphragm assembly can be removed after the metering body is removed. (Fig. 13) 9. Remove pump cam or pump operating retaining clip, cam or lever and link, 10. Remove fast idle retaining cam screw, cam and link. 11. Position idle limiter cap against lean stop and remove limiter cap. CAUTION: Don't bend serew. IF IDLE MIXTURE SCREW IS BENT OR GROOVED IT MUST BE REPLACED. Carefully seat the screw with the fingers. Count the exaet turns and record. Remove screw and spring from earburetor, The screw must be returned to the same location on reassembly. Remove fast idle, curb idle screws and springs 12, Remove bow! vent valve retaining screws, cover, valve and spring. NOTE POSITION OF VALVE AND SPRING. This completes the disassembly. The main castings should be placed in a cleaning basket and the smaller parts in a can ‘with holes in the bottom or a small basket made from window screen, Follow the procedure under carburetor cleaning. There are several different types of pump diaphragms. NOTE: Be sure you have the correct kit for the carburetor you are ‘working on before starting disassembly. Match the new diaphragms and gaskets with the old parts before starting assembly, then discard old parts, The correct kit can be found in the Holley Carburetor Catalog PT. No. 70001, the Holley Kit Cat. No, 70117 or the illustrated parts and Specs Manual PT. No. 38:51. All small parts should be inspected during disassembly, The 3 major castings should be inspected for cracks, warpage or damage AFTER cleaning. Examine choke valve for nicks, binding or damage due to backfire. MOUNTING ‘BRACKET CHOKE CABLE RETAINER Figure 10 ~ Dashpot and bracket. cHoKe VACUUM DIAPHRAGM RETAINING SCREWS: VENT VALVE RETURN SPRING. ECONOMIZER BODY tt Float BOWL SCREWS Figure 12 ~ Removing fuel bow PUMP DIAPHRAGM DIAPHRAGM STEM, rive SPRING Figure 13 ~ Pump diaphragm and spring. REASSEMBLY ‘The carburetor ean be reassembled by following step 12 bback through step 1. During assembly be sure the metering body screws are properly installed and tightened evenly, Tighten the economizer screws and bowl screws evenly in 2 or 3 stages. Floar FLOAT ‘CARBURETOR TSPRING mes, INVERTED. FdaT acainst DD CAST RIB Figure 148 — Dry float secting. 6 ADJUSTMENTS DURING ASSEMBLY There are two methods of adjusting the fuel level in the bowl. (Fig. 14) The dry float setting has been made with two types of gages since 1964, a horseshoe gage (Kent Moore Ne. 10-194) or a .260" gage or drill. Fig, 144 and Fig, 148, How. fever, the wet level should be checked after the carburetor is installed and the engine started (Fig. 15) Remove economizer cover and economizer. Insert a 6” depth gage scale into the economizer valve opening and measure the distance from the machines surface oF the opening to the exact fuel surface. NOTE: The vehicle must be on a level floor. If not to specifications, remove fuel bowl and carefully bend tab to correct. Do not allow float tab to contact needle uring adjustment and do not contact area of float tab with pliers "SCALE MACHINED SURFACE OF CARBURETOR, Figure 15 -- Testing wet fue! level. FAST IDLE CAM POSITION ADJUSTMENT This adjustment can be made on the bench. The fast idle cam position adjustment is important to assure that the speeds of each stop of the fast idle cam occur at the proper time dur- ing engine warm up. If specifications for fast idle cam position adjustment is not available, proceed with fast idle adjustment and unloader adjustment. 1, With the fast idle speed adjusting screw contacting the second highest step of the fast idle cam move choke valve to: ward the closed position with light pressure on the choke shaft lever orvalve. Check clearance using proper gage between choke valve and wall of air horn. (Fig, 16) 2. If adjustment is necessary bend fast idle rod at lower {angle until correct opening has been obtained. 3. When the correct fast idle cam position adjustment has bbeen made, the choke unloader adjustment has also been ‘made. The fast idle speed is adjusted after the carburetor is, Installed on the engine and the engine warmed up, aw eons IDLE CAM LINK FOR ADJUSTMENT PRESSURE ON FAST IDLE “ADJUSTING. ‘SCREW ON ‘SECOND HIGHEST scxéw Figure 16 — Fast idle cam position adjustment. VACUUM KICK (PULL DOWN) ADJUSTMENT (CHOKE QUALIFYING DIMENSION) ‘The choke vacuum diaphragm controls the position of the ‘choke valve within the air horn after the inital engine start, (vacuum piston on very early 1920 models) ‘The diaphragm should be energized to measure the vacuum kick adjustment. A distributor test machine, another vehicle, vacuum pump or a hand vacuum pump can be used, 1. Using an auxilary vacuum source open throttle valve and move choke to closed position, Release throttle first then release choke. 2. Disconnect vacuum hose from carburetor body and attach hose to vacuum source. Attempting to apply 15” of ‘vacuum, orally (by mouth) is not recommended, 3. Insert specified gage between top of choke valve and Wall of air horn (Fig, 17) Apply sufficient closing pressure on choke lever to provide a minimum choke valve opening without distorting diaphragm link or moving the diaphragm or modula: tor spring 4. Shorten or lengthen diaphragm link to obtain correct choke valve opening. Changes should be made by carefully ‘opening or closing the "U" bend area of the link. Do not apply ‘a twisting o bending force to the link, 5, Reinstall vacuum hose on correct fitting, operate choke lever and valve by hand to make sure there is no bind or mis- alignment, VACUUM KICK EARLY PISTON TYPE 1. Straighten out a piece of wire the diameter of a paper clip (approximately .36" in diameter). Bend an 1/8" long hhook on the end of the wire and slide hook into the bore slot beside the piston link. 2. With a finger, lightly depress the choke toward the closed Position to take out all slack. The distance between the inner DRILL O8 GAUGE LiGHT CLOSING PRESSURE ON CHOKE LEVER MINIMUM 15 INCHES VACUUM REQUIRED To VACUUM SOURCE DIAPHRAGM STEM RETRACTED BY VACUUM Figure 17 Vacuum kick adjustment. wall of the air hom and the upper edge should be 3/16 of an inch, 3. During the cleaning process all dirt, varnish and gum ‘must be removed from the choke piston and cylinder. CHOKE UNLOADER ADJUSTMENT ‘The choke unloader tang which is @ part of the throttle lever partially opens the choke valve at wide open throttle to eliminate choke enrichment during cranking of a hot, flooded or stalled engine 1. Hold the throttie valve in the wide open position, Insert Droper gage between upper edge of choke valve and inner wall of air horn, 2, With @ finger lightly pressing against the choke valve, a slight drag should be felt as gage is withdrawn. If an adjustment is necessary bend unloaded tang on throttle lever until correct ‘opening has been obtained. IDLE AIR-FUEL MIXTURE ADJUSTMENT NOTE: Adjustments must be made with the engine at normal operating temperature, parking brake applied, air cleaner in place, transmission in neutral and air conditioning oft". When making idle adjustments disconnect vacuum hose from vapor storage canister to throttle body and plug end of hose, After idle adjustments have been made, remove plug and reconnect hose to canister. Fast idle speed, bow! vent and throttle modulator adjustments should be made with engine at normal operating temperature after idle adjustments are com: pleted. On tate models to prevent fuel and engine temperatur tions wen adjusting idle mixture, do not idle engine eon- tinuously for more than three minutes at one time, After EACH three minutes of idling, increase engine speed to 2000 R.P.M. for one minute. Continuous idling may increase engine coolant temperature and activate the high temperature vacuum ‘control valve. This will affect ignition timing and idle speed, because an over heat condition is created. ” CURB IDLE ADJUSTMENT PROCEDURE WITHOUT EXHAUST GAS ANALYZER {Speed Drop Method) 1, Connect tachometer to engine. Tachometer must have 1-2% accuracy and have an expanded scale of 0-1000 or 400- 800 R.P.M. 2. Adjust idle mixture screw full rich against tab stop by ‘uring screw “out” (counter-clockwise) 3, NOTE: Be sure engine is thoroughly warmed up. Adjust curb idle speed screw to 25:30 R.P.M. higher than specified speed. 4, Adjust idle mixture screw slovily until specified F.P.M. 's obtained. Turn screw in (clockwise). The resulting idle air fuel ratio is near optimun for exhaust e control. If engine runs rough or specified R.P.M. cannot be obtained, it will be necessary to remove the limiter cap and readjust mix- ‘ure to proper settings. 1. Remove limiter cap. CAUTION: DO NOT PRY. Use 2 puller or cut through the side of the cap with a piece of hack saw blade 2. With engine operating at normal temperature adjust idle mixture screw to lean best idle at specified F.P.M. (lean best idle is the point at which engine speed drops approximately 10, R.P.M. due to leanness) If engine still runs rough after these steps, there may be dirt in an idle passage, an incorrect gasket or ignition problem. 3, Install new limiter cap with tab fully counter-clockwise against stop. 4, Make idle speed adjustments per steps 1-4 above. IDLE ADJUSTMENT PROCEDURE WITH ANALYZER There are several different makes of infrared and ultra violet exhaust gas analyzers in use in all areas of our country. Instructions for the use of this equipment varies by manufac: turer. It is recommended that the test equipment manufactur: ers instructions be followed for all idle adjustments, Cars built prior to 1967 should be adjusted to lean best idle, Limiter caps are not used. It is the tendency of mechanics to adjust the idle mixture of all late model cars too rich, FAST IDLE ADJUSTMENT ‘After curb idle has been properly adjusted and engine is at ‘operating temperature with choke wide open, turn fast idle screw in (clockwise) until screw just touches fast idle eam; then back screw out % turn. This should provide correct fast idle speed and prevent stalling when engine is cold (Fig. 18) To verify fast idle speed, hold fast idle screw on second step Of fast idle cam, against the shoulder of the first step. With ‘tachometer attached and engine at normal operating temper: ature, the fast idle speed should be within specifications. (usually a 200 R.P.M, tolerance) DASH POT ADJUSTMENTS (WHERE USED) With the curb idle speed and mixture properly set and a ‘tachometer installed, start the engine and open the throttle until the tachometer reading is 2000 R.P.M. then adjust the

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