MAHAVIR SWAMI COLLAGE OF POLLYTECHNIC,

SURAT

DEPARTMENT OF AUTOMOBILE ENGINEERING

SESSION-2020-21
OA
PROJECT REPORT
ON
“AUTOMOBILE CARBURETTOR”

SUBMITTED SUBMITTED
TO: BY: PRIYANK DOBARIYA
 CERTIFICATE
This is to certify that the project work entitled “ Automobile
Carburettor” which is submitted by Priyank Dobariya(189550-
302006) toward the partial fulfilment of Requirement for the
Automobile Engineering of Mahavir Swami Polytechnic, Surat.
This is the bonafide record of work carried out by the
candidates under my supervision during the year 2019-20.

Head of Department Project Guide

 CARBURETTOR

Overview
History of carburettor
Definition of carburettor
Essential parts of carburettor
Working of carburettor
Types of carburettor
Additional system in modern carburettors
 Types of different modern carburettors
Advantages And Limitation OF Carburettor

History OF carburettor
The first carburettor was invented by Samuel
Morey in 1826. The first person to patent a
carburetor for use in a petroleum engine
was Siegfried Marcus with his 6 July 1872 patent
for a device which mixes fuel with air.
A carburetor was among the early patents by Karl
Benz (1888) as he developed internal combustion
engines and their components.
Early carburetors were of the surface type, in which
air is combined with fuel by passing over the surface
of gasoline.
In 1885, Wilhelm Maybach and Gottlieb
Daimler developed a float carburetor based on
the atomizer nozzle. The Daimler-Maybach
carburetor was copied extensively, leading to
patent lawsuits. British courts rejected the Daimler
company's claim of priority in favor of Edward
Butler's 1884 spray carburetor used on his Petrol
Cycle.
Hungarian engineers János Csonka and Donát
Bánki patented a carburetor for a stationary
engine in 1893.
Frederick William Lanchester of Birmingham,
England, experimented with the wick carburetor in
cars. In 1896, Frederick and his brother built a
gasoline-driven car in England, a single cylinder
5 hp (3.7 kW) internal combustion engine with chain
drive. Unhappy with the car's performance and
power, they re-designed the engine the following
year using two horizontally-opposed cylinders and
a newly designed wick carburetor.
Carburetors were the common method of fuel
delivery for most US-made gasoline engines until
the late 1980s, when fuel injection became the
preferred method. This change was dictated by the
requirements of catalytic converters and not due to
an inherent inefficiency of carburation. A catalytic
converter requires that there be more precise
control over the fuel/air mixture in order to control
the amount of oxygen remaining in the exhaust
gases.
In Australia, some cars continued to use
carburetors well into the 1990s; these included the
Honda Civic (1993), the Ford Laser (1994), the
Mazda 323 and Mitsubishi Magna sedans (1996),
the Daihatsu Charade (1997), and the Suzuki Swift
(1999). Low-cost commercial vans and 4WDs in
Australia continued with carburetors even into the
2000s, the last being the Mitsubishi Express van in
2003. Elsewhere, certain Lada cars used
carburetors until 2006. Many motorcycles still use
carburetors for simplicity's sake, since a carburetor
does not require an electrical system to function.
Carburetors are also still found in small engines and
in older or specialized automobiles, such as those
designed for stock car racing, though NASCAR's
2011 Sprint Cup season was the last one with
carbureted engines; electronic fuel injection was
used beginning with the 2012 race season in Cup.
In Europe, carburetor-engined cars were being
gradually phased out by the end of the 1980s in
favor of fuel injection, which was already the
established type of engine on more expensive
vehicles including luxury and sports
models. EEC legislation required all vehicles sold
and produced in member countries to have a
catalytic converter after December 1992. This
legislation had been in the pipeline for some time,
with many cars becoming available with catalytic
converters or fuel injection from around 1990.
However, some versions of the Peugeot 106 were
sold with carburetor engines from its launch in
1991, as were versions of the Renault
Clio and Nissan Primera (launched in 1990) and
initially all versions of Ford Fiesta range except the
XR2i when it was launched in 1989. Luxury car
manufacturer Mercedes-Benz had been producing
mechanically fuel-injected cars since the early
1950s, while the first mainstream family car to
feature fuel injection was the Volkswagen Golf GTI
in 1976. Ford's first fuel-injected car was the Ford
Capri RS 2600 in 1970. General Motors launched
its first fuel-injected car in 1957 as an option
available for the first
generation Corvette. Saab switched to fuel
injection across its whole range from 1982, but
keeping carbureted engines as an option on certain
models until 1989.

Definitions of carburettor
A carburettor is a device that mixes air and fuel
for internal combustion engines in the proper sir-
fuel ratio for combustion.

Essential parts of carburettor

 Fuel strainer (fuel filter)
A fuel filter is a filter in a fuel line that screens
out dirt and rust particles from the fuel, and is
normally made into cartridges containing a filter
paper. They are found in most internal
combustion engines.
Fuel filters serve a vital function in today's
modern, tight-tolerance engine fuel systems.
Unfiltered fuel may contain several kinds of
contamination, for example paint chips and dirt
that has been knocked into the tank while filling,
or rust caused by moisture in a steel tank. If
these substances are not removed before the
fuel enters the system, they will cause rapid
wear and failure of the fuel pump and injectors,
due to the abrasive action of the particles on
the high-precision components used in
modern injection systems. Fuel filters also
improve performance, as the fewer
 contaminants present in the fuel, the more
efficiently it can be burnt.
Fuel filters need to be maintained at regular
intervals. This is usually a case of simply
disconnecting the filter from the fuel line and
replacing it with a new one, although some
specially designed filters can be cleaned and
reused many times. If a filter is not replaced
regularly it may become clogged with
contaminants and cause a restriction in the fuel
flow, causing an appreciable drop in engine
performance as the engine struggles to draw
enough fuel to continue running normally.
Some filters, especially found on diesel
engines, are of a bowl-like design which
collect water in the bottom (as water is
more dense than diesel). The water can then
be drained off by opening a valve in the bottom
of the bowl and letting it run out, until the bowl
contains only diesel. Many diesel fuel filters
contain a water sensor to signal to the engine
control unit or directly to the driver if the water
reaches the warning level. It is especially
undesirable for water in fuel to be drawn into a
diesel engine fuel system, as the system relies
on the diesel for lubrication of the moving parts,
and if water gets into a moving part which
requires constant lubrication (for example an
injector valve), it will quickly
cause overheating and unnecessary wear. This
 type of filter may also include a sensor, which
will alert the operator when the filter needs to
be drained. In proximity to the diesel fuel filter
there might be a fuel heater to avoid the forming
of paraffin wax (in case of low temperatures)
inside the filtrating element which can stop the
fuel flow to the engine.

Float chamber

A float chamber is a device for automatically

regulating the supply of a liquid to a system. It is
most typically found in the carburettor of an internal
combustion engine, where it automatically meters
the fuel supply to the engine. However, this
arrangement is found in many automatic liquid
systems, for example the cistern of
most toilets could be said to be a type of float
chamber.
A float chamber works by allowing liquid within the
chamber to lift a float which is linked to
a valve which regulates the liquid intake. When the
level is low, the float drops and opens the valve,
allowing in liquid until the float rises sufficiently to
close off the valve again. This is identical in principle
to the ballcock valve.

Working of carburettor

The function of thecarburetoris to supply the

properfuel-air ratio tothe enginecylinder during
suction created by the downward movement of the
piston. As the piston moves downward a pressure
difference is created betweenthe atmosphereand
the cylinder which leads to the suction of air in the
cylinder. This sucked air will also carry with it some
droplets of fuel discharged from a tube. The tube
has an orifice calledcarburetorjet which is open to
the path of sucked air. The rate at which fuel is
discharged into the air will depend upon the
pressure difference created. To ensure the
atomization of fuel the suction effect must be strong
and the fuel outlet should be small.To increase the
suction effect the passage of air is made narrow. It
is made in the form of venturi. The opening of the
fuel jet is placedat the venturi where the suction is
greatest because the velocity of air will be
maximumat that point.The fig. shows a
simplecarburetorconsists of float chamber, nozzle,
a venturi, a choke valve and a throttle valve. The
narrow passage is called venturi. The opening of
the fuel is normally placed a little below the venturi
section. The atomized fuel and air is mixed at this
place and then supplied to the intake manifold of the
cylinder. The fuel is supplied to the fuel jet from the
float chamber and the supply of the fuel to the float
chamber is regulated by the float pivot and supply
valve. As the fuel level in the chamber decreases
the float pivot will open the supply of the fuel from
fuel tank.As the air velocity of air passes through
the venturi section will be maximum
correspondingly the pressure will be minimum. Due
to the pressure difference between the float
chamber and the throat of the venturi, fuel is
discharged from the jet to the air. To prevent the
overflow of fuel from the jet, the level of fuel in the
chamber is kept at a level slightly below the tip.The
quantity of the fuel supplied is governed by the
opening of the butterfly valve situated after the
venturi tube. As the opening of the valve is small, a
less quantity of fuel-air mixture is supplied to the
cylinder whichresults inreduced power output. If the
opening of the valve is more than an increased
quantity of fuel is supplied to the cylinder
whichresults ingreater output.

Float chamber: The float chamber holds a

quantity of fuel at atmospheric pressure ready
for use. Its supply is refilled by a float driven
valve;as the level drops the float drops too and
opens an inlet which allows the fuel pump to
deliver more fuel to the float chamber. The float
rises with the replenished fuel level, closing off
the inlet.

Diaphragm chamber: With some carbureted

engines –such as those that drive power tools
like brushcutters or chainsaws –a float chamber
is unsuitable, as the engine needs to work even
if it is upside down. In that case, a chamber with
a flexible diaphragm on one side is used.
Atmospheric pressure pushes the diaphragm
inwards as the fuel is used. A needle valve
connected to the diaphragm opens to allow the
fuel to be replenished as the diaphragm moves
inwards, pushing the diaphragm out again and
maintaining consistent fuel pressure.

Venturi and throttle: In a carburetor, air

passes through a pipe –in the form of a venturi
–into the inlet manifold of the engine. A butterfly
valve called the throttle, which is connected to
the accelerator or gas pedal, rotates to restrict
the airflow almost completely, or turns end-on
to the airflow to allow free flow of air. This valve
controls the amount of air/fuel mixture delivered
to the engine through the venturi, and therefore
also controls the engine's speed and power.

Idle and off-idle circuits: When the throttle

valve is closed or nearly closed, the manifold
vacuum created behind the throttle is sufficient
to pull a small amount of fuel and air through
small openings located after the butterfly valve.
This is called the idle circuit and it enables the
engine to keep running when there is no
pressure on the accelerator. As the rotating
valve moves forward to a slightly open throttle
position, the vacuum is reduced, so additional
small openings are revealed to compensate for
this. This is the 'off-idle' circuit.
Main circuit: When the throttle is progressively
opened, more and more air is allowed to flow
through the pipe and into the engine. The idle
and off-idle circuits cease to function because
the manifold vacuum is now lowered, but as the
airflow through the venturi increases, the
Bernoulli Effect, which lowers the pressure in
the pipe as the velocity increases, sucks fuel
into the airstream through a jet in the center of
the throat.

Accelerator pump: If the throttle is opened

wide very quickly, the idle circuit stops working
immediately, but the main circuit does not
become effective until the airflow has had time
to build sufficiently. To bridge that gap in fuel
flow, an accelerator pump delivers a squirt of
fuel under low pressure to smooth the transition
from idle circuit to main circuit.

Choke: Fuel ignites less readily when cold, and

if the engine is also cold, then some fuel vapor
can condense out of the air fuel mixture onto
the intake manifold and cylinder walls. This
makes the mixture leaner, so to compensate for
this, a valve known as the 'choke' restricts the
flow of air at the entrance to the carburetor,
keeping the manifold pressure low even though
the throttle valve has been opened. In this way,
fuel is sucked into the incoming air through all
the fuel circuits at once –idle, off-idle, and main.
In some engines, instead of using a choke
 valve, an additional fuel circuit behind the
throttle valve can enrich the air fuel mixture.

Compensating Devices: An automobile on road

has to run on different loads and speeds. The road
conditions play a vital role. Especially on city roads,
one may be able to operate the vehicle between 25
to 60% of the throttle only. During such conditions
the carburetor must be able to supply nearly
constant air-fuel ratio mixture that is economical
(16:1).However, the tendency of a simple
carburetor is to progressively richen the mixture as
the throttle starts opening. The main metering
system alone will not be sufficient to take care of the
needs of the engine. Therefore, certain
compensating devices are usually addedin the
carburetor along with the main metering system so
as to supply a mixture with the required air-fuel
ratio.The important ones are:
•Air-bleed jet
•Compensating jet
•Emulsion tube
•Back suction control mechanism
•Auxiliary air valve
CONPENSATING JET
 EMULATION TUBE

BACK SUCTION CONTROL

 AUXILIARY AIR VALVE

TYPES OF CARBURETORS
There are three general types of carburettors
depending upon the direction of flow.
(a) Updraught
(b) Downdraught
(c) Cross- draught

Updraught
An updraft carburetor is a type of carburetor (a
component of engines that mixes air and fuel together) in
which the air enters at the bottom and exits at the top to
go to the engine. An updraft carburetor was the first type
of carburetor in common use.
In an updraft carburetor the air flows upward into the
venturi according to Edward Abdo in Power Equipment
Engine Technology. Other types are downdraft and
sidedraft carburetors.
An updraft carburetor may need a drip collector.

Downdraught
Type of carburettor, almost invariably of the fixed-
choke type, in which the flow of air and fuel is
vertically downwards, so that gravity assists injection
to the induction manifold. Although variable-choke
carburettors of near downdraught type were formerly
produced, they now normally have a horizontal flow.

Cross- draught
Type of carburettor, almost invariably of the fixed-
choke type, in which the flow of air and fuel is
vertically downwards, so that gravity assists injection
to the induction manifold. Although variable-choke
carburettors of near cross-draught type were
formerly produced, they now normally have a cross
flow.

• Constant choke carburetor: Air and fuel flow areas

are always maintained to be constant. Ex. Solex and
Zenith carburetor

• Constant vacuum carburetor: Air and fuel flow

areas may vary but vacuum is always remained
constant. Ex. S.U. and Carter Carburetor.
 • Multiple venturi carburetors: Used to maintain air
fuel ratio at constant speed and to reduce
condensation of the fuel.

Additional system in modern carburettors

Anti-dieseling system
Richer Coasting system
Acceleration pump system
Economiser or power Enrichment system

Anti-dieseling system
• Sl engine somtime continuous runs even after ignition
stopped. This causes misfire condition.
• This phenomena called Dieseling (after running or run
on.)
• How they are solving this?
• Ans: A solenoid valve.

Richer Coasting system

In modern cars when car is running at maximum
acceleration and accelerator pedal is suddenly
released.
• The wheel will run engine at higher rpm, but
Consequently the vaccum at inlet and outlet chamber
increases too much and this causes incomplete
combustion. How they solve this?
• By adding Chamber at inlet valve (Richer Coasting
System)

Acceleration pump system

• In order to accelerate the vehicle quickly here
mixture required is rich. This richness depends upon
the vacuum created in throttle. In order to increase
mixture richness the fuel has to be obtained very
quickly.
• This everything has to be done very rapidly and
quickly.
• If throttle is sudden opend ,it increases the air flow.
But due to inertia of gasoline fluid it comes out in
certain amount only from fuel chamber.this causes
lean mixture and engine to misfire. How they solved
this?
• Ans: Acceleration pump system.

Economiser or power Enrichment system

At the maximum power range of 80% to 90% load, the
air fuel ratio has to be about 12:1 to 14:1.
• But air fuel ration 12:1 is expected always during
maximum power.
• How they do this? Ans: Using economizer valve.

Types of different modern carburettors

Open choke types

Zenith Carburettor
Solex Carburettor
Carter carburettor
Stromberg Carburettor

Constant volume type

S.U. Carburettor

Zenith Carburettor
Zenith's best-known products were the Zenith-
Stromberg carburettors used from 1965–1967 Humber
Super Snipe Series Va/Vb, Humber Imperial, 1967–1975
Jaguar E-types, Saab 99s, 90s and early 900s, 1969–1972
Volvo 140s and 164s, 1966–1979 Hillman Minx, Hunter
(Arrow), 1966–1970 Singer Gazelle/Vogue (Arrow),
1967–1975 Sunbeam Alpine/Rapier Fastback (Arrow),
1970–1981 Hillman/Chrysler/Talbot/Sunbeam
Avenger/Plymouth Cricket and some 1960s and 1970s
Triumphs.

Non-UK German Pierburg (Stromberg) carburettor in a Saab 90

Non-UK German Pierburg (Stromberg) carburettor dashpot

British made Zenith/Stromberg carburettors as installed on a 1969 Jaguar E-type 6cyl 4.2l engine

The Triumph Spitfire used Zenith IV carburettors in the

North American market. In Australia, the CD-150 and
CDS-175 models were fitted to the high-performance,
triple-carburettored Holden Torana GTR-XU1.
Designed and developed by Dennis Barbet (Standard
Triumph) and Harry Cartwright (Zenith) to break SU's
patents, the Stromberg carburettor features a variable
venturi controlled by a piston. This piston has a long,
tapered, conical metering rod (usually referred to as a
"needle") that fits inside an orifice ("jet") that admits fuel
into the airstream passing through the carburettor. Since
the needle is tapered, as it rises and falls, it opens and
closes the opening in the jet, regulating the passage of
fuel, so the movement of the piston controls the amount
of fuel delivered, depending on engine demand.
The flow of air through the venturi creates reduced static
pressure within it. This pressure drop is communicated
to the upper side of the piston via an air passage. The
underside of the piston is in communication with
atmospheric pressure. The difference in pressure
between the two sides of the piston creates a force
tending to lift the piston. Counteracting this force is the
weight of the piston and the force of a compression
spring that is compressed by the piston rising; because
the spring is operating over a very small part of its
possible range of extension, the spring force
approximates to a constant force. Under steady state
conditions, the upward and downward forces on the
piston are equal and opposite, and the piston does not
move.
If the airflow into the engine is increased – by opening
the throttle plate, or by allowing the engine revolutions
to rise with the throttle plate at a constant setting – the
pressure drop in the venturi increases, the pressure above
the piston falls, and the piston is sucked upward,
increasing the size of the venturi, until the pressure drop
in the venturi returns to its nominal level. Similarly, if
the airflow into the engine is reduced, the piston will fall.
The result is that the pressure drop in the venturi remains
the same regardless of the speed of the airflow – hence
the name "constant depression" for carburettors
operating on this principle – but the piston rises and falls
according to the speed of the airflow.
Since the position of the piston controls the position of
the needle in the jet, and thus the open area of the jet,
while the depression in the venturi sucking fuel out of the
jet remains constant, the rate of fuel delivery is always a
definite function of the rate of air delivery. The precise
nature of the function is determined by the tapered
profile of the needle. With appropriate selection of the
needle, the fuel delivery can be matched much more
closely to the demands of the engine than is possible with
the more common fixed-venturi carburettor, an
inherently inaccurate device whose design must
incorporate many complex fudges to obtain usable
accuracy of fuelling. The well-controlled conditions
under which the jet is operating also make it possible to
obtain good and consistent atomisation of the fuel under
all operating conditions.

Solex Carburettor
History

The Solex company was founded by Marcel Mennesson

and Maurice Goudard to manufacture vehicle radiators.
These were fitted to several makes of early cars including
Delaunay-Belleville and buses of the Paris General
Omnibus company.
After World War I, the radiator business went into
decline and the company bought the rights to the
carburetor patents of Jouffret and Renée and named them
Solex after their business.
The Solex brand is now owned by Magneti Marelli. The
original Solex company changed its name in 1994 to
Magneti Marelli France and on May 31, 2001, Magneti
Marelli France partially bought its assets (including the
trademark SOLEX) from Magneti Marelli
Motopropulsion France S.A.S.

Carburettors
Description of Solex Carburetor
Solex carburetor is a down draught type carburetor.
It consists of the devices for starting, idling normal
running and acceleration. These are described in brief as
follows.
The figure shows a starting device for Solex carburetor.
It consists of a starter valve in the form of a flat disc
having holes of different sizes.
These holes connect the starter jet and petrol jet sides to
the passage which opens into the air horn below the
throttle valve. The starter lever is operated by the driver
from the dashboard, which adjusts the position of the
starter valve so that either bigger or small holes come
opposite the passage.
Read also: SU Carburetor How It Works
Some Solex Carburetors
Working of a Solex Carburetor
At the time of starting, bigger holes connect the passage
so that more fuel may go to the engine. The throttle valve
is closed, the whole of engine suction is applied to the
starting passage 1.
The petrol from the float chamber passage through the
starter petrol jet and rises into passage 2, it comes out and
mixes with the air entering through the air jet. This air-
fuel mixture is rich enough for starting for the engine.
After the engine has started, the starter lever is taken to
the 2nd position. So that smaller holes connect the
passage reducing the amount of petrol. In this position,
the throttle valve is also partly open so that the petrol is
also coming from the main jet.
The reduced mixture supply from the starter system in
this situation is however sufficient to keep the engine
running. When the engine reaches the normal
temperature, the starter is taken to “off” position.
Read also: What is Carburetor and Types of Carburetor
[Complete Guide]
Types of Solex Carburetors
1. Solex carburetors are classified by three main
categories
1. By it’s the type,
2. the bore of throttle chamber and
3. by its model.
2. Solex carburetors classified according to there
direction of flow through the carburetor
1. Updraught Carburetors
2. Horizontal Carburetors
 3. Downdraught Carburetors

3. According to the layout of the induction system

1. Simple Carburetor for single induction
manifold
2. Dal port Carburetor for two induction manifold
3. Dual-port compound Carburetor for single
induction manifold

Selection of Solex Carburetor

The Direction of Air Flow
If you want to replace an old carburetor to new it is easily
done by determining the flange type of carburetor. In
modern vehicles, downdraught carburetors are
commonly used, because it is readily accessible from all
sides.
In sports cars and racing cars, the horizontal carburetor
is used. Updraught carburetors are used for engines
where the fuel is gravity fed.
The Number of Carburetor
Usually, it determined by the type of engine, whether one
or more carburetors used. Generally, in sports cars and
racing cars, more than one carburetor is used.
The purpose of using multiple carburetors is to reduce
the length of the induction manifold. And most
importantly to reduce the bends which obstruct the free
passage of the air-fuel mixture.

Carter carburettor
 Carter carburetor diagram
Diagram of Carter carburetor

Table of Contents
• Working of Carter carburetor, also its construction
and working
o Visit: Working of SU carburetor

• Working of Carter carburetor:

o Fuel Circuit in Carter carburetor:

o Starting Circuit:

o Idling or No Load Running:

o Acceleration:

Working of Carter carburetor, also its construction

and working
Carter carburetor was invented by the founder of cast
brass carburetor, William Carter. In the previous post, we
have seen working of Solex carburetor, Carter carburetor
is another type of modern carburetor.
Carter carburetor is a down-draught type carburetor. In
Carter carburetor fuel or petrol enters into the chamber
and air enters from the choke valve which is allocated at
the top position. Choke valve keeps open during the
normal running of the engine.
Visit: Working of SU carburetor

Working of Carter carburetor:

• Unlike other carburetors, Carter carburetor has
three venturies named Primary, secondary and
third main venturi. Primary venturi which is the
smallest among three venturies lies above the fuel
level in the float chamber.
• Secondary and third main venturi lies below the
fuel level in the float chamber as well as primary
venturi. Suction presents at the primary venturi to
draw petrol at low engine speed.
• Fuel from the float chamber enters into the primary
venturi using nozzle by making an angle in the
upward direction as shown in the figure.
• Now the mixture of air and fuel travels from
primary venturi to the third main venturi through
 secondary venturi. From the main venturi, it finally
travels to the engine cylinder for the combustion.
• Due to the use of multiple venturies, fuel reached
the engine is in the atomized form which causes the
smooth running of the engine apparently vehicle.
Fuel Circuit in Carter carburetor:
• Fuel circuit in the Carter carburetor consists of the
metering rod which is connected to the main
throttle. A metering rod is used to control the
amount of fuel drawn into the main engine.
Starting Circuit:
• The starting circuit in the Carter carburetor consists
of a butterfly valve which is also called a choke.
When the choke is closed, the pressure at the
nozzle is almost equal to the suction pressure. It
creates a large pressure drop between the float
chamber and the nozzle.
• Due to the minimum air supply, the mass flow rate
of the fuel increases rapidly. It results in the supply
of rich mixture to the combustion chamber in the
engine at the time of starting. In this way, the
Starting circuit works in the Carter carburetor.
Idling or No Load Running:
• In idling conditions, the engine requires a rich
mixture for the combustion, also the throttle valve
 remains closed in this condition. The throttle valve
opens when speed increases slowly.

Advantages And Limitation OF

Carburettor
Advantages of simple carburetor

• Simple carburetors are inexpensive compared to

Electronic Fuel Injection (EFI)
• Fine adjustment according to the environment very
easy.
• Simple carburetor is a mechanical device and it will
respond uniquely in every possible adjustment.
• There is no restriction on the amount of fuel drawn
to the cylinder from the float chamber. It can
provide a denser mixture at high speed for great
power.
• Easy and affordable carburetor repair
maintenance.
• Carburetor vehicle shows more power and
precision in the road test.

Limitations of simple carburetor

• At low speed, the amount of fuel in air-fuel mixture
is very low. This too lean mixture will not ignite
properly. At that conditions, some arrangement is
required for the proper running of engine.
• It gives stoichiometric mixture only at one specific
speed and load. Simple carburetor is more suitable
for engine running at constant speed. Several
modifications have made to overcome this
drawback of simple carburetor.
• Fuel economy is very low. It consumes more fuel
than the fuel injectors.
• The working of simple carburetor will be affected
by the atmospheric pressure. The setting for
carburetor varies with varying altitude.
• The working of simple carburetor will be affected
by the change in atmospheric temperature. It
happens because of the change in density of air
with a change in temperature. The cold starting of
the engine is a big issue. If the carburetor tune up is
done in winter, it will give a richer mixture at
summer season.
• The mixture quality will be affected by the inertia of
fuel. Sudden opening of throttle leads to the supply
of too lean mixture to the cylinder because the
inertia effect prevents the immediate flow of fuel
(sudden acceleration and starting time).