I'm digging this thread. I've got 5 of these carbs sitting in my office waiting to go on a manifold. Thanks for the info. Keep it coming
Have a look at Australian websites, we had Stromberg BX carbs on our Falcons and Holden's right up to 1982 or so. (Made by Bendix Email under licence in Sydney) Great carb, I actually have fitted one to my 66 Mustang inline 6, the holley 1940 that came fitted to it was dead so fitted a carb of a 68 Falcon. Works great and will do until I swap in my roller 302 out of a 2000 AU Falcon.
Richie, I'm going to be rebuilding three of em next year. Want to run em on a 202 Holden. Got a lot of info gathering to do before then.
Up this excellent post. It is with great interest that I read this post. For a 235 Chevy 1954, I plan to install two dual Stromberg on a repop Fenton or Offy dual intake, I have not found a original dual. Not easy from France. By searching the web, I found several Stromberg models in Australia, as they have been used longer. Restored and at a fair price as regard to the restoration. An interesting carb is BXUV 3, the differences with the BXOV 2, the dimension of the flanges are adapted to an intake for a 235, ie size 3, but with barrel diameter of 1 11/16". BXOV 2, flanges dimensions size 2 with barrel diameter of 1 7/16 " In addition, O: 1/8 inch oversize throttle U: 1/8 inch undersize throttle But here my skills carbs are not good enough to understand everything about these differences. And therefore I would need help to know if I can get good results with these two Stromberg on a 235, slightly modified, 264 cam, Fenton header. Thank you for your help. And sorry for mistakes, my american is not very good.
Zombie undead thread... Just picked up an Edelbrock 216 intake with a pair of BXOV-2s, 14-22, 1 5/32" venturi. I was excited- got my vintage Snap On jet socket in the mail from eBay today and got the jet out of the one I've already had apart to clean. It's a .054. I've read stock was .058. I dug the other carb out and got the plug out- no jet. What the hell? So my question is, do these take the same jets as the 97s? Meaning, I can order them in pairs from Summit..? EDIT: Right after I posted, I found another post saying yes, they take the same jets as 97s. Any recommendations on jet size for a dual on a 216 (yes, two sixteen, not two sixty one)? I plan to put my Barker Hi-Lift rockers on it for a little more intake lift, but it will be stock compression and cam. Will be using an old Fenton intake and eventually Fenton headers will go on it too. The truck will eventually get a '57 truck 235, so I might as well buy some jets for that too. Maybe the stock .058s for that one..?
The Stromberg type EE-1 (one of the Ford variations is the "97") and the type BXOV-2 use P-19442 main metering jets, thus are interchangeable. The idle jets and the main discharge jets are NOT interchangeable. Two of these on a 216 are going to be difficult to tune. I would start with 0.058's (when in doubt, ALWAYS use stock calibrations). Once you get it running, MAKE CERTAIN THE VACUUM IS SUFFICIENT TO KEEP THE POWER DISCHARGE JET CLOSED EXCEPT W.O.T. Do NOT try to re-jet until you are certain this is true! GUESSING that because two of the carbs are too large (air) for the 216, once you have tuned the vacuum circuit you may need jets LARGER than the 0.058. A mistake a lot of folks make in using multiple carbs is not to allow for reduced vacuum causing the power discharge jet to be open all of the time. They then put in smaller main jets to compensate, which works well for an "eye candy" machine, but will cause the engine to go extremely lean at high RPM as the power discharge jet is now a part of the main metering system, therefore does not augment the main metering system at W.O.T. Since you have them, a moot point; but had you called to order carbs from me, I would NOT have sold you BXOV-2's for a twin set-up on a 216. They should work fairly well on a 235, and even better on a 261. Jon
Ah, B-model Strommies . These were the bread-and-****er carburettor for GM Holden from 1948 through to the mid-80s. The link below has a full guide to them, including a step-by-step overhaul guide and an ****ysis of parts interchangeability with the 97: http://www.fbekholden.com/forum/viewtopic.php?t=14756 There's even some guidance on how to convert to methanol or E85. Cheers, Harv
Thanks for posting. I had not seen the link previously, although I do have the information. The author copied and pasted liberally from my website (happy he could use it ), but misspelled the word "carburetor" , even on the link. Jon
Lol. The author in that link s'me. I could be wrong (it's been many years) but pretty sure I didn't borrow anything from your website when I wrote that do***ent. Apologies if I did. They are Aussie Stromberg Carburettors, not US Stromberg Carburetors Cheers, Harv
Thanks for the info, Jon. At this point I'm gathering info, cleaning the parts up, and enjoying the research process and learning. There's a lot I need to learn about the various circuits within the carb and how they work together. Maybe I won't put the dual on the 216, maybe I will, it depends on what mood you catch me in. It runs decent now as is, and I'd hate to mess that up by doing something foolish, but... The old Frank McGurk and California Bill books saying a pair of BOXV-2s work well on a 216 get me excited to try it out. When my 235 goes in, I'll for sure run a dual setup. I'd hate to do something to the 216 to prematurely force the need for the 235 like run it lean at some rpms, or wash the rings out from over fueling it. I have a pair of .058 jets ordered, so they will be stock spec initially. Since the one is missing the jet, I'll have to compare the rest of the bits the best I can to make sure they're the same as well. Maybe I'll just swap one on in place of the Rochester B to see the difference between them for now. Harv, the do***ent you've shared looks cool but I'm hesitant to provide payment info for a free trial I have to then cancel to avoid paying for. Any chance you've got a copy you can share outside of the site in the link?
My sincere apologies - I did indeed borrow some material from Jon's website many years ago. His info on SAE flange sizing (and I also suspect on 3 vs 4 barrel and wet vs dry flow testing) was awesome, and helped unravel for me the mysteries of how the various Strombergs are sized (and tested). Many thanks Jon for that info, and apologies again. Regards, Harv
PM me an email address and I'll send you a pdf. It's large (9.5MB) but should get through the email system OK. Cheers, Harv
The BXOV-2 carbs will come in a variety of venturi sizes. The venturi sized is cast into the side of the float bowl. You choose the venturi to suit the type of engine (and use) you need. The basic carb operation will be near identical for all BXOV-2's. The internal small parts (main metering jets, idle tubes, power byp*** valves etc) are easy to swap out to tune the carb to your actual engine. The BXOV-2 carbs are part of a much wider BX family - BXOV-1, BXV, BXOV etc. All pretty much identical operation, just different throttle body and venturi sizes. The early carbs are basic (they started out I believe in the 40's, but Jon may know a better date). The carbs got a few tweaks along the way (reinforcement to stop float bowl leaks, vented fuel bowls, all the smog **** etc) and were used at least up until the late 70's (last one locally was the BX). As Jon has pointed out above, a pretty robust carb design to last 30-odd years of factory production. Cheers, Harv
I bought a pair with electric chokes & adjustable main jet. brand new in '77. Bolted them to a 216 with a weathered Wieand dual, headers & Gotha rockers. In a '46 panel, it ran as good as any 235.
It is not a silly question. The entire BX series of Stromberg carburetors are GOOD single barrel carbs. There are other good single barrels as well. The trick is not to look for a "holy grail" best of the best, but rather to match one's application to the characteristics of the carburetor. Yes, this is a hot rod forum, and carburetors may be recalibrated, but generally much easier to start with something close. Not applicable in this case, but a really good ****ogy is trying to install a Pontiac 4-barrel on a Chevy v-8 or a Chevy 4-barrel on a Pontiac v-8. Either way to get it right, one can spend 3~4 times on calibration parts as the correct carburetor would have cost initially. The fuel curves are just plain different (check the factory calibrations on a 625 CFM AFB for a Chevy against those on a 610 CFM for a Pontiac). The Chevy wants a little fuel at lower RPM, and a LOT of fuel at higher RPM. The Pontiac wants more fuel at lower RPM, and some more fuel at higher RPM, but not as much more as the Chevy. As Harv mentioned, the BXOV-2 comes in a variety of internal venturi; and other family members (BXV, BXUV, etc.) also come in various venturi sizes. The BX series also come in 3 different flange sizes. Pick the one(s) best fitting the application. As far as when they came out; for the automotive history buffs: Stromberg tested the first BXOV-2 on 19 August 1937. The first production BXOV-2 was released on 31 October 1938 as a replacement for 1933~1938 Dodge trucks. Jon.
Hello, after reading this thread, I am even more confused than I already am. There are very good infos that have come together here. Have two old BXOV-2 /15-32 in need of overhaul that I want to mount on a 235cui with an old Sharp dual intake. Bored out and higher compression with fenton headers. My question is if the 15-32 run as good as the 14-22 on the 235cui engine? If so , what is the best overhaul kit to order? And most importantly which ones? Where are there good ones that are not old and hard ? Am grateful for any answer. Cheers Kevin
I’m right in the same boat. I signed up here just now because of the carb. I acquired a 1954 GMC panel truck 250 all complete but sat since about the 70’s or 80’s. I called Walker and they couldn’t find a carb kit for a BXOV-2 , 1-5/32, p24224. I haven’t been able to get a call back from some dude in Iowa regarding this and a a 1969 c10 250cid I have. I got the c10 going real quick but the 54 is killing me on looking for info and parts. Everybody I call acts like I’m cutting into there bottom line but they advertise they have all the info and parts, but ultimately want me to send my parts to them.
DMnTX - The 1 5/32 is the internal venturi size, about as informative in ordering kits as stating "red car" The P24224 is the Stromberg part number for an un-machined BLANK casting; used only in Stromberg internal do***ents. Totally useless unless you have access to the original Stromberg drawings, and even if you do, still useless for identification purposes. Most of the B series carbs have an identification number STAMPED (a recessed number, not a raised number) in the top casting. A few were identified by a tag only. Once the tag has been removed, they CAN be identified if one has the Stromberg do***ents, but the value of the time involved exceeds the value of the carburetor. We did run into an issue with accelerator pumps in a pair of BXOV-1's built in Australia; I have no do***entation, and the pumps used are smaller than any used in the USA. I think we can supply rebuilding kits for every Stromberg B series carb made in the USA. Your 1969 C10 should have a Rochester type M (monojet) with a 7 digit number STAMPED into either the top or center casting. Again, kits are no problem. Jon.
Kevin - check your stamped number again. 15-32 is listed in the Stromberg do***entation as a two-barrel type WW used on a 1959 Plymouth. Jon
Hey man thanks for the info on that number for casting. I was on the phone all day and got nowhere. I’ve been researching adapters to 2 barrel since I posted this lol. I still haven’t found a kit for the bxov-2. The c10 is another I got at the same time it has an Amazon carb and HEI. It was running 2 days after I got it home, after sitting for 30 years lol. Let me try to post a pic. I have it for sale on Facebook. It also is an all original truck. When you say supply kits, are you dealer? If so how can we get in contact?
Thank you for your replies and sorry for the late reply. So unfortunately there is no self-stamped number on my stromberg, only in a small circle 15-32. I don't know what carburetor to use at the moment. I have to say that I'm a bit overwhelmed at the moment. Of course, I can't find any overhaul kits for these carburetors either, and I'm slowly running out of time because we want to finish building the engine. One of them also broke my throttle body trying to loosen it. Now I might still have the option of two sbxov-2 15-32 3-59B and 3-59C. But they also have to be overhauled. I also have two Rochester B's. But 2 will definitely be too big for the 235cui. And one is from autolite and one has an original number on it. Must also be overhauled. What should I do now? I'm already thinking about buying two carters. I just want two 1bbl carbs that run well on the 235cui! Help!!
So I have had a heck of a time finding anything for BXOV-2 carbs and parts (other than outrageous prices). I bought a Sherryberg off Amazon to get started and making my own gaskets for my BXOV-2. I’m working on a GMC 248, so staying single carb. If you already have a dual intake, just my opinion use the carb you can get rebuild kits for. Probably didn’t answer your question but I feel the pain lol. I told my buddy the other day feels like people don’t answer questions anymore and sometimes a conversation is like being in a forum.
Kits are readily available for the BX Strombergs... these were the bread-and-****er carburettor for GM Holden for 40 years. https://www.ebay.com.au/itm/165690002536?hash=item2693e4cc68:g:lCAAAOSw4hRh4q7c&amdata=enc:AQAHAAAAoPTeF/l5Ztn4br3/DcmUMU0jFSktZWr0NhRZLhZbqGGB0FuAHRwoTkEl5Mq8fd60gyTiUkWa8TaytKJ8iw2SJm3/Lx/FTOmeaLeL7oqBakkthTgQlrB1fxR/Ipl7jmtpqQJzm0bQh2KpKrrojXijpcVGKj+aofJXAhawJf5BYC60T30RncetsKE8Hap+nwINbRMuUo6YixYyNrZ6zo9WqDs=|tkp:Bk9SR7LX_az8YA Cheers, Harv
Not a one. I’ve boxed it up but I can dig it out take a pic. All my numbers are stamped around the base
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