Wonder what others are using for jets & power valve in their dual 97 set ups? Edelbrock heads and speedway dual carb intake. MSD fired Mallory points dist. Thanks.
What elevation are you? I read somewhere that can make a difference. My coupe ran like *** at the Hotrod Hillclimb.
I am ***uming American Siberia = North Dakota. I spent 20 years in the Grand Forks area, and it fits, at least 8 months out of the year, so elevation likely isn't a concern. I don't have a recommendation other than to get a Wide Band O2 sensor and gauge. Mount it in the car and get to tuning. Once you have it where you like it, take it off and move it to the next project.
Yep, North Dakota--20 below keeps the rife raft out--well it used to! Anyway, the O2 sensor sounds like the way to go, I'll give it a try. My plugs are clean but tail pipe is black and sooty, no smoke out the tail pipe and idles very nice. Got me scratching my chin.
Bro, if you are still having issues, I've have had great luck w/ adjustable jets from Speedway Speedway Motors #91611071 Adjustable Main Jets for Stromberg-Style Carb
Looked up Springfield ND and find elevation at 1299 feet. Stromberg standard jetting (one carb) was designed to run sea level to 5000 feet. Looks like a number of folks posted 0.043 jets in the 2009 thread. I would suggest a slightly different approach. ***uming you have real made in U.S.A. between 1935 and 1938 Stromberg EE-1 (model 97) carbs; I would suggest building them absolutely stock (0.045 main metering jets, number 65 power valve). By doing so, you have a repeatable base line. Then tune for the state of tune of the engine, and the quality of fuel you are using. Stromberg considers one jet size on the EE-1 carbs to be 0.002 inch (either plus or minus). So 0.047 would be one size rich, and 0.043 would be one size lean. We have generally found that running two original carbs, correctly adjusted and calibrated, will run LEAN due to decreased venturii air velocity. The gentleman posting above suggested adjustable main jets; I will respectfully disagree. I love an adjustable main metering jet on a SINGLE 1-barrel application. For anything else, the adjustable main metering jets pretty much guarantee the enthusiast (without some equipment most do not have) won't get the metering correct. Can they be tuned? Yes, IF one has O2 sensors in each exhaust port, and the capability of monitoring ALL at the same time. One can also use a remote infrared thermometer to get closer than just by ear; but not as good as the O2 sensors. And yes, IF one has the equipment, one can squeeze a few percent more ponies out of the engine than just putting the same size jets in each carb port and using a single O2 sensor in the exhaust. Opinion: just not worth the effort for a cruiser, unless one has the equipment, and enjoys the tuning. One other item worth noting: Stromberg specified FUEL LEVEL (NOT float level) at idle to be 15/32 below the top of the bowl. This level should be acquired by using a fuel valve seat orifice of 0.098 and fuel pressure of 3 psi. 1/16 inch variance in fuel level will easily change the metering characteristics by at least one full jet size. Again, this post is applicable to genuine made in USA from 1935 to 1938 Stromberg type EE-1 model 97 carburetors. I am NOT suggesting this information to be applicable to the modern replacement units. Not throwing rocks; I simply to not have the information. Jon.
Thanks all for the input--I forgot about this post. Elevation here is 1800 ft. The carbs are original 97 strombergs. I ended up using #44 jets and #67 PV per the sugestion of Uncle Max the 97 rebuilder on the Ford Barn. Fuel pressure is just under 3lbs. It starts right up, idles very smoothly, no flat spots, no leaks. I have decided that is good enough for now (has less than 100 miles on fresh engine) I may make changes after I get some miles on it this spring.
The Jalopy Journal
