fuel system

Ford had one of their many "bright ideas" back in the mid sixties when they forgot how to make tractors and started letting foriegners make them for Ford dealers to try to sell to the unsuspecting public who thought they were actually still Ford tractors. I am speaking of the three cylinder tractors made some where on the other side of the world. These tractors with gasoline engines had a carburetor that encorporated an excelleration pump. It was not long before the buyers of these tractors started bringing them in to see if I could fix them. I usually could fix just about anything wrong with a Ford tractor. I however couldn't fix the carburetors on the three cylinder Ford tractors. When that acceleratoin pump wore itself out in about 500 hours it was not repairable because the pump piston was aluminum and it moved in an aluminum bore and they both wore so much that repair was not possible. The fix??? A new carburetor that would last about 500 hours that cost about 1/10 what the new tractor had cost.

Don't give me no tractor with an acceleration pump carburetor!

Zane

Up here on the prairies, 25 years ago, or so, windrowers (swathers) made by Versatile up in Winnipeg were very common. They used a 200 CID Ford Industrial with a belt-drive governor, but thoughtfully?? used an automotive carburetor with the accelerator pump still intact. The accelerator pump mechanism would dampen the action of the governor, making for slow, anemic response, and a seeming lack of power, or they would sometimes jam altogether.

On the other hand, Zane, have you seen some of the real industrial or tractor carburetors that use a vacuum-operated accelerator pump? A 4020 Deere gas is one example. Those work very well. Manifold vacuum, acting on a piston, compresses a spring. When the vacuum drops due to the governor opening the throttle quickly, the spring moves the vacuum piston, which is connected to the accelerator pump, giving the engine a quick shot of gas for instant throttle response. It's a wonder Ford didn't do that on the examples we've quoted, rather than using the "automotive method".

However, I would be interested to know upon what you base your statement "knowing that the updraft carb is very inefficient".

With this low compression, relatively low RPM, "side valve" (flat head) engine, do you really consider the updraft carburetor to be a limiting factor?

The flathead can ONLY accept a MAXIMUM of 0.010 head milling BEFORE VALVES BEAT themselves to death against the cylinderhead.

Unlike the more familiar flathead V-8's, not much opportunity for more horsepower thru conventional "hot-rodding tricks". The engine governed MAX RPM's 2200. The un-governed 1940 city deliver van and WW-2 Jeep engine was worth about 43hp. Both considered "under-powered" at the time.

Ya want more "el-cheapo" power. Consider SUPERCHARGING with a BIG Chevy V-8 SMOG-PUMP. Gitt'em cheap at the junkyard. Use a NAA M/S carb so the carb throat faces foward. Yer on yer own for BRACKETTS and other supercharger tricks. You'll need a fuelpump and pressure regulator to replace your gravity fed gas, maybe new solid carb float so it don't collapse under pressure.

You doubt? Do a web search for "Dirt Cheap Supercharger" by Steven A Richmond..... ...respectfully, Dell