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Thank you - may I inquire as to who sells jets that I can buy a sampling of? I appreciate the idealistic approach to just using real gasoline, unfortunately that is simply not a realistic approach if someone wants to take nice long road trips and be able to get gas at readily available and convenient locations. Yes - I know there is something like 100 different gasoline formulations available in the US based on region, time of year, elevation, etc... will the state of tune be 100% perfect all the time everywhere - of course not, but it will be usable and good enough. I knew that Grose had passed on, but I have seen his jets for other carbs reproduced and was hoping there also an equivalent readily available for our Carters. I'm not surprised that there isn't. I'd love to get a copy of the D6G1 sheets if available. I have many others, but I lack that one and since that is what I have a pair of on the car, it would be nice to know what the stock factory parts are exactly. Also thanks for the center section information. I have not looked that closely at the carbs yet. I didn't think the jets were the same, but though my limited observations I found lots of 159 series info, little 224 series info. Yes I agree - carb bores ultimately control what the carb is capable of. That is the airflow control, the jets simply meter gas into the flow - and hopefully at the desired air/fuel ratios. You setup the airflow, then you adjust your jetting to get to a target. Ironically you state that I am factually incorrect, but then turn around and make my exact argument. Ball and Ball carbs are not as well supported in the aftermarket either for stock tune up parts or aftermarket vintage race tuning components simply because of the wonderful number of variations that are present. The built each carb to the intended application back in the day and it made it hard to simply take just any Ball & Ball carb and do x, y, and z to it and get the desired results like you could with say the ever popular Stromberg 97. Its variety in a way lead to its downfall in long term aftermarket support. There are at least 2 (maybe more) manufacturers making brand new 97 carbs today, I highly doubt anyone is considering tooling up to make a run of brand new Ball & Ball carbs. I'm not saying variety is a bad thing - I like variety as it gives a ton of options - but that also leads to lots of complications. Case in point - jetting - which this thread is about. I have yet to find a jet chart that lists all the part numbers, flow rates (and the info on the test conditions. ie gas at Xpsi over the course of a minute or whatever), and orifice sizes. A quick Google search and there is piles of documentation and PDF documents on tuning 97s. Yes - while my interest in documenting carb components is somewhat self serving (tuning my own carbs) - its documentation that I intended on sharing with the community as a whole. This thread simply started as a way of compiling jet information, and granted I asked about the cut sheets for carbs I own and lack the information on. The whole mixing and matching of carb parts to try and build something else came in later. Perhaps my car is tuned to the nth degree and its perfect. Perhaps not. In any case I still plan on compiling information to aid myself and assist others that want to make their cars the best they can be for themselves. No offense taken - I can only ask for help gathering jet information and attempt to keep the thread steered in that exact path. Mixing and matching carb body components is a whole different level and thread topic. And as far as being an expert - if you would like to discuss the multistate physics of atomizing an incompressible fluid into an compressible fluid - I'm game - its literally my job. Quite frankly for what I am after, writing a custom OpenFOAM script just seems like a waste of time when I just need to go a hole size or two bigger or smaller to achieve what I want. Perhaps I came off a bit harsh - but I really wanted to keep this thread simple and about the jetting. Enjoy your occasional, if unenjoyable, visit to this site. I'm sure that if this was a conversation in person it wouldn't go this way and it could be perfectly civil and rewarding for both over a beer.

yeah well, uh ... I picked up a radiator for my truck yesterday, yeah was a full day for me. Now to clean it up and install it GO GO GO! spring is on your tail

I made a quick trip to the BBQ at Tim's on Saturday and met some great guys on this forum. They suggested I join and post some pics of the '55 that I am working on. I would like to get this truck on its feet, and looking for some help finding parts to complete it. Bumpers, tailights, and emblems as well as details like the horn button would be helpful. Resources to complete the interior would be a great help too! Driver quality parts are fine with me, since I just want to make it complete. The rear bumper doesn't have to be factory. The Barden bumper farmer style bumper is cool with me too. I would also like to get an idea if this truck has been altered. It seems fairly original, but I'm not sure about the spare tire carrier and and the V8 painting on the tailgate. Thanks!

Carter D6G1 Tech Sheets... best I can do as to quality...extremely difficult to size and retain clarity yet not run out of my image space.

This is a good read for a Mopar enthusiast. Good details on new auto developments. The list of new engineered offerings discussed in the book is lengthy. The book offers some good insight on what the automobile industry was like back in the early days. The Maxwell car and how it morphed into a Chrysler. I found the Stewart Warner Vacuum Tank story interesting. I am about 1/2 way through the book as of this writing. I recommend!

Just got news from CHS Ricardo Cavallero that the package has shipped and I should get a Fedex tracking number tomorrow. Stay tuned......

Step up Jet Chart - or best that I have been able to do so far. Just in this range of diameters it would be pretty easy to expand out to 21 different flow rates if you count in readily available metric drill bits (which it appears that Carter did). Too bad they didn't utilize some sort of smart part numbering scheme.

1) yes 2) just changing jets is not a solution to running ethanol tossed into gas. Using real gasoline is the solution. 3) no Ansel Grose died, and no one has produced the jets since nor will you find it easy to find them. 4) I am sure I do, but a d6g1 which is a 1 9/16 throttle bore 1 ¼ venturi carb is not an island on to its own. Your center sections are more important that the top which can be and is often changed around. As taken from a document I have from Tim Kingsbury - 3 bolt – center section is 660 for Plymouth – starting 1950 2 bolt – center section is 635 - 1949 only 2 bolt – center section is 370 - 1939 – 1948 Answer - no they are not THe carb you have purchased has 1 11/16 throttle bore and 1 11/32 venturi. The main and other jetting can be changed but there is no getting around the throttle bore and venturi size as I think 55Fargo was eluding to. Sorry your last statement is just factually incorrect. Carter ball and ball made carbs for specific purposes and specifications and they provided carbs based on what their customers wanted. A stromberg 81 or 97 were carbs that the carb maker said - here is what we have.. its great, it will do what you want. sounds like another automotive guy - Henry Ford.. If he had. The three carbs you reference number in them are the cfm of the carb. In the case of carter ball and ball they not only ranged way lower and way higher in cfm but they also addressed various torque curves and transmission options that manufacturers would come up with. his way a model t would still be the only car you would need and its color would be black. I see so this thread went from you were documenting carb components which i had some interest in digging out all my carter ball and ball books, to your the expert and your using this to tune your dual carbs this summer.. rofl.. I also see you have bought Don C car which I am sure must be tuned to the nth degree because it was dons. Thanks for the laughs folks.. It reminds me why I dont spend much time on this site anymore. No offense and best of luck

to this end, you will get close.....based on the advancements of solids and rosins....there is no way any company can say 100% match....they will all say match which is by all account close enough...which is what you are truly getting.

Looks really good ! I like the shape and stance ! Keep us posted, please !

Finished topcoating all the rusto oil primer in the inner fenders that tuck away. My machinist is supposed to drop off my thinned trued and polished 727 front clutch pressure plate today so I can re-assemble it tonight. I’m not sure if I want to flip the doghouse over on my lawn or deal with it on my buddy’s lift but I also want to brush paint and rubberized undercoat inside the front fenders. Probably easiest to deal with while it’s apart. I’m still planning to weld in struts to steady the back wheel lips in the tubs and replace the front bedside corners under the stake pockets which were cut up and rotten and now cut out clean. I have the panels from sectioning the bed which don’t have the stock curved step beads but would probably look nice as patch panels. Watching the video in my driveway I can really see the potential in the body. I’m tempted to buy a straight line sander and clean her up with some sanding and plastic for a quick respray. The lines, proportion, and stance came out really nice but it’s a 50 footer.

I was sitting in a friendly restaurant in small-town Canada. Having a lumberjack breakfast with about 1,000 carbs in it. Visiting with my mother. Enjoying coffee and conversation. While we are chatting I noticed an old photo on the wall right above our booth. The subject was an old car and several people. I reconized the old Coldwater Hotel in the photo. It’s in Merritt, BC Canada. Mom and I were having our visit only a few blocks away from the old hotel. I knew the Coldwater was a pretty old hotel. The car appeared antique. I saw a gas lantern on the left rear fender. I guessed it was about a 1912-1915 ish car. The rear sign on the car reads “Halifax To Vancouver. All Red Route”. I was intrigued. The photo pose looked like a special occasion. I quickly snapped a few photos with my iPhone and planned to research it later. Later.... I learned that the car is a 1912 REO. Ransom E Olds donated the car and an REO factory mechanic (Haney) for a publicity stunt. A writer was rounded up, Thomas Wilbey. The pair were the first to drive across Canada. (At that time Newfoundland was not part of Canada) The writer was likely submitting regular newspaper articles too I suspect. So a media company would likely have been a sponsor too. The writer also completed a book about the adventure. The original 1912 trip, book can be read here: https://archive.org/details/motortourthrough00wilb/page/n23 On Aug 27 1912 they left Halifax. 50 or so days later they arrived in Vancouver BC. The bottom line, to sell more REO cars. The trip was re-enacted 85 years later with a restored 1912 REO. They too wrote a book of their adventure. See here: https://www.transportbooks.com/product/the-all-red-route-from-halifax-to-vancouver-in-a-1912-reo/?v=3e8d115eb4b3 The photos I show below here were originally taken in Merritt BC in October of 1912. Only a few blocks from where I was eating lunch today. The REO tem were getting close to Vancouver by now. Today you can complete that journey from Merritt to Vancouver in about 2.5 hours driving time. Likely the 1912 REO team, was 2 or so days away from Vancouver when the pic was taken. They would have driven right through my current home town, Kamloops BC, the same day, or the day before the photo shown was taken. I’ve got some more reading to do!

Oh yeah, there was another one. I'll gather all the others up with a link as soon as I can. Got internet issues with 400 files from here ...

Welcome home all Vietnam Veterans and thanks for your service. Don Coatney, US Army Vietnam Veteran 1966-1968

When I was in the Army in the '80s, there were still a good number of Vietnam veterans still in service in the senior NCO and officer ranks. We tended to listen to them more often than the other leadership. A few had a couple of loose screws, but all of them knew what they were doing, and more importantly, why. I'm not talking the nebulous reasons for a war, but how to get the job done and stay more or less in one piece during one. When we went to Grenada my platoon had one of the very, very few Vietnam vets as its platoon sergeant / leader (no Lt.). That was just a bar-fight compared to other conflicts, but we had a few scraps that the SFC saw us through with just a few scratches. When I joined the Border Patrol, just under half the organization were Vietnam vets (total BP number was 3k at the time), those guys were a hoot to learn from and work with. That video is a good reminder that the U.S. wasn't the only nation fighting for democracy in Vietnam, we just had the largest presence, thanks for posting. And thanks to all the Vietnam vets out there - for many reasons. Glad you'uns made it home, just wish there had been more that did.

I like Triumph choppers. Here's one from my own two hands. Built about '78, pic was pre-'82. I still have it but it has different paint, tank, and forks now..

Where did you buy the tank that does not fit?