Jeff Balazs

Bob; Thanks very much. You are a Gentleman and a Scholar and I salute you. Out of curiosity the Chrysler Industrial engine book states the following Carter parts numbers for these items for the DTG1 carb. A) Main metering Jet ......Carter # 224-11S Step up Jet........Carter # 149-41S C) Accelerating Jet .........Carter # 48-103 D) Idle orifice Tube........Carter #123-31S It does not give the actual sizing however. I wonder if you would be able to either confirm these parts numbers or have a cross reference that gives an actual Carter part number for these items as they are described on the pages you scanned? I am thinking that if one were to have to hunt down new jets etc......we would need to know the Carter part number......but perhaps I am wrong. Thank you again for taking the time to respond to this. Jeff

Hi Don; Well to begin with I think it would be helpful if we knew what the factory spec's were for the various models of carb's fitted on these vehicles. When we get one of these trucks...... or cars it is not safe to assume that all is as it is supposed to be. Lord knows what the PO's have done or if what we have is close to correct. And then of course there are set ups like mine that has a later and slightly larger engine in place of the original. What I am trying to do is first to establish what is correct as it was built......and then what might be done to get it as close to correct as possible. In other words....if I knew what jets were supposed to be fitted and I found that something else had been fitted......then I could perhaps get it back to spec. Also I imagine there are others here that will go through some of this same thing with their trucks.....and it would be helpful to know where to start. I think mine is running a bit on the rich side. Could be wear related or perhaps it isn't jetted correctly. Bob.......My truck is a 52 B-3-C fluid drive 4 speed with a DTG1 dashpot B & B fitted. Thanks, Jeff

Hi All; I am looking for jetting charts for our truck carbs. I found some specifics in the Chrysler Industrial engine manual but I am unsure if this data is valid for the non stationary engines. I am looking for specific Carter jet numbers for the various model B & Bs that our trucks came equipped with and perhaps a master jet size list or chart. Data on Strombergs would be welcome too. Maybe we could pool all our info in this one spot. If you have any of this data could you please post it here? Thanks, Jeff

Don; When I saw your initial posting it made me smile. Of course we all knew what the answer was........ We have some horrendous dips and speed bumps here......it always cracks me up to see a lowered vehicle try to negotiate these. There is one such spot about 100 feet from my shop and hardly a day goes by when someone doesn't grind their undercarriage on it. I get the low thing with sports cars.....but for the life of me I just can't imagine doing that to a truck. Jeff

There is certainly a good point in what Ed has said. It may be just fine and have several more years of service in it. I suppose there is only one way to find out. You might as well go for it ....save the money you would spend on a recore....and see what happens. Just stay away from the Donner Pass with it...Ok? Jeff

I wasn't going to bring this up.....but since it has already been broached. My radiator was one of the first things I got into. I was fortunate to finally find a fellow that has been at it a long time and had a wealth of experience with older vehicles. My truck had the factory core in it still and I had thought that it would be neat to save it. No one I took it to would touch it. I figured it was from lack of experience with honeycomb cores on their part. When I finally found Bob he took the time to explain his experiences with these radiators. He even had 3 or 4 old ones around that he used to illustrate his points. And he was totally familiar with Dodge flatheads. The bottom line according to him was that they can be repaired and test out just fine one day........and then have a catastrophic failure shortly thereafter due to metal fatigue and long term corrosion loss. We looked at putting in a new honey comb core but the cost was prohibitive. I ended up having him put in a conventional core which he tested to 18# and warrantied it to 12#. I am not running it as a pressurized system but he assured me that the radiator as repaired will handle it. Jeff

So you are using as a storage container? Or are you making deliveries for a chinese laundry? After you so successfully highjacked Paul's Transmission thread.......and then started talking about hosing things off...people starving in the Donner pass.....etc...the thought occurred to me that you might be turning your truck into a vegetable garden. Glad to see this is not the case. Do yourself a favor and buy a new drain cock and install it instead of trying to reuse the old one. These things get kinda fragile over time and the last thing you want to have to do is replace a leaker after you have gone to all this trouble. I made this exact mistake and already found out the hard way. Jeff

And here I was thinking this was a transmission thread. Maybe it is a cast iron drip tray for his leaky tranny.......that will double as a pancake griddle at the BBQ. Jeff If you want to stop the leaks you can run EP400 semi fluid grease. Quiets these old tranny's down real nice too.

Hank; Wow..........this is just getting to sound kinda chick-like. Jeff

Too funny. I wouldn't worry too much about the semantics.......or what some consider a proper restoration. You brought it back to life and by doing so "restored" it's functionality. It's useful now and that should be enough. Jeff

Oh my God... ....it's gotta be one of those new fangled "cornhole" boards from back east. What is up with that? 'Shoes is just so much more satisfying to the senses........and there is nothing like the sound of a clean ringer. Jeff

Judging from the box....it is either a super rare collapsible sump pan ...................or more likely a drip pan to put under your leaking tranny. Jeff

Yes I did......came out just fine. Jeff

Merle; That is what I thought........kinda precludes much in the way of transmission swaps without a fair amount of re-engineering. Then of course there is the fluid drive bell housing you and I have........and that makes a bolt on swap even more unlikely. I spent a bit of time looking at how one might effect a transmission swap on one of these and still retain the fluid drive.......but drew a blank. Jeff

Aren't the truck bell housings unique to the trucks.....and truck transmissions? Jeff

So....does anyone know if the jet information in the carb section of this manual applies to any of our vehicles? or is this just for stationary engines? I am trying to determine if the jets in my DTG1 fluid drive (dashpot) carb are correct for my later (54) 230 engine. Thanks, Jeff

Barry; It seems like these pre-carb type filters were maybe an option or were added after the fact. There were many company's producing this stuff. My truck had one made by "The Alloy MFG. Co." and it had a ceramic element. I think they were a very popular after market item and probably for good reason. I have had enough problems with dirt, etc...in the fuel systems of various vehicles I have owned that these days I want as much filtration as I can get. You might find something vintage with a decent element . Jeff

Hi Barry; For what it is worth. I am of the opinion that we need all the filtration we can get. I think it is very wise of you to retain that filter as it is sure to prevent some junk from getting into your carb. A screen is not enough. I spent 20 years designing fueling systems , truck loading racks etc.... people are under the impression that our fuel supply is clean....and I am telling you nothing could be further from the truth. You can have an as new system get dirty in a hurry. That little filter is your last and best line of defense. Jeff

That looks real nice. Should be very manageable. I know that the youngsters have better eyes than us old guys.......but it looks as if the mirror situation might be a little on the sparse side. Have fun; Jeff

Yes it is this manual. I wanted an analog copy as I find it easier on the old eyes. Jeff

I think Brian is probably correct. I have a factory 3/4 ton wide bed and my fenders are much wider than the ones in the photo. Somebody has put that bed together from the mix and match bin. Jeff

Dan; It is just for the L6 engines. Sorry. Jeff

I just got a copy of this manual from VPW. There is some pretty interesting info here. It is the first book I have found that has specifics on the various Carbs. It actually lists the jets by Carter number for a DTG1 fluid drive carb. So here is a question for those of you who have been through this manual........do you reckon that this jet data is accurate and / or the same for the engines found in our trucks? or is this jetting just for stationary engines? I found it particularly interesting that the many of the stationary engines came equipped with fluid drives.....etc. For a small book it covers quite a lot of stuff. Jeff

Sounds about right. Jeff

Thanks guys. Ok I guess I have the correct item. Just need to stamp the numbers and then dish it in to conform. I need to get this done as the VIN has to appear in two places in order to get title and registration here. Thanks, Jeff