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The DJ carburetor
Topic Started: Jul 26 2014, 03:46 PM (1,908 Views)
chucks_toys
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Is the 648 base on a carter 820s the same as the 648 base on a carter 2392s carb?
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PapaC
Papac
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Me too!!!

Are all 1-648's the same???
Are all 1-630's the same???

I took a quick look and according to someone else's research a Carter YF 820 S'A' was listed as being for a 1951-1953 Kaiser Henry J, 4 cylinder 134 engine.



http://m.ebay.com/itm/390959417705?nav=SEARCH



I did notice the accelerator linkage arm on the 1-648 base on that one is different but that could be easily corrected I would think.

Without the big CARTER MASTER PARTS CATOLOG mentioned or getting exact measurements it might be hard to find out.
Charles Tate....North Mississippi

1956 WILLYS DJ3A Convertible
Doing ground up nuts and bolt restoration by almost entirely reconditioning original used or a few NOS DJ3A parts.

1962 WILLYS DJ3A Convertible. (For research and parts only)
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PapaC
Papac
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Another question that was kinda bugging me was the addition of letters to the end of the number as in 2392S and then 2392 SA. I found this which kind of helps explains the lettering system



Quote:
 
”. Carter used the suffix letter S to denote assembly. Since all carburetors are composed of multiple parts, the letter S was appended to all carburetors using the traditional numbering system i.e. 938s. If a significant engineering change was made to the carburetor, the letter “A” would be appended to the S (i.e. 938sa). A second change would have the letter A replaced by the letter B (i.,e. 938sb). The highest engineering change of which I am aware is 4 i.e.938sd.
Charles Tate....North Mississippi

1956 WILLYS DJ3A Convertible
Doing ground up nuts and bolt restoration by almost entirely reconditioning original used or a few NOS DJ3A parts.

1962 WILLYS DJ3A Convertible. (For research and parts only)
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oldtime
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Quote:
 
Are all 1-648's the same???
Yes I certainly would expect differences in linkage from one model jeep to another.

I suspect the air bleed calibrations may be identical but will need to verify the Willys /Carter part numbers.
The Carter casting numbers will not verify specific application unless no other Carter models used a particular casting.

Unlikely but I'll see if I can find all of the Willys Carter # 648 casting applications.

Also see: http://thecarburetorshop.com/
Currently building my final F-134 powered 3B .
Rock Crawler using factory parts from the Willys Motors era (1953-1963)

http://s4.zetaboards.com/CJ3B_Bulletin_Board/topic/30228766/1/#new
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oldtime
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All I could find is that Jeep refers to the 820 SA body flange as Jeep # 118065.

Also found out that Carter refers to the 2392 S body flange as part # 1-676 S.

From that I conclude that these two may or may not be the same concerning their metering calibration.
We already concluded that the throttle shaft linkage would likely be different.
Currently building my final F-134 powered 3B .
Rock Crawler using factory parts from the Willys Motors era (1953-1963)

http://s4.zetaboards.com/CJ3B_Bulletin_Board/topic/30228766/1/#new
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PapaC
Papac
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oldtime,Oct 29 2014
06:05 PM


From that I conclude that these two may or may not be the same concerning their metering calibration.
We already concluded that the throttle shaft linkage would likely  be different.

Im guessing, thinking, that there's clues on the base flange itself.

Obviously these were first cast, then machined and drilled according to their specifications and use.

Two of the base's that I have in addition to the 1-630 that is cast also has numbers machine stamped on the bottom.

1-630 from the 832sb carb is stamped with a C and 630 and there's also a S and a '6 or a 9'

The stamping on the 1-648, 2392sa carb that I had rebuilt is stamped with a 648, a 3, and a V

The stamping on the 2392 S I'm rebuilding is not legible

The stamping on the 1-648, on the ebay 820 SB carb on eBay is a barely legible 648, a 3 stamped over a C....and a Z

Making this quote from the very first post on this thread extremely valid in my opinion





Quote:
 
WARNING: Swapping parts from one model of the YF series to another can be a huge mistake. Orfice restrictions generally are calbrated independantly for each and every model of YF


Betcha there's clues in these stampings as to the way the individual bases were drilled, and machined for each yf carburetor application.

Edit. Reluctantly I did contact the seller of the 2392sa carburetor that was on eBay with the wrong 1-630 base with the information we have collected here.....and a link to this thread.
Immediately afterwards he pulled the auction for that particular carb.
Charles Tate....North Mississippi

1956 WILLYS DJ3A Convertible
Doing ground up nuts and bolt restoration by almost entirely reconditioning original used or a few NOS DJ3A parts.

1962 WILLYS DJ3A Convertible. (For research and parts only)
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PapaC
Papac
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1956 2392S from Form 5160 and

Also from Form 5107D for 2392S for 1956 through 1961

'Choke Plate part number 7-107'..........

The one on the top in the below picture is pretty sad so I will use the 7-107 that came out of the station wagon carb which is in better shape

Posted Image

My 2392 SA carb's Choke Plate is numbered (I don't have the forms to verify) is numbered 7-313

Notice it's also got a hole in it that the 7-107's don't have

Posted Image

maybe so it can get a certain amount of air if the choke is pulled completely closed??

Fun Fact.....among the other differences that can be noticed between the Dispatchers 2392 carb's and the old Carter YF 832sb carb is this extra hole in the housing on the 832. (Tooth pick stuck in hole)



Posted Image


That's directly over the gas chamber and the float. Thus if the float level was set wrong or if it were to stick and flood......gas would have to pour out this hole, maybe on a hot motor. Imagining that was eventually a safety issue and eliminated for that reason??
Charles Tate....North Mississippi

1956 WILLYS DJ3A Convertible
Doing ground up nuts and bolt restoration by almost entirely reconditioning original used or a few NOS DJ3A parts.

1962 WILLYS DJ3A Convertible. (For research and parts only)
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oldtime
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Quote:
 
Obviously these were first cast, then machined and drilled according to their specifications and use.
Correct !

Quote:
 
Betcha there's clues in these stampings as to the way the individual bases were drilled, and machined for each yf carburetor application.
Possibly Jon Hardgrove may provide some insight here.
I'll ask him about those stampings if I get the chance.
Currently building my final F-134 powered 3B .
Rock Crawler using factory parts from the Willys Motors era (1953-1963)

http://s4.zetaboards.com/CJ3B_Bulletin_Board/topic/30228766/1/#new
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oldtime
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Quote:
 
Obviously these were first cast, then machined and drilled according to their specifications and use.
Correct !

Quote:
 
Betcha there's clues in these stampings as to the way the individual bases were drilled, and machined for each yf carburetor application.
Possibly Jon Hardgrove may provide some insight here.
I'll ask him about those stampings if I get the chance.

Quote:
 
Fun Fact.....among the other differences that can be noticed between the Dispatchers 2392 carb's and the old Carter YF 832sb carb is this extra hole in the housing on the 832. (Tooth pick stuck in hole)
Yes that's an early example of what is referred to as a ventilated carbureter.
A "Ventilated Carburetor" insures that the fuel well remains at atmospheric pressure.
Currently building my final F-134 powered 3B .
Rock Crawler using factory parts from the Willys Motors era (1953-1963)

http://s4.zetaboards.com/CJ3B_Bulletin_Board/topic/30228766/1/#new
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PapaC
Papac
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I like knowing how and why things work. :)

I've rebuilt a few carb's before in the way way past. Without having the proper knowledge sometimes 'usually' they'd work but not always. Once or twice, especially one incident, with distrasous results.

Without getting too stretched out the guts of the 2392 I'm building was at least correct stuff.

The rebuild on the old station wagon carb. Well they left out the pump discharge retaining ring, the pump discharge ball itself, and the ball check weight.

Topped that off with a piece of bent wire pinched together crudely for the pump diaphragm spring retainer. Oh, and a unmarked no numbers metering rod.

Strangely enough though it would still crank and run the jeep when I got it.
Charles Tate....North Mississippi

1956 WILLYS DJ3A Convertible
Doing ground up nuts and bolt restoration by almost entirely reconditioning original used or a few NOS DJ3A parts.

1962 WILLYS DJ3A Convertible. (For research and parts only)
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PapaC
Papac
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YE OLD CARBURETOR REPAIR SHOP

Parts donar carb on the right


Posted Image

Posted Image


Posted Image

Things I did not shown in the videos

Very, very, very lightly rubbed a bit of oil on the gasket and screw threads and mating surfaces

And re-used the original spring loaded needle and seat after cleaning and lightly lapping with toothpaste and cleaning again (figured that 'might' be better than taking a chance on the one in the kit with the rubber tip)?

Still haven't adjusted the float (easy)

Or checked the adjustment on the metering rod (difficultty as yet undetermined)
Charles Tate....North Mississippi

1956 WILLYS DJ3A Convertible
Doing ground up nuts and bolt restoration by almost entirely reconditioning original used or a few NOS DJ3A parts.

1962 WILLYS DJ3A Convertible. (For research and parts only)
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PapaC
Papac
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METERING ROD ADJUSTMENT

Carter YF 2392S

(With throttle valve held closed press down on upper end of diaphragm shaft (A) until it reaches bottom. The metering rod (F) should contact bottom of metering Rod well at the same time that metering rod arm (B) contacts pump lifter link © between springs and the supporting lug (E). If metering Rod does not seat (check by pressing down on rod ) or seats before metering rod arm makes contact with pump lifter link, adjust by bending down lip (G) on metering Rod up or down.

On early models that do not have a supporting lug (E) on pump lifter link the metering rod arm should contact and be parallel with pump lifter link when metering rod is seated. )


Posted Image


Note. Reading and understanding the instructions was for me a lot harder than actually setting down and doing it....which in reality turned out to be a fairly simple procedure.
Charles Tate....North Mississippi

1956 WILLYS DJ3A Convertible
Doing ground up nuts and bolt restoration by almost entirely reconditioning original used or a few NOS DJ3A parts.

1962 WILLYS DJ3A Convertible. (For research and parts only)
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PapaC
Papac
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Here's how it came out.

The one on the left is the one I rebuilt, again a CARTER YF 2392S

The one on the right is the Carter 2392 SA that was professionally rebuilt

Posted Image

Posted Image

My detail work is fairly decent and will do. Especially after its hid under the air breather and lines and filter are hooked up. The one thing I couldn't duplicate, is the anodizing and chrome on the shafts and screws.

My dispatcher will never be concorous correct and jeep police approved but I'm not building it to sute them anyways. I'm building it to drive.

It will be 90 % original or reconditioned parts though and that's what I'm after.

If MY rebuilt carb runs good it's the one I'll use and save the other for the extra motor. It's early just like my DJ is so I'm hoping they get along just fine together!!!




Charles Tate....North Mississippi

1956 WILLYS DJ3A Convertible
Doing ground up nuts and bolt restoration by almost entirely reconditioning original used or a few NOS DJ3A parts.

1962 WILLYS DJ3A Convertible. (For research and parts only)
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