BASIC CARBURETTOR CIRCUITS IN

MODERN CARBURETTOR
FLOAT CIRCUIT. PRIMARY VENTURI SLOW CIRCUIT. PRIMARY VENTURI MAIN CIRCUIT. SECONDARY VENTURI SLOW CIRCUIT. SECONDARY VENTURY MAIN CIRCUIT POWER CIRCUIT. ACCELERATOR PUMP CIRCUIT.

FLOAT CIRCUIT THE FLOAT IS DESIGNED TO MAINTAIN FUEL IN THE CARBURETTOR. AT A CONSTANT LEVEL ALL THE TIMES. THE FUEL PUMPED OUT FROM THE FUEL PUMP PASSES THROUGH THE FLOAT NEEDLE VALVE INTO FLAT CHAMBER. THE MOVEMENT OF THE FLOAT IS CAUSED BY ITS

BUOYANCY. THE NEEDLE VALVE OPENS AND CLOSES THE FUEL AT CONSTANT LEVEL.

PRIMARY SLOW CIRCUIT AN IDLE PORT IS LOCATED BELOW THE PRIMARY THROTTLE VALVE . THE ENGINE SUCTION REACHES ANTI DIESELING SOLENOID FROM IDLE PORT THROUGH IDLE PASSAGE. THE SOLENOID KEEPS THE PASSAGE OPEN WHEN IGNITION IS ON.

THE SUCTION BIFURCATES FROM THE NECK OF THE SOLENOID TO ECONOMIZER AND AIR BLEED HOLE NO 2 THROUGH ECONOMIZER.

THE SUCTION ACT ON THE PILOT JET. FROM THE PILOT JET

SUCTION BIFURCATES TO THE HEAD OF

PILOT JET CALLED AIR BLEED HOLE NO
1 AND TO THE BOTTOM OF JET.

FLOAT LEVEL IS MAINTAINED IN PILOT

FUEL WELL THROUGH MAIN JET.

 THE FUEL IS METERED BY THE PILOT JET AND AIR IS METERED BY THE AIR BLEED HOLE NO 1. THE MIXTURE PASSES THROUGH THE

ECONOMIZER.

AIR BLEED HOLE NO 2 ADD

ADDITIONAL AIR TO THE MIXTURE.

THE MIXTURE PASSES THROUGH THE IDLE

PASSAGE AND GETS DISCHARGED IN INLET

MANIFOLD BY THE IDLE PORT.

THE

MIXTURE

VOLUME

CONTROL

SCREW IS FITTED WITH IDLE PORT.

THE MIXTURE VOLUME IS CONTROLLED

BY THE OPENING AND CLOSING OF THE

SCREW.

DURING SCREWING
MIXTURE REDUCES.

IN QUANTITY OF

 THE THROTTLE ADJUSTING SCREW ADJUSTED

THE

HEIGHT OF THE THROTTLE DURING SCREWING IN THE

HEIGHT INCREASES WHICH ADDS AIR TO MIXTURE AND

MESS IT LEAN. A CHOCK DISC IS FITTED ON THE TOP OF THE PRIMARY BARREL AND ITS IS OPENED AND CLOSED BY A CHOCK CABLE. AS THE DISC IS PULLED DURING THE

COLD STARTING OF THE ENGINE.

THE DISC CUTS OF THE SUPPLY TO AIR BLEED HOLE NO 1 AND 2 BY CARBURETTOR HORN.

DEFECTS STARTING TROUBLE

PROBABLE CAUSES DEFECTIVE ANTI DIESELING SOLENOID INCORRECT ADJUSTMENT OF VOLUME CONTROL SCREW. IDLE PASSAGE CLOGGED ECONOMIZER CHOCKED PILOT JET CHOCKED

HIGH SPEED

IDLE IMPROPER ADJUSTMENT OF VOLUME CONTROL SCREW & THROTTLE SCREW. O RING OF ANTI DIESELING UN SERVICEABLE AND HOLES CHOCKED.
S

NOTE. AFTER STARTING THE ENGINE. THE IDLE RPM IS MORE THAN SPECIFICATION BY 500 TO 600. THIS HELP IN BRINGING ENGINE TO OPERATING TEMPERATURE IN LESS TIME. THE IDLE RPM AUTOMATICALLY COMES TO

SPECIFICATION AFTER SOME TIME.

DO NOT ADJUST THE IDLE RPM. MINUTE IMMEDIATELY AFTER STARTING THE ENGINE WAIT FOR FEW

PRIMARY VENTURI MAIN CIRCUIT.

THIS ASSY IS FITTED ON PRIMARY FUEL WELL WITH TWO SCREW.

SMALL VENTURI AIR BLEED TUBE AND

DISCHARGE NOZZLE MAKE SINGLE ASSY.

PRIMARY MAIN FUEL WELL IS CONNECTED

FROM FLOAT CHAMBER THROUGH PRIMARY MAIN JET.

 ONE AIR BLEED HOLE IS PROVIDED AT THE TOP OF AIR BLEED TUBE FOR EMULSIFICATION OF FUEL. AS THE DRIVER PRESSES THE ACCELERATOR THE PRIMARY THROTTLE BEGINS TO OPEN. THE ENGINE SUCTION ACTS ON AIR HORN OF CARBURETTOR THROUGH MAIN VENTURI.

THE VELOCITY OF THE AIR IN THE VENTURI IS INCREASES AND THE PRESSURE LOWER DOWN THIS INCREASE THE PRESSURE DIFFERENTIAL BETWEEN MAIN VENTURI AND FLOAT CHAMBER. THE FUEL RISES IN THE FUEL WELL THROUGH PRIMARY MAIN JET AND GETS DISCHARGE IN THE VENTURI THROUGH THE NOZZLE.
AIR IS ADDED THROUGH THE AIR BLEED HOLE TO EMULSIFY THE FUEL.

THERE TWO PORTS BELOW THE THROTTLE. OPPOSITE TO PROGRESSIVE SLIT HOLES IN THE PRIMARY BARREL. BOTH PORTS ARE INTEGRAL INSIDE AND OPEN IN THE CAVITY OF DISTANCE PIECE. THE CAVITY IS CONNECTED TO AN INTERNAL PASSAGE IN INLET MANIFOLD . THE PASSAGE GETS DIVIDED INTO FOUR CHANNELS AND FINALLY OPENS IN THE CYLINDER HEAD THROUGH NOZZLES.

AS THE PRIMARY THROTTLE OPENS UP MAJOR PART OF MIXTURE INTERS TO INLET MANIFOLD WHILE A SMALL PART OF MIXTURE FORCE FULLY ENTERS THE ABOVE MENTIONED PORTS AND EJECTED THROUGH THE NOZZLE INSIDE THE CYL. THIS CREATES SWIRLING WHICH HELPS IN BETTER COMBUSTION.

DEFECTS POOR PICKUP DURING HIGH SPEED MISS FIRING DURING HIGH SPEED

PROBABLE CAUSES PRIMARY MAIN JET PARTIALLY CLOSE. DISTANCE PIECE INCORRECTLY FITTED. AIR BLEED HOLE CHOCKED

SECONDARY VENTURI SLOW CIRCUIT.

SECONDARY SLOW SYSTEM BEGINS TO WORK AFTER 510 OPENING OF PRIMARY THROTTLE. SECONDARY THROTTLE ACTUATOR OPENING VACUUM 40 mm Hg SECONDARY SLOW PORT IS LOCATED IN SECONDARY BARREL, IN NORMAL CONDITIONS IT IS FULLY COVERED BY THE THROTTLE. A COMBINED UNIT OF SMALL VENTURI AND DISCHARGE NOZZLE IS FITTED ON SECONDARY MAIN WELL WITH THE HELP OF TWO SCREW.

 THE FUEL WELL IS CONNECTED TO FLOAT CHAMBER THROUGH THE SECONDARY MAIN JET.

THIS JETS METERS THE FUEL DURING SECONDARY HIGH

SPEED. ONE AIR BLEED HOLE IS GIVEN OF THE TOP OF THE COMBINED UNIT FOR EMULSIFICATION. AN ADDITIONAL AIR BLEED HOLE IS GIVEN ON THE SIDE

FOR SENDING AIR TO SECONDARY SLOW SYSTEM.

SECONDARY SLOW PORT IS CONNECTED TO THE BASE OF THE COMBINED UNIT THROUGH INTERNAL DRILL PASSAGE.

THIS SYSTEM OPERATE DURING THE TRANSITION

PERIOD FROM PRIMARY HIGH SPEED TO SECONDARY HIGH SPEED. WHEN THE PRIMARY THROTTLE VALVE OPENS BY 510 AND THE VACUUM IN THE THROTTLE BECOMES

TO 40 MM HG.
THE SPINDLE OF SECONDARY ACTUATOR PULLS THE SECONDARY THROTTLE BEGINS TO OPEN. THE SECONDARY SLOW PORT IS UNCOVERED BY THE THROTTLE.

 MANIFOLD SUCTION ACTS ON THIS PORT AND REACHES THE BOTTOM OF SECONDARY COMBINED UNIT THROUGH INTERNAL DRILL PASSAGE. SUCTION BIFURCATES TO SECONDARY SLOW AIR BLEED AND SECONDARY SLOW FUEL JET TUBE. FUEL IS DRAWN THROUGH FUEL JET AND AIR BLEED HOLE AND THE MIXTURE IS DISCHARGED THROUGH THE SECONDARY SLOW PORT.

DEFECTS ENGINE BEINGS TO SHAKE BEYOND 2000 ON 2100 RPM

PROBABLE CAUSES 1.SECONDARY SLOW INTERNAL DRILL PASSAGE CLOGGED. 2.SEC SLOW FUEL JET CLOGGED. 3.LEAKAGE IN SEC ACTUATOR HOSE.

SECONDARY HIGH SPEED CIRCUIT

WHEN THE PRIMARY OPENING IS MUCH WIDER THAN 51 DEGREE POSITION. THE DIAPHRAGM OF SECONDARY THROTTLE VALVE OPEN IN ACCORDANCE WITH THE PRIMARY THROTTLE VALVE. IN THIS CONDITION THE SECONDARY MAIN JET METERS FUEL AND AIR BY THE AIR BLEED HOLE LOCATED AT THE TOP OF COMBINED UNIT. THE MIXTURE IS SPRAYED IN THE SECONDARY SMALL VENTURI.

DEFECTS ENGINE RPM DOES NOT EXCEED BEYOND 3000 RPM ENGINE BEINGS TO SHAKE BEYOND 3000 RPM

PROBABLE CAUSES ACTUATOR HOSE LEAKING ACTUATOR HOSE BENT. FAULTY SEC THROTTLE ACTUATOR

SECONDARY MAIN JET CLOGGED AIR BLEED HOLE OF SEC COMBINED UNIT CLOGGED.

ACCELERATOR PUMP CIRCUIT.

PUMP STROKE : 3.8 TO 4.2 MM ACCELERATOR PUMP IS DIRECTLY CONNECTED TO FLOAT CHAMBER THROUGH A CHECK BALL. A CHAMBER IS CUT IN THE MIDDLE BODY OF THE CARBURETTOR. FOR THE ACCELERATOR PUMP PLUNGER JUST BEFORE

THE PUMP JET. THERE IN AN OUTLET CHECK BALL.

WHEN THE ACCELERATOR PEDAL IS PRESSED TO TRANSIT FROM IDLING TO SLOW SPEED.

 WHEN THE ACCELERATOR PEDAL IS PRESSED TO TRANSIT FROM IDLING TO SLOW SPEED. THE THROTTLE VALVE OPENS DISCHARGE ENOUGH FUEL ACCELERATION AT THIS STAGE. THE ACCELERATOR PUMP OPERATES TO ADD EXTRA FUEL. THE ACCELERATOR PUMP IS LINKED WITH THE THROTTLE SHAFT. BUT CAN NOT FOR QUICK

AS THE DRIVER PRESSES THE ACCELERATOR PEDAL THE PUMP ARE PUSHES THE PUMP PLUNGER TO CLOSE INLET CHECK BALL. THE FUEL IN THE PUMP CHAMBER GETS PRESSURISED AND LIFT UP THE OUTLET CHECK BALL AND SPRAY THE FUEL IN THE PRIMARY VENTURI. AS THE PRESSURE FROM THE PEDAL TO RELEASED THE PUMP PLUNGER LIFT UP THE INLET CHECK BALL.

POWER CIRCUIT
FUNCTION WITH THE VACUUM IN THE INTAKE MANIFOLD DROP DOWN TO 17 CM HG ONE POWER JET IS FITTED IN THE FLOAT CHAMBER AND ITS IS INTERNALLY CONNECTION TO PRIMARY MAIN FUEL WELL. A SPRING LOADED VALVE IS FITTED ON THE POWER JET. THERE IS A POWER PISTON ON THE TOP COVER OF THE CARBURETTOR WHEN THE SPRING LOADED VALVE IS PRESSED BY THE POWER PISTON.

POWER CIRCUIT
FUNCTION WITH THE VACUUM IN THE INTAKE MANIFOLD DROP DOWN TO 17 CM HG ONE POWER JET IS FITTED IN THE FLOAT CHAMBER AND ITS IS INTERNALLY CONNECTION TO PRIMARY MAIN FUEL WELL. A SPRING LOADED VALVE IS FITTED ON THE POWER JET. THERE IS A POWER PISTON ON THE TOP COVER OF THE CARBURETTOR . WHEN THE SPRING LOADED VALVE IS PRESSED BY THE POWER PISTON.

 THE FUEL FLOW FROM POWER JET TO THE PRIMARY

MAIN FUEL WELL OTHER WISE THE JET REMAINS

CLOSED. THERE IS AN INTERNAL DRILL PASSAGE FROM THE TOP OF THE POWER PISTON TO THE BOTTOM OF THE CARBURETTOR.

BODY THROUGH A HOLLOW SCREW.

A SLOT IS GIVEN THE BOTTOM BODY OF THE CARBURETTOR THOROUGH THIS SLOT THE ENGINE SUCTION REACHES THE TOP OF THE POWER PISTON.

WHEN THE ENGINE IS IN OFF POSITION. THERE

IS NO VACUUM IN THE INTAKE MANIFOLD AND THE POWER PISTON PASSES THE VALVE OF THE POWER JET AND IT REMAINS IN OPEN POSITION THE ENGINE STARTS THE VACUUM DEVELOPED IN TAKE MANIFOLD. PULLS THE POWER PISTON AGAINST THE SPRING TENSION OF PISTON.

THE VALVE ON THE TOP OF THE JET MOVES UP AND CLOSES THE PATH OF THE FUEL FROM POWER JET TO MAIN FUEL WELL AS THE ENGINE CRUISES OR MOVES ON A GRADIENT. THE DRIVER PRESSES THE ACCELERATOR

FULLY. AS A RESULT THE VACUUM DROPS IN THE MANIFOLD. THE AIR IS FOLLOWING IN EASILY

WITH THROTTLE WIDE OPEN.

 WHEN THE ENGINE IS IN OFF POSITION. THERE IS NO VACUUM IN THE INTAKE MANIFOLD AND THE POWER PISTON PASSES THE VALVE OF THE POWER JET AND IT REMAINS IN OPEN POSITION. THE ENGINE STARTS THE VACUUM DEVELOPED IN TAKE MANIFOLD. PULLS THE POWER PISTON AGAINST THE SPRING TENSION OF PISTON. THE VALVE ON THE TOP OF THE JET MOVES UP AND CLOSES THE PATH OF THE FUEL FROM POWER JET TO MAIN FUEL WELL AS THE ENGINE CRUISES OR MOVES ON A GRADIENT. THE DRIVER PRESSES THE ACCELERATOR FULLY. AS A RESULT THE VACUUM DROPS IN THE MANIFOLD. THE AIR IS FOLLOWING IN EASILY WITH THROTTLE WIDE OPEN.

 WHEN THE VACUUM DROPS TO 17 CM HG. THE SUCTION ACTING ON TOP OF POWER THE PISTON MOVES DOWN PRESSING PISTON COULD NOT LIFE THE PISTON ANY LONGER THE VALVE OF POWER JET AND EXTRA FUEL IS SUPPLIED TO PRIMARY MAIN WELL THROUGH

THE POWER JET.

THE RICH MIXTURE IS SUPPLIED TO THE ENGINE TO MEET THE OVER LOAD CONDITION.

SER DEFECTS

PROBABLE CAUSES

HIGH FUEL

POWER JET SEAL W/O.

CLOGGED VACUUM PASSAGE. HOLLOW SCREW REPLACED BY SOLID SCREW.

CONSUMPTION POWER PISTON STICKY.