Carburetor

The carburetor, carburettor, or carburetter (see spelling

differences), also called carb (in North America) or carbie (chiefly
in Australia) for short, is a device that mixes air and fuel for an
internal-combustion engine. It was invented by Hungarian
scientists Donát Bánki and János Csonka in 1893. Carburetors are
still found in small engines and in older or specialized automobiles
such as those designed for stock car racing. However, fuel
injection, first introduced in the late 1950s and first successfully
commercialized in the early 1970s, is now the preferred method of
automotive fuel delivery. The majority of motorcycles still are
carburated due to lower weight and cost, but as of 2005 many new
models are now being introduced with fuel injection.

Most carbureted (as opposed to fuel-injected) engines have a

single carburetor, though some engines use multiple carburetors.
Older engines used updraft carburetors, where the air enters from
below the carburetor and exits through the top. This had the
advantage of never "flooding" the engine, as any liquid fuel
droplets would fall out of the carburetor instead of into the intake
manifold; it also lent itself to use of an oil bath air cleaner, where a
pool of oil below a mesh element below the carburetor is sucked
up into the mesh and the air is drawn through the oil covered
mesh; this was an effective system in a time when paper air filters
did not exist. Beginning in the late 1930s, downdraft carburetors
were the most popular type for automotive use in the United
States. In Europe, the sidedraft carburettors replaced downdraft as
underbonnet/underhood space decreased and the use of the SU-
type carburetor (and similar units from other manufacturers)
increased. Small propeller-driven flat aircraft engines still use the
updraft carburetor design.

The carburetor works on Bernoulli's principle: the fact that moving

air has lower pressure than still air, and that the faster the
movement of the air, the lower the pressure. The throttle or
accelerator does not control the flow of liquid fuel. Instead, it
controls the amount of air that flows through the carburetor. Faster
flows of air and more air entering the carburetor draws more fuel
into the carburetor due to the partial vacuum that is created.

Operation

Carburetors are either:

• Fixed Venturi, in which the varying air velocity in the

venturi alters the fuel flow; this architecture is employed in
most downdraft carburetors found on American and some
Japanese cars
• Constant Depression (Variable [Venturi]), in which the
fuel jet opening is varied by the air flow to alter the fuel flow.
This is done by a vacuum operated piston connected to a
tapered needle which slides inside the fuel jet. The most
common variable venturi (constant depression) type
carburetor is the sidedraft SU carburetor and similar models
from Hitachi, Zenith-Stromberg and other makers. The UK
location of the SU and Zenith-Stromberg companies helped
these carburettors rise to a position of domination in the UK
car market, though such carburetors were also very widely
used on Volvos and other non-UK makes. Other similar
designs are used on some European and a few Japanese
automobiles.

The carburetor must under all engine operating conditions:

 • Measure the airflow of the engine
• Deliver the correct amount of fuel to keep the fuel/air
mixture in the proper range (adjusting for factors such as
temperature)
• Mix the two finely and evenly

This job would be simple if air and petrol (gasoline) were ideal
fluids; in practice, however, their deviations from ideal behavior
due to viscosity, fluid drag, inertia, etc. require a great deal of
complexity to compensate at exceptionally high or low engine
speeds. A carburetor must provide the proper fuel/air mixture
across a wide range of ambient temperatures, atmospheric
pressures, engine speeds and loads, and centrifugal forces:

• Cold start
• Hot start
• Idling or slow-running
• Acceleration
• High speed / high power at full throttle
• Cruising at part throttle (light load)

In addition, modern carburetors are required to do this while

maintaining low rates of exhaust emissions.

To function correctly under all these conditions, most carburetors

contain a complex set of mechanisms to support several different
operating modes, called circuits.

Basics
A carburetor basically consists of an open pipe, a "throat" or
"barrel" through which the air passes into the inlet manifold of the
engine. The pipe is in the form of a venturi — it narrows in section
and then widens again, causing the airflow to increase in speed in
the narrowest part. Below the venturi is a butterfly valve called the
throttle — a rotating disc that can be turned end-on to the airflow,
so as to hardly restrict the flow at all, or can be rotated so that it
(almost) completely blocks the flow of air. This valve controls the
flow of air through the carburetor throat and thus the quantity of
air/fuel mixture the system will deliver, thereby regulating engine
power and speed. The throttle is connected, usually through a
cable or a mechanical linkage of rods and joints or rarely by
pneumatic link, to the accelerator pedal on a car or the equivalent
control on other vehicles or equipment.

Fuel is introduced into the air stream through small holes at the
narrowest part of the venturi. Fuel flow in response to a particular
pressure drop in the venturi is adjusted by means of precisely-
calibrated orifices, referred to as jets, in the fuel path.

Main open-throttle circuit

As the throttle is progressively opened, the manifold vacuum
reduces since there is less restriction on the airflow, reducing the
flow through the idle and off-idle circuits. This is where the venturi
shape of the carburetor throat comes into play, due to Bernoulli's
principle (i.e. as the velocity increases, pressure falls). The venturi
(sometimes a second or "booster" venturi is placed inside the
venturi shaped into the carburetor throat to increase the effect)
raises the air velocity, and this high speed and thus low pressure
sucks fuel into the airstream through a nozzle located in the center
of the venturi.

As the throttle is closed, the airflow through the venturi drops until
the lowered pressure is insufficient to maintain this fuel flow, and
the idle circuit takes over again, as described above.

Power valve

For open throttle operation a richer mixture will produce more

power, prevent detonation, and keep the engine cooler. This is
usually addressed with a spring loaded "power valve", which is
held shut by engine vacuum. As the throttle opens up, engine
vacuum decreases and the spring opens the valve to let more fuel
into the main circuit.

Accelerator pump

Similarly, the greater inertia of liquid gasoline, compared to air,

means that if the throttle is suddenly opened, the airflow will
increase more rapidly than the fuel flow, causing a temporary
"lean" condition which causes the engine to "stumble" under
acceleration (the opposite of what is normally intended when the
throttle is opened). This is remedied by the use of a small
mechanical pump (often just a simple plunger which pushes down
through a small tube filled with gasoline which feeds into the
carburetor throat) which injects an additional amount of fuel as the
throttle is opened to cover this lean period; this is usually
adjustable for both volume and duration by some means,
sometimes just bending the linkage. Often the seals around the
moving piston parts of the pump wear out, so that pump output is
reduced; this loss of accelerator pump action causes the
characteristic stumbling or bogging under acceleration often seen
in old, well worn engines until the seals on the pump are replaced.
Specialized aftermarket kits are widely available for this purpose.
Other variations of pump also exist, such as diaphragm based
pumps.

Choke

When the engine is cold, fuel vaporizes less readily and tends to
condense on the walls of the intake manifold, starving the cylinders
of fuel and making the engine difficult to start; thus, a richer
mixture (more fuel to air) is required to start and run the engine
until it warms up.

To provide the extra fuel, a choke is typically used; this is a device

that restricts the flow of air at the entrance to the carburetor, before
the venturi. With this restriction in place, extra vacuum is
developed in the carburetor barrel, which pulls fuel through the
venturi to supplement the fuel being pulled from the idle and off-
idle circuits. This provides the rich mixture required to sustain
operation at low engine temperatures.

In addition, the choke is connected to a "fast idle cam" or other

such device which prevents the throttle from closing fully, which
could starve the venturis of vacuum and cause the engine to stall.
This also serves as a way to help the engine warm up quickly by
idling it at a higher than normal speed. In addition, it increases
airflow throughout the intake system which helps to better atomize
the cold fuel and smooth out the idle.

In older carbureted cars, the choke was controlled by a cable

connected to a pull-knob on the dashboard (GB — facia) operated
by the driver. In most carbureted cars produced from the mid
1960s onward (mid 1950s in the United States) it is usually
automatically controlled by a thermostat employing a bimetallic
spring, which is exposed engine heat. This heat may be
transferred to the choke thermostat via simple convection, via
engine coolant, or via air heated by the exhaust. More recent
designs use the engine heat only indirectly: A sensor detects
engine heat and varies electrical current to a small heating
element, which acts upon the bimetallic spring to control its
tension, thereby controlling the choke. A choke unloader is a
linkage arrangement that forces the choke open against its spring
when the vehicle's accelerator is moved to the end of its travel.
This provision allows a "flooded" engine to be cleared out so that it
will start.

Some carburetors do not have a choke but instead use a mixture

enrichment circuit, or an enrichener. Typically used on small
engines, notably motorcycles, enricheners work by opening a
secondary fuel circuit below the throttle valves. This circuit works
exactly like the idle circuit, and when engaged it simply supplies
extra fuel when the throttle is closed.

Classic British motorcycles, with side-draft slide throttle

carburetors, used another type of "cold start device", called a
"tickler". This is simply a spring-loaded rod that, when depressed,
manually pushes the float down and allows excess fuel to fill the
float bowl and flood the intake tract. If the "tickler" was held down
too long it also flooded the outside of the carburetor and the
crankcase below, and caused a few fires in the process.

The main idea behind these devices is that extra fuel (a rich
condition) is necessary to get a "cold" engine started and running
for a short period of time. Either the air is restricted (choke), or
more fuel is added (enrichener and tickler).

Other elements

 The interactions between each circuit

may also be affected by various mechanical or air pressure
connections and also by temperature sensitive and electrical
components. These are introduced for reasons such as
response, fuel efficiency or automobile emissions control.
Various air bleeds (often chosen from a precisely calibrated
range, similarly to the jets) allow air into various portions of
the fuel passages to enhance fuel delivery and vaporization.
Extra refinements may be included in the carburetor/manifold
combination, such as some form of heating to aid fuel
vaporization
 .

1- Natural Draft Carburetor

The Basic Systems of the Natural-Draft Carburetor

Idling System --1

When the throttle valve is closed, the idling system supplies just
enough fuel‐air mixture to keep the engine running (slow idle). The
closed throttle reduces airflow through the venturi to a level that
cannot overcome the resistance to flow of load fuel up through the
fuel nozzle, but also means that a fairly significant vacuum occurs
on the engine side of the throttle valve. This manifold vacuum is
sufficient to pull the fuel‐air mixture through a series of small
channels and openings that by‐pass the throttle valve. Air enters
through a small passage in the carburetor body at the venturi ridge
(not thru the venturi) and passes across an idle‐adjusting needle
seat. At this point, the air picks up fuel and the fuel‐air mixture is
delivered to the engine through a series of drilled passageways
leading to an opening (the primary idle orifice) on the engine side
of the closed throttle valve. A secondary idle orifice feeds air into
the fuel‐air stream, thinning down the fuel‐air mixture to satisfy the
slower idle requirements. The amount of fuel entering the air
.stream can be regulated by the idle‐adjusting needle
The manifold vacuum on the engine side of the closed throttle
valve provides the needed pressure differential across the throttle
valve to cause fuel‐air mix to flow in that direction. The amount of
fuel is determined by adjustment of the Idle needle valve. Observe
that air flow, an engine function, is determined by the condition of
the valves or piston rings, or the engineʹ sability to draw the air‐fuel
.mix
The result is an entirely separate carburetor circuit that by itself
.operates to feed the engine when the throttle valve is closed
As the throttle is opened up slightly from the fully closed position,
the side of the rotating throttle plate opening toward the venturi,
exposes the secondary idle orifice to manifold vacuum allowing
greater flow of a leaner fuel‐air idle mix. And at the same time, also
providing a transition to metered fuel flow through the regular open
throttle (load) circuit. As the throttle is progressively opened, the
manifold vacuum reduces since there is less restriction on airflow,
reducing the flow through the idle circuit. This is where the venturi
shape of the carburetor throat comes into play, due to the Bernoulli
effect (i.e. as the velocity of a gas increases through a fixed orifice,
its pressure falls). As the throttle valve closes when load is
relaxed, the airflow through the venturi drops until the reduced
pressure is insufficient to maintain load fuel flow and the idle circuit
.takes over again as described above
Figure 101 - Idling System Diagram
As the throttle is opened up slightly from the fully closed position,
the side of the rotating throttle plate opening toward the venturi,
exposes the secondary idle orifice to manifold vacuum allowing
greater flow of a leaner fuel‐air idle mix. And at the same time, also
providing a transition to metered fuel flow through the regular open
throttle (load) circuit. As the throttle is progressively opened, the
manifold vacuum reduces since there is less restriction on airflow,
reducing the flow through the idle circuit. This is where the venturi
shape of the carburetor throat comes into play, due to the Bernoulli
effect (i.e. as the velocity of a gas increases through a fixed orifice,
its pressure falls). As the throttle valve closes when load is
relaxed, the airflow through the venturi drops until the reduced
pressure is insufficient to maintain load fuel flow and the idle circuit
.takes over again as described above
Load System --2
This system meters fuel, and delivers the proper fuel‐air mixture to
the engine in all governed ranges of speed and load above idling.
The amount of fuel entering the nozzle is regulated by a load‐
adjusting needle. A carburetor basically consists of an open pipe,
the carburetorʹs ʺthroatʺ or ʺbarrelʺ, through which air passes into
the inlet manifold of the engine. The pipe is in the form of a venturi,
that is, it narrows in cross‐section and then widens again, causing
airflow to increase in speed through the narrowest part. This is
where the Bernoulli principle comes to life; i.e., that moving air has
lower pressure than still air, and that the faster the movement of
the air, the lower the pressure. Generally speaking, the throttle or
accelerator does not control the flow of liquid fuel. Instead, it
controls the amount of air that enters the carburetor. Faster flow of
air and more air entering the carburetor draws more fuel into the
.carburetor due to the partial vacuum that is created
The throttle valve is linked to the governor that is designed to
regulate engine speed by sensing small changes in engine speed
(flying weight system); opening the throttle valve as speed slows,
and closing the valve as speed rises, and reaches its regulated
.rate
Fuel is introduced into the air stream through the fuel nozzle
positioned at the narrowest part of the venturi. The rate of fuel flow
in response to a particular pressure drop in the venturi is a function
of two variables, one is the load‐adjusting needle valve (the
equivalent to a fixed fuel jet in an automotive carb), and the other
is fuel held in reserve in the accelerating well which surrounds the
.fuel nozzle
 Figure 102 - Load System Diagram
Accelerating System .3
Whenever the throttle is opened quickly to give extra power for a
sudden load, an extra amount of fuel is required for a momentarily
richer fuel‐air mixture. The inertia of liquid fuel being greater than
that of air means that when the throttle is suddenly opened in
reaction to a sudden load, airflow would increase ahead of fuel
flow. Were this to occur, this temporary ʺleanʺ condition would
cause the engine to ʺhesitateʺ or ʺbog downʺ under acceleration.
In automotive carburetors, this sudden demand for a rich fuel‐air
mix is satisfied using a small plunger‐type accelerator pump to
inject extra fuel, fuel above the metered amount to cover this lean
period. In this, and most carburetors used by Deere, an
.accelerating well provides the extra fuel

When the engine is idling, fuel rises inside the load nozzle and
passes through holes in the side (wall) of the nozzle into the
chamber, or well, surrounding the nozzle where it (the fuel)
accumulates. When the throttle valve is suddenly opened, the fuel
stored in the accelerating well gushes through the holes in the side
of the nozzle without being metered by the adjusting needle and
combines with the normal flow in the nozzle. The two quantities of
fuel enter the air stream, making a much richer air‐fuel mixture to
satisfy the sudden requirement for more power. As the fuel supply
,in the accelerating well diminishes
Figure 103 - Accelerating System Diagram

the holes uncovered by the fuel leaving become air bleeds,

satisfied by the ''Load Fuel Air (in)'' passage at the top of the
accelerating well. After the accelerating well is drained, it remains
empty until the fuel consumed by the engine is less than the fuel
flowing into the accelerating well (through the LOAD‐adjusting
needle), at which time it refills with this excess fuel. This occurs
.when the throttle returns to a 1/4 load or to fast-idle position

Economizer System - A System of Pressure Differentials .4

((Ref Figures 104 & 105
The economizer system retards the flow of fuel to the engine at
part‐throttle speeds, when full capacity of the fuel nozzle is not
required. Fuel is delivered out of the main nozzle opening by a
difference in air pressure at the top of the nozzle and the pressure
on the fuel in the bowl. To regulate this pressure in the part‐load
range, a passageway is drilled from the air cleaner side of the
carburetor body, through a trap construction toward the center of
the body and continuing to the manifold side of the carburetor. This
passage way has an opening into the bowl near the trap section
.((bowl vent
Located in this drilled passageway (toward the engine manifold
end), there is a calibrated economizer plug mounted into an also‐
calibrated annulus or channel. These work together to regulate the
exact pressure desired on the fuel in the bowl, so as to provide
maximum economy throughout the entire operating range. When
the throttle butterfly passes the opening in the passageway, the
pressure is reduced. This reduction in pressure is carried back
through the pressure‐regulating opening, enabling the

Figure 104 - Economizer System Diagram

Figure 105 - Economizer Path, Air (left) to Manifold end

((right
carburetor to automatically adjust the pressure on the fuel in the
bowl in accordance with engine requirements. This means that for
light loads a smaller quantity of fuel will be delivered to the engine.

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PROBLEM