My 60 Belair is stock right now and has the original POS Rochester. I rebuilt it and it is "OK" but I know thier are better choices out there. I did some searches and it seems that some people go with the Holly/Weber from Langdons other seem to like a Carter YF. I did read Fathacks post about running a Holly one barrel but that particular model is tough to find. Does anyone know which model YF would be correct for a upgrade? There are alot of different ones. One of my big issues is gonna be underhood clearence. Not a alot of room on the 59/60 cars Thanks as always, Todd
Carter YF 2100 is correct for later 235.Should be a bolt on.The ones I used were manual choke models. I have personally used a 1904 Holley from a 60's 225 Slant 6 Mopar several times.The Holley requires some modification to the linkage for Chevy use. Both the Carter and the Holley were an improvement over a Rochester B in my opinion.The Holley is shorter than the B,the Carter a bit taller. Langdon,for single carb use, will try and sell you a Carter Weber or Holley Weber... I have heard several guys say these carbs reduce part throttle performance but increase top end....Tom admitted it himself...
What exactly is wrong with the Rochester? I know that they aren't a good choice for use on multiple carb setups, but you should be able to make it work right in a stock application.
This is vague info, but I had a 54 Chevy in 2000 that had fenton headers, dual exhaust, pertronix ignition, and a machined adapter with a small 2bbl off what I was told was a ford. I honestly cant remember what carb it was, but.. Ive had lots of inline cars, and that thing ran the best of all, hands down. Even when I traded the car for a Model A, the guy who got the car was shocked at how well it ran. And he has owned 100s of pre-60 cars. He and his son are HAMBers. And the car is now owned by a guy in Pittsburgh PA, and as far as I know is still running that set-up. Wish I could remember the details better. Sorry
You must be talking about the 34/36 mm progressive 2 barrel. I use the 38/38mm Outlaw Webber 2 barrels (non progressive-both barrels open simultaneously) It really improved the 250 in my 63 Belair all around. I can barely tickle the throttle and it will pick up speed going up hill. I also have cast iron headers. They're expensive and a different animal to tune, as they have an idle air jet, idle fuel jet, main air jet and main fuel jet.
Carter YF carburetors produced for use on Chevrolet 756s 216 engine aftermarket 1937~1952 787s 216 engine aftermarket 1937~1952 788s 235 engine aftermarket 1950~1952 789s 235 engine aftermarket 1950~1952 890s 235 engine aftermarket manual choke (number assigned, no production) 891s 235 engine aftermarket auto choke (number assigned, no production) 964s 216 engine aftermarket manual choke 1937~1952 965s 216 engine aftermarket auto choke 1937~1952 966s 235 engine aftermarket auto choke 1950~1952 967s 235 engine aftermarket manual choke 1950~1952 2008s 216 engine aftermarket 1937~1952 2046s 206 engine aftermarket 1932~1936 2100s 235 engine aftermarket manual choke 1953~1956 2101s 235 engine aftermarket auto choke 1953~1956 2104s 261 engine aftermarket (number assigned, no production) 3055s aftermarket (number assigned, no production) 3211s 235 engine aftermarket 1957~1962 3379s 153 engine original equipment manual trans 1962~1966 3402s 153 engine original equipment auto trans 1962~1966 3711s 194 engine aftermarket 1962 3760s 230 engine (number assigned, no production) 3770s 230 engine (taxi) original equipment auto transmission 1964~1965 3771s 230 engine (taxi) original equipment manual trans 1964~1965 3772s 194 engine auto transmission (number assigned, no production) 1964 3773s 194 engine manual trans (number assigned, no production) 1964 3821s 194 engine (van) original equipment 1964 3946s 194 engine aftermarket 1964~1965 3946s 230 engine aftermarket 1964~1965 3975s 230 engine (van) original equipment manual trans 1965 3976s 230 engine (van) original equipment auto trans 1965 4043s 194 engine (van) original equipment manual trans 1966 4043s 230 engine (van) original equipment manual trans 1966 4044s 194 engine (van) original equipment auto trans 1966 4044s 230 engine (van) original equipment auto trans 1966 4048s 230 engine (van) aftermarket experimental 1963~1966 4072s 194 engine original equipment auto trans CALIF smog 1966 4072s 230 engine original equipment auto trans CALIF smog 1966 4073s 194 engine original equipment manual trans CALIF smog 1966 4073s 230 engine original equipment manual trans CALIF smog 1966 4080s 194 engine original equipment (pass) auto trans CALIF smog 1966 4080s 230 engine original equipment (pass) auto trans CALIF smog 1966 4080s 250 engine original equipment (pass) auto trans CALIF smog 1966 4085s 230 engine original equipment (truck) manual trans CALIF smog 1966 4085s 250 engine original equipment (truck) manual trans CALIF smog 1966 4086s 230 engine original equipment (truck) auto trans CALIF smog 1966 4086s 250 engine original equipment (truck) auto trans CALIF smog 1966 4145s 194 engine original equipment (truck) manual trans 1965~1966 4145s 230 engine original equipment (truck) manual trans 1965~1966 4202s 250 engine (taxi) original equipment auto trans 1966 4203s 250 engine (taxi) original equipment manual trans 1966 4278s (export to India) 4339s 194 engine aftermarket 1963~1967 4339s 230 engine aftermarket 1963~1967 4339s 250 engine aftermarket 1963~1967 4367s 230 engine original equipment manual trans CALIF smog 1967 4367s 250 engine original equipment manual trans CALIF smog 1967 4368s 194 engine original equipment auto trans CALIF smog 1967 4368s 230 engine original equipment auto trans CALIF smog 1967 4368s 250 engine original equipment auto trans CALIF smog 1967 4369s 230 engine original equipment (truck) manual trans CALIF smog 1967 4369s 250 engine original equipment (truck) manual trans CALIF smog 1967 4370s 230 engine original equipment (truck) auto trans CALIF smog 1967 4370s 250 engine original equipment (truck) auto trans CALIF smog 1967 4371s 230 engine original equipment (truck) manual trans CALIF smog 1967 4371s 250 engine original equipment (truck) manual trans CALIF smog 1967 4371s 292 engine original equipment (truck) manual trans CALIF smog 1967 4372s 250 engine original equipment (truck) auto trans CALIF smog 1967 4373s 153 engine aftermarket manual trans 1963~1967 4374s 153 engine aftermarket auto trans 1963~1967 4375s 230 engine original equipment (truck) manual trans 1967 4375s 250 engine original equipment (truck) manual trans 1967 4376s 230 engine original equipment (truck) auto trans 1967 4376s 250 engine original equipment (truck) auto trans 1967 4377s 250 engine original equipment (taxi) manual trans CALIF smog 1967 4378s 250 engine original equipment (taxi) auto trans CALIF smog 1967 4387s 194 engine original equipment (truck) manual trans CALIF smog 1967 4480s 230 engine aftermarket (all Federal) 1963~1967 4480s 250 engine aftermarket (all Federal) 1963~1967 4492s 194 engine aftermarket 1962 6213s number assigned no production Have fun! Jon.
The Rochester B worked well,but the YF worked better I thought. Sharper throttle response and a bit better fuel mileage. I've done it several times with the same results.
Years ago we machined the intake and welded on a plate that would accept an early Rochester 2 barrel from a 283. Ran great and wasn't really all that hard to do! Just a thought! KK
***UPDATE*** After the inputs on here and a little more research on my part I figured the Carter 3211S was my best bet. I scored one off eBay. It is a direct bolt on with no clearance issues. The only major difference is the heat choke is on the rear of the carb as opposed to the forward end on the original Rochester. I got a rebuild kit from Mikes carbs and rebuilt it and added a manual choke to replace the heat tube one. WOW!!!! what a difference. Idles smooth as silk and no more flat spot!! I haven't taken it down the road yet but I know it is going to be a winner.
Not all that easy to do from the welding side of it. Soon I'll know how much it wants to pull from wall buildup and may need to do it while bolted to the head.
That's some nice machine work! I couldn't get away with that on my car due do not a lot of hood clearance. I would definetly bolt it up before welding though. You going to tig it? Todd
We had to run a 1bbl in a 6 cylinder oval tracker. After flowing all the carbs we could fine a Rochester 1B off a late 60s 292 flowed the best (more than some small 2bbls), was easy to tune, and had good throttle response. Hoop
Now that I have a extra 235 I am thinking about making a 2 bbl intake for one,I want to use a vintage 2 bbl like what was on the GM straight 8s so I can use my existing air cleaner.
We ended up gluing popsicle stick 1/2s inline with the engine to get more fuel into the end cylinders. A lot of the fuel puddled on the floor of the manifold and the sticks would help with fuel distribution.