Not sure if it's an illegal operation, or upsetting to the masses, but I've had that lean issue before (like when you lift, and then get back on the throttle, and it stutters) I've adjust the choke to around half open and it fixed my issues, and didn't cause any other problems.
Also pull those squirters out and clean them with a tip cleaner and some brakekleen. Shoot back through the supply orifice also.
Welp.....Lloyd.....every time I hear say "it runs better with the choke pulled out a little it reminds me of my high school days when gas was under 20 cent per, and my old 54 Ford with a Merc 312 did the same thing. Later I discovered I had a vacuum leak (intake had been used several times) and I needed a rich mix to make it run right. (sucked some serious gas but what-the-heck I could fill up for 5 bucks!!!) Anywho......have you squirted around your intake-to-engine and intake-to-carb to check for vacuum leaks?! It's gotta be air tight-----to work right (hey I made a poem!!!!) What kinda engine do you have this Eddy carb on? (prolly a shivel-lay) Snotty cam? Tunnel ram intake? Big compression? Just being nosey..cause you seem to be a stand-up-guy!! 6sally6
Swade - the Carter designed AFB's had an infinitely tuneable pump circuit! (1) The pump rod could be bent to create a longer pump stroke (2) The pumps came in different lengths so the pump could sit in the pump cylinder at different heights. (3) If the squirt was still insufficient, either 5 or 6 (don't remember, and too lazy to go measure a bunch) different pump diameters were available to increase the volume of the pump shot (the volume of the pump cylinder below the pump). This extreme modification required boring the pump cylinder. I have not seen this required on other than racing applications. Perhaps with monster CID engines, this modification might be required on the street. (4) Carter used 2 different mass balls, and 7 different mass pointed discharge check valves (to time the beginning of the pump shot). (5) Carter offered dozens of different squirters to control the actual time to fully deliver the squirt. Since Carter used the more expensive check valves in the bottom of the pump well to control fuel entrance to the pump cylinder, there was no need for aslot. The spring-loaded LEATHER pump skirt provided a seal on both intake and discharge, so a vacuum was formed in the pump cylinder, pulling fuel into the pump cylinder from the bowl. The biggest cause of failure (or weakness) of the original Carter AFB pump circuit was failure to use the wrong accelerator pump (read cheap generic "rebuilding???" kits). Carter found that percolation in the pump cylinder would create air bubbles under the pump (creating pressure). Eventually, this pressure would overcome the mass of the discharge check valve, causing fuel to be slowly discharged from the pump squirter, and the entire (or partial) volume of the pump circuit having the fuel displaced by air. Carter solved this issue by using an accelerator pump with an internal check valve. Since the air bubbles would form just below the pump piston, the check valve in the piston would allow the air to escape THROUGH the pump, thus maintaining the full volume of fuel in the pump cylinder. Once, the AFB was a great carburetor. Jon.
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