CARBURETORS!

Barry Grant Answers

the Most Frequently
Asked Questions
By Sam Moore

Given that a four-barrel

carburetor possesses
something in the order of
200 components to allow it
to function correctly, it’s no
wonder the average
enthusiast has the odd
question about how it
operates and why. Words
and phrases like
atomization, vacuum signal, Carburetor guru, Barry Grant, a man who has done
more than most to explore the boundaries of
fuel-metering circuits, etc. can
carburetion
be a little bewildering. So, here
are a few of the basics with several useful illustrations to help explain. This
article contains information that applies to a wide range of V8-engined machines,
from street cars to tow vehicles, and from oval track racers to drag strip cars.

1) Q. Is air pushed or sucked into a

carburetor?
A. With the exception of forced
induction systems (centrifugal
supercharger, or turbocharger -
where air is forced through the
carburetor), air is drawn through
the carburetor by the pumping
action in the engine’s cylinders.
This pumping action causes a
Gasoline won’t burn and produce
depression in the intake tracts,
energy in liquid form; for it to ignite, which is used to draw the air-
gasoline needs to be emulsified (mixed fuel mixture through the
with air), atomized (reduced to minute carburetor. In addition, the force
particles) and vaporized. The of the atmospheric pressure
carburetor is responsible for
emulsifying and atomizing the liquid;
above the carburetor further
vaporization occurs in the intake quickens the velocity of the
manifold. The view above shows the incoming air.
fuel being atomized.
 2) Q. What is the difference between the
straight-leg, the down-leg, and the
annular-discharge boost venturii?
Also, when should one be used in
preference to another, and how does it
affect jetting?
The discharge ring of the straight-leg boost venturi is positioned slightly
above the main venturi’s most effective zone. The color red indicates the
main fuel circuits, which connect with the emulsion holes (blue) in the
metering blocks, high-speed air bleeds, main jets, and float bowls. The
color yellow indicates the idle-fuel circuits, which discharge below the
throttle plates and connect with the main fuel wells, idle-feed restrictors,
and the idle-air bleeds. Both idle and high-speed air bleeds are located in
the air entries on top of the carburetor.
A. A straight-leg boost venturi has, as
its name implies, a straight leg,
which protrudes from the body of the
carburetor into the main venturi. Its
discharge ring is situated slightly
The down-leg venturi booster lowers
the position of the discharge ring in the
above the main venturi’s most
main venturi and places it in an area of effective zone.
higher air velocity, which draws more B. A down-leg or drop-leg boost
fuel than the straight-leg type. venturi drops the discharge ring
lower in the carburetor’s main
venturi where it operates in air of higher velocity; consequently, the
down-leg-style draws more fuel than its straight-leg counterpart.
C. The annular-discharge boost venturi has a larger ring with multiple
discharge holes rather than the single outlet of the straight-leg or
down-leg style. This has the effect
of creating greater vacuum than
either the straight- or down-leg
varieties and draws even more fuel.
D. In conclusion, the pros and cons of
each style of booster are based
largely upon its application.
However, if each style is tested in
the same carburetor with all else
being equal, the down-leg booster
will require smaller jets to flow the
same amount of fuel as a straight-leg
booster. And the
The annular discharge venturi booster (shown in the left
annular-discharge venturi of the accompanying illustration) has a larger ring with
booster will require multiply discharge holes rather than the single outlet of the
straight- or down-leg booster. Of the three styles of boost
venturii, the annular provides the greater vacuum draw.
 even smaller jets to flow the same amount of fuel as the down-leg
type.

3) Q. Mechanical secondary or vacuum secondary, which style of carburetor

should I use and why?
A. Generally, a mechanical
secondary carburetor is
preferred on vehicles with
manual transmissions and on
automatic transmissions with
3000+ RPM stall-speed
converters. For automatics
with less than 3000-RPM
stall-speed converters, the
vacuum-secondary carburetor
is usually the better choice.
The Race Demon with mechanically
operated secondary throttle plates is 4) Q. How do I set the float levels and
designed for smooth drivability on dirt what effect do they have?
or asphalt, and has customized fuel-
metering circuits developed for rapid
A. On Demon carburetors in
throttle response and strong mid-range street-driven applications,
and top-end power. begin by setting the float
levels at ¼ distance of the
sight window. On race applications, increase the levels by setting
them between ½ and ¾ distance in the
sight window. On Holley carburetors,
remove the level plug and adjust the
float level until fuel trickles from the
open port. Changing the float levels
alters the amount of fuel in the bowl
(reservoir) and the carburetor’s ability to
feed the main jets. By raising the float
level the engine’s response is
quickened. This is an adjustment
frequently used to eradicate a lean
stumble. By lowering the float levels,
Set the float levels by adjusting the internal
the activation of the main metering floats with a screwdriver and wrench and
circuit is delayed and consequently viewing the levels through the sight
produces a leaner mixture coming off glasses. Perform this operation with the
idle. For street applications the latter engine running.
condition is more economical.
 5) Q. Does a bigger carb make more
power? What’s the limit?
A. A larger carburetor can
produce more power on a
dynamometer, but under
normal operating conditions
can result in slower
acceleration and lower
For versatility, use a Demon RS when one efficiency of fuel
carburetor is needed for different applications
or changing conditions, i.e. when the engine atomization. Select the
size changes, or the type of fuel changes, or smaller carburetor,
the track changes, or the weather changes. especially if you’re
The venturi sleeves pictured alter the Demon undecided about sizes. The
RS (removable sleeves) from 675 cfm to smaller diameter venturii
1050.
increases the velocity of the
air-fuel mixture. As a consequence, it
usually provides better acceleration
and proves to be more efficient.

6) Q. Where should the fuel-pressure regulator

be located and what type should I use?
A. The fuel-pressure regulator should be
mounted close to the object
(carburetor, nitrous system, etc.) The fuel pressure regulator or bypass
that is being fed with fuel. The should be located as closely as possible to
further away the regulator is the carburetor. Here, pictured with its
mating belt-drive fuel pump, the bypass is
placed, the greater the delay in its integrated in the fuel log.
response (its opening and closing).
A slower response causes
fluctuations (spikes) in the
fuel pressure. Regarding
the selection of a regulator,
specific vehicle require-
ments, especially the type of
fuel pump already in use,
dictates the type of fuel-
pressure regulator required.
For example, combine a
block-mounted 15-psi pump
Use a jet plate kit to protect and to
with a throttle bypass; a
store spare jets. Also, keep a
carburetor rebuild kit in the belt-driven pump with a
toolbox. They’re inexpensive and diaphragm bypass; a BG280
good ones (like those from Barry electric pump with a two-
Grant) are supplied with every port regulator and a BG400
gasket and seal necessary, they
with a four-port regulator.
even contain a power valve and
detailed instructions.
7) Q. How does weather and altitude affect carb jetting?
A. The more oxygen there is in the air, the more fuel the engine will
demand. For example, as the weather becomes colder (winter) or
the altitude lower (closer to sea level), the air will contain more
oxygen and the engine will require a larger jet size. In contrast, as
the weather becomes warmer (summer) or the altitude higher
(mountainous) the jet size needs to be reduced.