GENERAL DESCRIPTION

Operating Systems

Choke Systems

MODEL 2G TRUCKS

VACUUM CONTROLLED GOVERNOR

MAJOR SERVICE OPERATIONS

AGENDA

Disassembly, Cleaning, Inspection,

and Assembly Procedures

Operation

Three Two-Bore Carburetor

Installations

Carburetor Systems

Service

Adjustment Procedures and

Specifications

PARTS DETAILS

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TYPICAL MODELS 2GC, 2GV

2GC

2GV

GENERAL DESCRIPTION

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There are three basic model “G” Rochester two- bore carburetors. They are the Models 2G, 2GC, and
2GV.

The basic model designation is “G”. The (2) ahead of the “G” means the carburetor has 2 bores, 2
venturi, and 2 separate but identical metering systems, one for each carburetor bore. The 2-bore
carburetor is normally used on V-8 engines where each bore supplies air and fuel to 4 cylinders through a
divided intake manifold.

There are two different throttle body flanges used on the Rochester 2-bore carburetors. They are SAE (1
-1 /4”) and (1 - I /2”). The flange size used for a particular application is usually determined by the
carburetor bore size. Larger engines normally have more air capacity; hence, larger carburetor bores and
flanges are needed on these applications.

The Model 2G carburetor is equipped with a manually operated choke valve. Its major applications are
on truck and marine engines where an automatic choke is not an absolute necessity.

The Model 2GC carburetor is the basic model 2G unit except the 'C ” designates an automatic choke
which in this case is an integral part of the carburetor unit The automatic choke housing and the
thermostatic coil may be located on the air horn or throttle body, depending upon which application the
particular unit is to be used.

The Model 2GV carburetor is also an automatic choke model. However, a vacuum break diaphragm unit
is used in place of the conventional choke housing and choke piston. The choke thermostatic coil is
located on the engine exhaust manifold (divorced choke) and is connected to the choke valve by linkage.

The Rochester 2-bore carburetor has been kept basically simple for ease in servicing the unit. The major
portion of the calibrated metering parts is contained in the venturi cluster assembly. The venturi cluster
fits on a flat portion of the carburetor float bowl at the side of the main venturi. The idle tubes and main
discharge nozzles are permanently installed in the cluster body by means of precision pressed fit. The
main nozzles and idle tubes are suspended in the fuel in the main wells of the float bowl. This method of
assembly and design serves to insulate the main metering parts from engine heat, thus preventing fuel
vapors from disrupting efficient carburetor metering during "hot" engine operation.

The main metering jets are a fixed orifice type so that wearing parts can be kept to a minimum. Metering
calibration is accomplished through a system of calibrated orifices and air bleeds that supply the correct
air/fuel mixtures to the engine throughout all operational ranges. The carburetor float bowl is located so
that each system will give instantaneous response for maximum efficiency and performance.

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Operating Systems

There are six basic systems used in the Rochester Model "G" 2-bore carburetor. They are float, idle, main
metering, power, accelerator pump, and choke systems. The following text will describe the operation of
these systems for ease in troubleshooting. The recommended disassembly, cleaning, inspection, and
assembly procedures are also given. For specific adjustment procedures and specifications for each
particular carburetor, refer to the Adjustments section.

Float System (Fig. 1)

Figure 1

The carburetor float system controls the fuel level in the carburetor bowl. Fuel level is very important,
because it must be maintained to give proper carburetor metering throughout all ranges of engine
operation. If the fuel level is too high in the float bowl, problems such as rich mixtures, fuel spillage from
the main discharge nozzles on turns, and engine loading can result. If the fuel level is lower than the
specified setting it can cause lean mixtures, hesitation on acceleration, engine surge plus engine cut-out
during heavy fuel demands.

The float system operates as follows:

Fuel from the engine fuel pump is forced through the fuel inlet screen or filter, and on through the float
needle seat, past the float needle, into the float bowl. Fuel flow continues until the fuel raises the float
pontoon to a position where it forces the float needle against the float needle seat and shuts off fuel flow.
As fuel is used from the carburetor bowl during engine operation, the float again drops downward moving

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the float needle off its seat, allowing more fuel to flow into the float bowl, thereby, keeping the fuel level
consistent.

A float drop tang located at the rear of the float arm prevents the float from moving too far downward.
The maximum float drop must be maintained so that the float assembly will drop sufficiently to allow
maximum fuel flow under heavy engine fuel

demands. Some models use a float needle pull clip which is attached to the float arm and connected to the
float needle valve. The purpose of the pull clip is to pull the float needle off its seat, should it stick closed
due to dirt or gum formations.

There are several methods of float bowl venting used in the Model "G" 2-bore carburetor. The method
and type of venting used for a particular engine will be varied in design to meet the flow characteristics
desired for the engine on which it is used.

Some applications use a "fixed external vent located on the top of the carburetor air horn just above the
float bowl chamber. This vents to the outside any fuel vapors which may form in the fuel bowl due to
engine heat during periods of hot engine operation. This keeps the vapors from being forced into the
carburetor bores thereby causing poor idle and hard starting due to excessive richness.

An internal vent located inside the air horn bore just beneath the air cleaner, is used to help balance the
pressure from beneath the air cleaner to the fuel in the float bowl. The amount of fuel metered by the
carburetor is dependent upon the pressure in the float bowl causing fuel to flow. By locating vents
internally below the air cleaner, the carburetor automatically compensates for built-in air cleaner
restriction hence a balance can be maintained between the air flowing through the carburetor venturi and
the air acting upon the fuel in the float bowl, if the carburetor is also equipped with a fixed external vent.
It will not be completely balanced but the pressure difference will be less, so consequently, the internal
vent tube will very much affect carburetor calibration. Fuel vapors will also be drawn from the area above
the fuel in the float bowl by the internal vent during engine operation and are compensated (or in the
calibration of the carburetor unit.

The float system, on some models, has an atmospheric idle vent valve which is normally open only during
the engine idling period and when it is shut down. The idle vent valve is used in place of the fixed
external bowl vent and is operated by a tang on the pump lever. When the throttle lever is in the idle
speed position the idle vent valve is open. This allows any fuel vapors in the float bowl during periods of
hot engine idle and hot soak to be vented to the outside. The vent valve closes when the throttle valves are
opened to the off-idle position at which point the carburetor returns to an internal balance by the internal
vent tube which transmits air pressure from beneath the air cleaner to the fuel in the float bowl.

It is necessary that the idle vent valve is closed during all periods of operation except at idle, the other-
wise excessive richness can be caused by the higher atmospheric pressure acting upon the fuel in the float
bowl.

Some units are equipped with an integral fuel inlet filter located behind the fuel inlet fitting. On these
units, the filter element is spring-loaded. This feature provides a pressure relief so that in the event the
filter should become clogged. The restriction will cause fuel pump pressure to overcome the filter relief
spring and allow fuel to by-pass the filter.

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Some filters are of a bronze type, while others are paper filters. Change every 6 months depending on
how much you drive.

Idle System (Figure 2)

Figure 2

The Model -G" 2-bore carburetor has an idle system to supply the correct air/fuel mixture ratios to the
engine during idle and low-speed operation. The idle system is necessary during this period because
airflow through the carburetor venturi is not great enough to cause fuel to flow from the main discharge
nozzles. Each bore of the carburetor has a separate idle System. They consist of idle tubes, idle passages,
idle air bleeds, and the idle mixture adjustment needles and discharge holes.

In the conventional idle system, at idle speeds the throttle valve is cracked slightly open, allowing a small
amount of air to pass between the throttle valve and bore of the carburetor. Since the engine requires very
little air for idle and low speeds. Fuel is added to the air by the application of vacuum (low pressure) from
the intake manifold, directly through the idle system to the fuel in the carburetor float bowl. With the idle
mixture needle holes located in a high vacuum (low pressure) area below the throttle valves and the fuel
in the float bowl vented to atmosphere, the idle system operates in the following manner.

Fuel from the float bowl flows through the main metering jets into the main fuel well, It is then picked up
and metered by the calibrated orifice at the tip of the idle tubes. It then passes up the idle tubes and is

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mixed with air from air bleeds located at the top of the idle tubes and in the idle cross channels in the
venturi cluster casting. The mixture then passes downward in the idle channels through a calibrated
restriction to the off idle discharge holes located just above the throttle valves. Here the fuel mixture is
again bled with air and then moved to the idle needle holes where it is discharged and blends with the air
passing the slightly open throttle valves and enters the engine manifold as a combustible mixture. The idle
mixture needle controls the amount of fuel mixture which enters each carburetor bore. Turning the
mixture screw clockwise (inward) decreases the fuel discharge (gives leaner mixture) and turning the
screw counter-clockwise (outward) increases (enriches) the fuel mixture. The number, size, and location
of air bleeds in the idle passages in the cluster castings, are determined by the engine idle requirements.
These will vary between carburetor models.

On some applications, lower idle air bleeds are used in the idle system to supplement fuel flow after an
off-idle operation and during the main metering system operation. During idle, they act as air bleeds. The
operation of the lower idle air bleeds is explained under the main metering system.

Off-Idle Operation (SEE FIGURE 2)

As the throttle valves are opened and more air is entering the engine to increase engine speed, additional
fuel is needed to combine with the extra air. This is accomplished by the off-idle discharge holes. As the
throttle valves move past the off-idle holes, they become progressively exposed to high vacuum below the
throttle valves and the extra fuel needed is supplied by these holes.

The idle and off-idle holes supply sufficient fuel for engine requirements until air velocity is high enough
in the venturi area to obtain fuel flow from the main metering system.

NOTE: Some carburetors use slotted off-idle discharge ports in place of the conventional off-idle
discharge holes. Either method gives the correct air/fuel mixture ratios; the type used is usually
determined by engine requirements.

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Idle Air By-Pass System (Fig. 3)

Figure 3

The idle air by-pass system is used on some two bore carburetors to allow the throttle valves to be
completely closed during curb idle operation. This prevents gum and carbon formation, which may form
around the valves, from disrupting engine idle.

The fuel flow in the system is basically the same as described in the conventional idle system. However,
the idle air which normally by-passes the slightly open throttle valve is passed around the closed throttle
valves through an idle air by-pass channel.

In this system, idle air is taken from the carburetor bore above the throttle valves. By-passes around the
closed throttle valves, through a separate air channel and enters the carburetor bore just below the throttle
valves. The amount of air that is supplied to the engine is regulated by an idle air adjustment screw
located in the idle air by-pass channel. The idle air adjustment screw is mounted in the float bowl casting
at the rear of the carburetor unit. Turning the screw inward (clockwise) decreases the engine idle speed
and turning it outward (counterclockwise) increases the engine speed.

In order to obtain sufficient idle air for stable idle speed adjustment, a fixed idle air bleed is necessary.
The fixed idle air bleed in the 2-bore carburetor is accomplished by a drilled hole through each throttle
valve. The fixed idle air bleeds maintain a constant idle airflow for part of the idle air requirements, while
the idle air adjustment screw regulates the remainder of the idle air. Thus, the engine speed can be
adjusted by the idle air adjusting screw.

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Idle Air Compensator (Fig. 4)

FIGURE 4

The idle air compensator is used on some carburetor models to offset enrichment effects caused by
excessive fuel vapors from fuel percolation, during extreme hot engine operation.

The compensator consists of the thermostatically controlled valve usually mounted in the area above the
main venturi or at the rear of the float bowl. The valve closes off an air channel which leads from above
the carburetor venturi to a point below the throttle valves.

The compensator valve is operated by a bi-metal strip that senses temperature. During extreme hot engine
operation, excessive fuel vapors entering the engine manifold cause richer than normally required
mixtures, resulting in rough engine idle and stalling. At a certain predetermined temperature, when extra
air is needed to off-set the enriching effects of fuel vapors, the bi-metal strip bends and unseats a valve
which uncovers the air channel leading from the carburetor venturi to below the throttle valves. At this
time, just enough air is added to the engine to offset the richer mixtures and maintain a smooth engine
idle. When the engine cools and the extra air is not needed, the bi-metal strip doses the valve and
operation returns to normal mixtures.

In order to ensure proper idle adjustment, the value should always be closed when setting engine idle
speed and mixtures.

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Throttle Body Venting (Fig. 5)

FIGURE 5

An important design feature used in the Rochester 2-bore carburetor is throttled body venting. Its purpose
is to give a quicker hot engine starting after the engine has been shut down for a short period.

During extreme hot engine operation, the fuel in the carburetor tends to boil and vaporize due to engine
heat. Some of the fuel vapor tends to reach the carburetor bores and condense on the throttle valves and
seep into the engine manifold; by venting the area just above the throttle valves, hot engine starting time
can be reduced to a minimum, on applications where the carburetor is exposed to extreme engine heat.

There are two methods used in venting the throttle bore area.

1. A special throttle body to bowl gasket is used. See Figure 5A. This gasket has cut-out areas that vent
fuel vapors from the carburetor bores just above the throttle valves.

2. The other type of venting is accomplished by drilled holes through the throttle body casting just above
the throttle valves. See Figure 5B. They serve the same purpose as the vented gasket.

The location of the vent holes is such that they will not disrupt engine idle or off-idle operation. They are
located above the throttle valves on the side opposite the mixture screws, in an area where the transfer
from idle to the main metering will not be affected.

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Main Metering System (fig. 6)

FIGURE 6

The main metering system meters fuel from off-idle to wide-open throttle operation. Under power
operation, it is supplemented by the power system. Its purpose is to provide efficient fuel metering during
the cruising range of the automobile. Its operation is dependent upon airflow through the carburetor
venturi which, in turn, creates a low pressure in the venturi area, causing fuel to flow in the following
manner.

As the throttle valves are opened further, allowing more air to enter the manifold and engine speed to
increase, the vacuum decreases below the throttle valves so the air/fuel mixture below the throttle valves
from the off-idle holes gradually diminishes.

With the increased throttle opening, there is increased air velocity in the venturi system. This causes a
drop in pressure in the main venturi which is increased many times in the boost venturi. Since the low
pressure (high vacuum) is now in the boost venturi, fuel will flow in the following manner.

The low pressure in the boost venturi is transmitted to the tip of the main well tube or main discharge
nozzle. Atmospheric pressure, which is greater, forces fuel from the float bowl through the main metering
jets and into the main well. As the fuel passes through the main well tubes, it is mixed with air from the
calibrated main well air bleeds. The fuel mixture then passes from the tip of the discharge nozzle, through
the mixture passage, to the boost venturi and on into the intake manifold.

As the throttle valve opening is increased and more fuel is drawn through the main well tubes, the fuel in
the main well drops. The calibrated holes in the main well tubes are proportionately exposed to the air in
the upper well area, when this occurs. They become air bleeds mixing progressively more air with the fuel

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passing through the main well tubes. Therefore, although the nozzle suction is increased at higher engine
speeds, the air/fuel mixture to the engine remains constant throughout the part throttle range.

In some 2-bore carburetor applications main well inserts are used. They are larger than the main well
tubes and set in a recess beneath the venturi cluster. The main well inserts surround the main well tubes
and have calibrated holes that are similar to those in the main well tubes. The purpose of the main well
inserts is to break up vapor bubbles which may form in the main well during hot engine operation. This
prevents the vapor bubbles in the fuel, caused by heat, from disrupting carburetor metering and provides
even fuel flow from the main well tubes and discharge nozzles. The main well inserts are used only on
applications where engine heat causes excessive vapor bubbles in the main well area.

Lower idle air bleeds are used in some 2-bore carburetor applications to act as supplementary fuel feeds
after off-idle, and during the main metering and power system operation. As the throttle valves are opened
further past the off-idle discharge holes. Air velocity past the lower idle air bleeds creates a vacuum and
they begin to feed fuel. They continue to supply fuel during the main metering and power system
operation, where they supplement fuel flow from the main discharge nozzles.

The purpose of the lower idle air bleeds is to supply additional fuel, to mix with the air, during the period
when the off-idle discharge holes cannot meet the fuel demands and the main discharge nozzles have not
begun to feed sufficient fuel.

The lower idle air bleeds draw fuel through the idle system. Engine demands determine whether or not
these supplementary fuel feeds are used in a particular carburetor model.

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Power System (Fig. 7)

FIGURE 7

To obtain the proper mixtures required when more power is desired or sustained high-speed driving is to
be maintained, the Rochester 2-bore carburetor uses a vacuum-operated power system.

The spring-loaded power piston, Located in a cavity in the air horn. Directly above the power valve, is
held in the up position by engine manifold vacuum supplied directly through a connecting passage from
the base of the carburetor. The power system is exposed to manifold vacuum at all times during engine
operation.

During idle and cruising ranges. The relatively high engine vacuum holds the power piston in the up
position against tension of a calibrated spring located on the power piston stem. During this period, the
power valve remains closed.

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Increases in engine load lower the manifold vacuum. When it has dropped sufficiently the power piston
spring overcomes the upward vacuum pull and the power piston moves downward, opening the power
valve to allow additional fuel to flow through calibrated restrictions and on into the main well area. The
fuel flowing through the power system supplements the fuel passing through the main metering jets to
give the proper mixtures required for power operation.

A hole is drilled from the carburetor air horn to the bore of the power piston cavity to break any vacuum
that might leak around the sides of the power piston. The purpose of the vacuum brake hole is to prevent
the transfer of vacuum from the piston to the top of the fuel in the float bowl. Any vacuum acting on the
fuel in the float bowl will affect carburetor calibration.

The power valve (see Inset) is a self-contained assembly consisting of a plunger and closing spring. The
power piston forces the power valve plunger off its seat, allowing fuel to flow through the valve and on
into separate fuel channels. Passing through calibrated restrictions and then on into the main well. Some
applications use a two-step power valve. The first step unseats the plunger and fuels are metered by the
plunger for light power requirements. For the second step, the plunger is bottomed completely and the
fuel is metered entirely by the power restriction for full-power operation.

The power system is specifically calibrated for a particular engine's power requirements and is a self-
contained unit that requires no adjustment.

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Pump System (Fig. 8)

FIGURE 8

When the throttle is opened rapidly, the airflow and manifold vacuum change almost instantaneously
while the heavier fuel tends to lag behind causing a momentary leanness. The accelerator pump is used to
provide the fuel necessary for smooth operation during this time.

Fuel for acceleration is supplied by a double spring-loaded pump plunger. The top and bottom springs
combine to move the plunger so that a smooth sustained charge of fuel is delivered for acceleration. When
the pump plunger moves upward as happens during throttle closing, fuel enters the slotted pump well,
flows by the check ball in the plunger head, and also around the side of the pump plunger and into the
bottom of the pump well. Downward motion of the plunger seats the check ball in the plunger head. Fuel
is forced through the pump discharge passage where it unseats the pump discharge check ball and passes
on through the passage to the pump jets in the cluster, where it sprays into the Venturi area.

The check ball in the pump plunger head also serves as a vapor vent from the pump well. When the pump
plunger is not in operation, the check ball drops off its seat and vents any vapors which may form in the
bottom of the pump well into the float bowl area. Without this vapor vent check ball, the vapor pressure
in the pump well might force fuel from the pump system into the engine manifold causing hard starting
and pump slugging conditions under extreme heat. The vapor vent check ball in the pump plunger head
also allows any vapors at the bottom of the pump well to escape so that a solid stream of fuel may be
maintained from the pump plunger at all times.

(SEE INSET)

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On some model 2-bore carburetors, a fuel inlet check ball and the channel are used in the bottom of the
pump well. In this type unit, fuel is drawn through an inlet screen in the bottom of the fuel bowl, through
the inlet channel past the check ball to the bottom of the pump well. Downward motion of the pump
plunger seats the inlet check ball forcing fuel out of the pump jets in the normal manner described
previously.

Choke System

The 2GC and 2GV model carburetors use an automatic choke while the 2G models use a manual choke.

There are four different designs of automatic choke systems used on the Rochester 2-bore carburetors.
They include the carburetor mounted thermostatic coil. (Model 2GC), the exhaust manifold mounted coil,
(Model 2GV), the hot water choke system, and the split linkage system.

Model 2GC Choke System (fig. 9)

FIGURE 9

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The Model 2GC choke system may have the choke housing assembly mounted on the air horn or throttle
body. On units with the housing on the throttle body, an intermediate choke rod adjustment is necessary.
The principles of operation are the same on both units.

The choke system consists of a thermostatic coil assembly. Choke piston, off-set choke valve, and fast
idle cam and linkage. Its operation is controlled by a combination of intake manifold vacuum, the off-set
choke valve, and temperature.

When the engine is cold, the thermostatic coil is calibrated to hold the choke valve closed. As the engine
is started, Air velocity against the off-set choke valve causes it to open slightly against the torque of the
thermostatic coil. In addition, intake manifold vacuum is applied to the choke piston through a passage
which also tends to open the choke valve. The choke valve assumes a position where the torque of the
thermostatic coil is balanced against the vacuum on the choke piston and air velocity against the off-set
choke valve. This is when the choke piston is in the vacuum brake position (see inset). This results in a
regulated airflow into the carburetor which provides the richer mixture needed during the warm-up
period.

As the engine warms up, hot air from the exhaust manifold is drawn into the thermostatic coil housing.
The hot air causes the coil to slowly relax its tension. Thus, the choke valve is allowed to move gradually
to the fully open position.

During the warm-up period, the choke piston also serves to modify the choke action to compensate for
varying engine loads on acceleration. Any acceleration or increased load decreases the vacuum pull on the
choke piston. This allows the thermostatic coil to momentarily increase choke valve closure to provide the
engine with a richer mixture for acceleration.

To prevent stalling during the warm-up period it is necessary to run the engine at a slightly higher idle
speed than for a warmer engine. This is accomplished by a screw that rests on the steps of the fast-idle
cam. The fast-idle cam is linked to the choke valve shaft by the choke rod, choke trip lever and upper
choke lever and collar assembly. The rotation of the fast-idle cam in relation to the choke valve holds the
throttle valves open sufficiently during the warm-up period to increase the idle R.P.M. until the choke
valve moves to the fully open position.

When the automatic choke is in operation the driver may wish to advance the throttle to the full-wide
open position. Since this would decrease pull upon the choke piston, thereby closing the choke valve, it is
necessary to provide increased carburetor airflow by opening the choke valve mechanically. To
accomplish this, a tang on the fast-idle cam is made to contact the throttle lever at wide-open throttle
position to sufficiently open the choke valve. This is called a choke unloaded and also serves to de-choke
a flooded engine during starting, whenever the engine is cranked with the accelerator held fully
depressed.

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Model 2GV Choke System (Fig. 10)

FIGURE 10

The Model 2GV choke system consists of a choke valve located in the carburetor air horn, a vacuum
diaphragm unit, a fast-idle cam, choke linkage, and a thermostatic coil which is located on the engine
manifold. The thermostatic coil is connected to the choke valve by a rod. The choke operation is
controlled by a combination of intake manifold vacuum, the offset choke valve, and temperature.

The thermostatic coil located on the engine manifold is calibrated to hold the choke valve closed when the
engine is cold. When starting the engine, air velocity against the off-set choke valve causes the valve to
open slightly, against the torque of the thermostatic coil. When the engine is started, manifold vacuum
applied to the vacuum diaphragm unit mounted on the carburetor air horn will open the choke valve to a
point where the engine will operate without loading or stalling. The choke valve will remain in this
position until the engine begins to warm up and heat from the exhaust manifold warms the thermostatic
coil to relax its tension and allows the choke valve to gradually open. The opening of the choke valve is
controlled by airflow past the off-set choke valve, and manifold heat acting upon the thermostatic coil.

The operation of the 2GV choke system linkage is the same as on the model 2GC.

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Split Linkage Choke—Model 2GC (Fig. 11)

FIGURE 11

The split linkage choke is designed to let the choke valve and fast idle cam work independently. The
operation of the choke coil and piston is the same as used on the conventional System. The split linkage
operates in the following manner.

The intermediate choke rod is attached to a slot near the outer end of the intermediate choke lever, While
the choke rod is attached to a slot approximately halfway out on the lever. The result is, that as the
thermostatic coil warms up and the intermediate choke lever rotates clockwise, the intermediate choke rod
moves farther than the choke rod; this allows the choke valve to open fully while still remaining fast idle.
This design provides a relatively short choking period with adequate fast idle for a cold engine.

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Hot Water Choke System (Fig.12)

FIGURE 12

The hot water choke system differs from the conventional choke system in the following manner. Instead
of using hot air from the exhaust manifold to heat the thermostatic coil, heat from the engine hot water is
used. The engine water is circulated directly from the engine to a chamber in the choke cover. The hot
water choke has an inner and outer cover. The inner cover retains the choke coil and the outer cover
provides the chamber through which the hot water is circulated. Pick up fingers on the inner cover extend
into the hot water chamber and pick up heat from the water. The heat is then transmitted to the inner
cover and around the thermostatic coil. The choke housing inside the baffle plate is made of insulating
material to hold the heat around the thermostatic coil which will gradually relax the tension on the coil
and allow the choke valve to open.

The conventional choke piston is used to control the vacuum brake and to assist in opening the choke
valve as the coil relaxes its tension. Airflow needed to control vacuum acting on the choke piston enters
the choke housing through an opening at the side of the housing which is covered with an air filter. The
piston and housing are designed so that when the choke valve is in the wide-open position, the choke
piston blocks off the vacuum passage in the housing. This allows very little airflow through the inner
housing when the choke is open. The constant movement of hot water through the outer chamber
maintains the necessary heat to the choke coil to keep it relaxed and the choke valve wide open. The filter
covering the air inlet opening at the side of the choke housing requires periodic cleaning for proper
operation.

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Choke Modifier (Fig. 13)

FIGURE 13

The purpose of the choke modifier is to lessen the tension of the thermostatic coil acting on the choke
valve during heavy acceleration on cold driveway.

As explained previously under choke operation, during heavy acceleration the manifold vacuum drops,
therefore, the vacuum pulls on the choke piston is less. On some applications, the tension of the
thermostatic coil tends to close the choke valve too much, causing excessively rich mixtures, resulting in
engine loading. The choke modifier is used to overcome this problem and operates as follows.

The lower modifier lever mounted on the throttle shaft is connected by a rod to the upper modifier lever
on the choke housing cover. The thermostatic coil is attached to a shaft protruding through the choke
cover. The outer end of the shaft is attached to the upper modifier lever with an attaching screw. Thus,
during cold driveway when the throttle valves are opened. The choke modifier linkage rotates the choke
coil shaft to lessen the tension of the thermostatic coil. This feature compensates for the decrease in
manifold vacuum pull on the choke piston and prevents over-choking and engine loading during cold
engine operation.

The adjustment of the thermostatic coil differs from the conventional type Refer to the Adjustments
section for proper adjustment procedures and specifications.

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 MODEL 2G TRUCKS

VACUUM CONTROLLED GOVERNOR

Operation (Figs. 14 and 15)

The purpose of the Model 2G truck governor carburetor is to prevent excessive engine speed under light
loads by partially closing the throttle valves, but yet allow the throttle valves to be wide open when full
power is required. The governor gives the full advantage of engine horsepower without danger of
excessive engine wear due to overspending.

The governor consists of two basic units.

I. A vacuum diaphragm and connecting linkage mounted on the carburetor throttle body. Fig. 14

2. A centrifugally controlled vacuum bleed valve in the ignition distributor. Fig. 15

The above units are connected together by a vacuum line.

FIGURE 14

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The vacuum diaphragm mounted in housing on the carburetor throttle body closes the throttle valves
through connecting linkage. The governor spring located in the governor housing opens the throttle valves
and works against the vacuum diaphragm.

The throttle lever on the opposite end of the throttle shaft is not connected directly to the throttle shaft.
When the accelerator pedal is depressed the throttle, lever moves and allows the primary throttle valves to
open, this is accomplished by the governor spring which holds a tang on the throttle shaft against the
throttle lever. Therefore, the primary throttles actually follow the rotation of the throttle lever by the
governor spring tension rather than being directly forced open as on the conventional carburetor.

In operation, manifold vacuum is supplied to the top side of the governor diaphragm through a passage in
the housing which leads to manifold vacuum directly beneath the throttle valves. Calibrated restrictions
are used in this passage to control the amount of vacuum applied to the diaphragm.

FIGURE 15

The centrifugal bleed valve (Fig. 15) mounted in the ignition distributor shaft is nothing more than a
sliding valve which is normally held open by spring tension at low engine speeds. It closes at high engine
speeds, as the centrifugal force of the counterweight on the end of the valve shaft moves the valve
outward and covers the bleed hole.

At normal engine speeds the bleed valve in the distributor stays open and bleeds off the vacuum applied
to the governor diaphragm, therefore, no governor action takes place. At higher engine speeds
approximately 3800 - 4000 engine RPM where governing is needed, the centrifugal weight on the
distributor bleed valve shaft closes the valve, and vacuum is applied directly to the governor diaphragm.

24
The diaphragm pulls the throttle valves closed against the governor spring tension to a position where the
engine will not exceed the governed speed.

When power is required, as engine load is in-creased the engine manifold vacuum will drop and allow the
governor spring to open the throttle valve farther to increase engine speed.

Service

The basic carburetor systems and operation are the same as on the standard 2-bore carburetors, as
explained in the previous text. Disassembly and assembly procedures are the same except for governor
servicing which is covered under Major Service Operations.

MAJOR SERVICE OPERATIONS

Disassembly, Cleaning, Inspection and Assembly Procedures

The following disassembly and assembly procedures may vary somewhat between application due to
specific design features. However, the following will basically pertain to all Rochester 2-bore carburetors
of the side bowl design,

25
Air Horn Removal and Disassembly (Fig. 16)

FIGURE 16

(Choke mounted on Air Horn)

1. Mount carburetor on proper holding fixture.

26
2. Remove fuel inlet fitting, gasket, and filter screen (if used). If an integral fuel filter is used, remove
inlet nut, fuel filter, filter relief spring, and gaskets.

3. (2GV only) Remove vacuum break diaphragm and link assembly.

4. NOTE: Omit steps 5, 6, and 7 if choke housing is mounted on the throttle body. If choke housing is on
the throttle body, remove clips from intermediate choke rod and remove the rod from upper choke lever
and intermediate choke lever on choke housing.

5. Remove choke cover and coil assembly and gasket by removing (3) choke cover screws and retainers.

6. Remove baffle plate inside choke housing.

7. NOTE: On later models, the choke piston and housing can be removed, without removing the choke
valve and shaft. These units proceed as follows.

a. Remove the choke piston, lever, and link assembly from choke housing by removing attaching the
screw-in end of the choke shaft. Choke piston can be removed from lever and link by shaking piston pin
into the palm of the hand.

b. Remove (2) choke housing attaching screws, then remove choke housing and gasket.

8. Remove fast idle cam attaching screw and then remove the fast-idle cam. Choke rod can be removed
after the air horn is removed.

NOTE: On early models, remove trip lever screw-in end of choke shaft, then remove the trip lever and
upper choke lever and choke rod.

9. Remove the idle vent valve and shield (if used) by removing the small attaching screws.

10. Remove retaining clips from pump rod, then remove rod from pump lever and throttle lever.

11. Remove (8) air horn attaching screws and re-move air horn from the float bowl by carefully lifting
upward. Place air horn inverted on a clean bench.

27
 FIGURE 17

12. Remove float hinge pin and float assembly.

13. Remove float needle; then remove float needle seat and gasket, using tool BT-3006.

Air Horn Removal and Disassembly (Cont.)

14. Remove air horn to float bowl gasket.

15. Remove power piston assembly by the depressing shaft and allowing spring to snap, thus forcing
piston retainer from casting.

NOTE: If heavy staking is encountered, remove from around power piston retaining washer.

16. Remove the retainer from the end of the pump plunger shaft, and then remove pump assembly from
the inner pump arm. The pump lever and shaft assembly may be removed by loosening set screw on the
inner arm and removing outer lever and shaft assembly from an air horn.

17. Remove (2) choke valve retaining screws (file off the staked end). Remove choke valve and choke
shaft. Choke rod and upper choke lever may now be removed from choke shaft by sliding off the end of

28
the shaft. We recommend not taking this apart unless it is especially dirty or corroded. It is very easy to
break the choke valve screws requiring drills and taps.

NOTE: On early units where the choke piston and lever assembly is riveted to choke shaft. Rotate choke
shaft to free choke piston from bore and remove choke shaft, lever, and piston assembly. Then remove.
two choke housing attaching screws, choke housing and gasket.

Float Bowl Disassembly (Fig. 18)

FIGURE 18

1. Remove the accelerator pump return spring from the pump well.

NOTE: On carburetors using pump inlet channel in the bottom of the pump well, remove small aluminum
inlet check ball from bottom of the pump well, and pump inlet screen from bottom of the fuel bowl. If the
check ball is stuck apply heat to the outside while tapping the float bowl (upside down) on your work
table.

2. Remove (2) main metering jets.

3. Remove the power valve and gasket.

29
4. Remove (3) venture cluster attaching screws, then remove cluster and gasket. Center cluster screw has
smooth shank for accelerator pump fuel by-pass and fiber sealing washer under screw head in place of
lock washer.

5. Using needle-nose pliers remove pump discharge ball spring T-shaped retainer. Then remove pump
discharge spring and steel check ball.

6. Remove the main well insert the tube from the main fuel wells (if used). Consult parts list for
application on a particular carburetor model.

7. Remove idle air by-pass adjusting screw and spring at the rear of the float bowl (where used).

8. Remove distributor vacuum fitting from the float bowl (where used).

9. Invert carburetor and remove three throttle body to bowl attaching screws. Remove throttle body
and throttle body to bowl gasket.

Throttle Body Disassembly (Fig. 19)

FIGURE 19

1. NOTE: On units using the throttle body mounted choke housing, disassemble as follows.

30
a. Remove choke cover and coil assembly by removing (3) choke cover attaching screws and retainers.

b. Remove baffle plate inside choke housing.

c. Remove choke piston, lever, and link assembly from intermediate choke shaft by removing attaching e
screw in end of the shaft. Choke piston can be removed from lever and link by shaking piston pin into the
hand.

d. Remove (2) chokes housing attaching screws. Remove choke housing and gasket. Remove intermediate
choke shaft and lever from choke housing.

NOTE: On units with split choke linkage, it will be necessary to remove the fast-idle cam screw, then
remove the cam and choke rod as an assembly. The fast-idle cam and intermediate choke lever can be
disassembled further by removing clips on ends of the choke rod.

2. Remove idle mixture adjusting needles and springs.

3. Remove slow and fast idle screws (where used)

From throttle lever if a replacement is necessary.

No other disassembly of the throttle body is needed. The throttle valves should never be removed as the
idle and spark holes are drilled in direct relation to the location of the throttle valves. Removal of the
valves will upset this location. The throttle body is serviced as a complete unit with valves intact.

Disassembly of the 2G Governor Throttle Body (Fig. 20)

31
 FIGURE 20

1. Break the seal and remove (4) attaching screws and lock washers on the governor's side plate and
remove the plate.

2. Remove governor spring from the pin on governor lever and stationary pin.

3. Remove governor lever retaining nut and lock-washer, then remove the lever from the end of the
throttle shaft. Rotate the lever to line up slot in diaphragm plunger rod hole with "squirt" on the rod. Slide
governor lever off the end of the diaphragm plunger rod.

4. Break the seal and remove (8) governor diaphragm cover attaching screws and lock washers. Mark
location of diaphragm cover in relation to housing, then remove diaphragm cover.

5. Carefully remove governor diaphragm and plunger rod from housing.

6. Remove (3) governor housing to throttle body attaching screws and lock washers, then remove the
housing, gasket, seal retainer, and leather seal.

7. Remove fast idle cam from throttle lever and bearing plate assembly by removing fast idle cam
attaching screw (if not removed previously).

8. Remove throttle lever, bearing, and plate assembly and gasket by removing four attaching screws and
lock washers.

No further disassembly of the throttle body is necessary.

Cleaning of Parts

32
The carburetor should not be cleaned in any solution other than a cold immersion type cleaner.

1. Thoroughly clean carburetor castings and metal parts in carburetor cleaning solvent.

CAUTION: Any rubber parts. Plastic parts diaphragms, leather seals, and pump plunger should not
be immersed in the solvent. Clean with Stoddard solvent only. (or equivalent).

2. Blow all passages in castings dry with compressed air.

DO NOT PASS DRILLS THROUGH JETS OR PASSAGES.

3. The 2G governor throttle body ball bearings can be cleaned in cold immersion type cleaner
without disassembling the throttle valves. After the leather seal has been removed. Make sure ball
bearings are lubricated with light motor oil (SAE 10) before re-assembly.

Inspection of Parts

1. Check floats for dents or excessive wear at hinge pinholes.

2. Shake floats to check for leaks.

3. Examine float needle and scat. Replace if necessary, with a factory-matched float needle. Seat and
gasket assembly.

4. Inspect the idle mixture adjustment needles for burrs or ridges.

5. Inspect the upper and lower surfaces of carburetor castings to see that the small sealing beads are
not damaged. Damaged beading may result in air or fuel leaks at this point.

6. Inspect holes in pump lever, fast idle cam, and throttle shaft lever. If holes are worn excessively or
out of round to the extent of improper operation of the carburetor, the parts should be replaced.

7. Inspect the steps on the fast-idle cam for excessive wear. If worn excessively, the cam should be
replaced to ensure proper fast idle operation during the engine warm-up and choking periods.

8. Inspect the pump plunger. If the pump plunger cup is worn excessively or damaged, the plunger
should be replaced. Shake pump plunger to make sure vapor vent cheek ball in plunger head is free. It
should rattle after cleaning.

9. Inspect throttle body assembly. Make sure all passages and vacuum channels are clean.

10. Inspect governor diaphragm for cracks or leaks.

II. Inspect throttle shaft bearings and leather seal. Replace if necessary. If throttle shaft bearings are
worn excessively it will be necessary to replace throttle body assembly.

12. Cheek throttles valve screws for tightness. If loose, tighten, and stake properly.

33
 CARBURETOR ASSEMBLY

Assembly of 2G Governor Throttle Body (Fig. 21)

FIGURE 21

1. Install throttle lever. Bearing and plate assembly using a new gasket, attaching with (4) screws and
lock washers. Tighten securely. Install fast idle cam on throttle plate assembly using a fast-idle cam
screw. Tighten securely.

2. Install governor housing and gasket to throttle body. Hold in position, and then install leather seal
over throttle shaft and into a recess in casting (lip on the seal faces outward).

3. Install seal retainer plate. Attaching with (3) screws and lock washers. Tighten securely. (Lip on
the seal will protrude through retainer plate when installed correctly). Lubricate seal with light motor
oil.

4. Install governor diaphragm and plunger rod into governor housing. The end of the plunger rod
should face inward.

5. Line up holes in governor diaphragm with holes in diaphragm housing. Install diaphragm cover and
(8) attaching screws and lock washers. Leave screws loose so that diaphragm can more freely
between cover and housing until after diaphragm adjustment is made. See step 9.

34
6. Install plunger rod into the hole in governor lever by lining up "squirt" on the rod with the slot in
lever.

7. Install governor lever on the end of the throttle shaft as shown (Fig. 20). Make sure flats on the
lever is seated on flats on the throttle shaft. Install retaining nut and lock washer. Tighten securely.

8. Install ends of governor spring over stationary pin and pin on governor lever. Make sure spring is
seated in grooves on pins and ends of spring loops point upward. Use light grease on spring pins to
prevent friction and breakage.

9. To obtain the proper convolute in the governor diaphragm. Hold the throttle valves wide open.
Then tighten governor diaphragm screws evenly and securely. If the diaphragm is not Installed as
described, it may be too taut and prevent full throttle opening.

10. Install governor housing side plate using (4) attaching screws and lock washers. Tighten securely.

35
Assembly of Throttle Body - All Models (Fig.22)

FIGURE 22

As mentioned during throttle body disassembly. There is a very close tolerance fit between the
throttle valves and bores. Also, the idle discharge orifices are drilled in relation to a proper fitting
valve. Therefore, if the throttle valves. Levers or shafts are worn excessively or damaged; a complete
throttle body assembly is required.

I. Install idle mixture needles and springs finger tight. Back out the needles, 1 1/2 turns as a
preliminary idle adjustment.

2. If removed, install the slow and fast idle screws in throttle levers.

NOTE: If the choke housing is throttle body mounted. The installation is covered under FINAL
CARBURETOR ASSEMBLY.

36
Assembly of Float Bowl (Fig. 23)

FIGURE 23

1. Install the throttle body gasket on the bottom of the float bowl. (make sure gasket holes line up
with holes in float bowl) Then install throttle body assembly on the bowl using (3) attaching screws
and lock washers. Tighten evenly and securely.

2. Install distributor vacuum fitting into the float bowl. If removed.

3. Install idle air by-pass adjustment screw (where used) into the rear of the float bowl. Turn screw in-
ward lightly until it seats. Then back out (3) full turns as a preliminary idle adjustment.

4. Install main well insert tubes (if used) into the main well. Make sure they are seated in a recess
provided.

5. Drop steel pump discharge ball into the discharge hole. Install discharge spring and T-shaped re-
tamer. Top of retainer must be flush with the top of casting when installed correctly.

37
6. Install the venture cluster and gasket. Install (3) cluster screws and lock washers. Tighten evenly
and securely.

NOTE: The Center screw has a smooth shank and uses a fiber gasket in place of lock washer for
sealing pump discharge passage.

7. Install the power valve and gasket in the bottom of the fuel bowl. Tighten securely.

8. Install (2) main metering jets. Tighten securely.

9. Install aluminum inlet check ball in the bottom of the pump well. (if the bowl has pump inlet
passage): insert pump return spring into the pump well. Make sure spring is seated in the bottom of
well.

10. Install pump inlet screen in the bottom of the float bowl, where used.

NOTE: Refer to parts lists for use of pump inlet check ball and screen for use on a particular
application.

38
Assembly of Air Horn (Fig. 24)

FIGURE 24

I. Install choke housing and gasket to an air horn, retaining with two attaching screws. Tighten evenly
and securely.

2. On late units, where choke trip lever is staked to choke shaft, install upper choke lever and Ace rod
on choke shaft. Tang on choke lever face towards trip lever and be positioned of trip lever.

3. Choke shaft assembly through choke shaft Air horn

4. Install choke valves into a slot in choke shaft. RP trademark should be on the top side of the valve
with choke closed. Install two choke valve retaining screws. Do not tighten.

39
 5. Install choke piston on choke piston lever and link assembly with piston pin. If choke piston has
flat on one side, this should be face inward, toward choke valve.

6. Install choke piston lever and link assembly into choke hosing. Align flats on piston lever with flats
on choke shaft. Install retaining screw in end of choke shaft.

7. To center the choke valve and shaft, close choke valve, then place 0.020" feeler gauge between
choke trip lever and upper choke lever Center shaft to maintain above clearance, then tighten choke
valve screws and stake securely.

8. On early units, where the choke piston and lever assembly is riveted to choke shaft, install choke
piston on choke lever and link: Flat side on choke piston should face inward toward air horn. Install
choke shaft into air horn and rotate the shaft to install choke piston in choke housing. Install the choke
valve. Upper choke lever, trip lever and align as described in steps 9 and 7.

9. Lubricate pump shaft with a light grease before installation. Install outer pump lever and shaft
assembly and inner pump lever into air horn and tighten the set screw.

10. Attach pump plunger assembly to inner pump lever with the end of pump shaft pointing inward.
Install pump retainer.

11.. Install floats needle seat and gasket into the air horn and tighten securely.

12. Install the power piston assembly into the power piston bore. Stake power piston retainer lightly
in place. Power piston should travel up and down freely after installation.

13. Install new air horn gasket on air horn casting.

H. Install float needle into float needle seat and float assembly to air horn and secure in place with a
float hinge pin. On models using a float needle pull clip make sure pull clip is aligned properly in
float arm. Basically it should pull straight out and not pull the needle to one side.

15. Adjust float assembly as outlined in the C section of Parts and Adjustment manual.

16. Install air horn onto float bowl, making certain accelerator pump plunger is aligned properly in
the pump well. Lower cover gently straight downward to prevent damage to floats or power piston.

17. Install (8) air horn screws and lock washers. Tighten evenly and securely.

18. (2GV only) Install vacuum brake lever at the end of the choke shaft. Install attaching screw and
tighten securely. Install vacuum brake unit on air horn using two attaching screws. Install vacuum
break link: retain with clip.

Final Carburetor Assembly (Fig. 25)

40
FIGURE 25

41
1. Install accelerator pump rod into upper pump lever and throttle lever, retaining with clips provided.

2. Install idle vent valve and shield. Retain with attaching screw; tighten securely.

3. Install choke rod into the fast-idle cam, then install fast idle cam on to float bowl, retaining with
fast idle cam attaching screw. Tighten securely. "RP" on cam should face outward.

4. Install choke baffle plate into choke housing.

NOTE: Some early carburetors use a stat coil torque relief spring that is assembled on the choke shaft
in the choke housing, this spring contacts a tang on the choke baffle plate when the choke valve is
from the completely closed position to 15° open. This prevents over choking and loading when
starting with a partly warm engine. By offsetting the torque of the thermostatic coil.

The choke valve must be in the wide-open position when installing the baffle plate in the choke
housing to prevent damaging the stat coil torque relief spring.

If the relief spring is not installed properly the choke valve may be locked in the closed position.
Check to be sure the choke valve is free. Install choke stat cover and coil assembly and gasket using
three attaching screws and retainers.

To adjust thermostatic coil, rotate cover until the choke valve is just closed and index marks are
aligned as described in the Adjustment section.

Tighten stat cover screws securely after adjustment.

Install fuel strainer, inlet fitting, and gaskets. Tighten securely. If an integral fuel filter is used. Install
pressure relief spring, filter element with the large open end toward inlet nut, filter gasket inside inlet
nut: then install inlet nut and gasket. Tighten securely.

42
Assembly of Choke Mounted on Throttle Body (Fig. 26)

FIGURE 26

1. Install intermediate choke shaft and lever into choke housing. Lever on the shaft should hang
downward between mounting bosses.
2. Install a new gasket, then Install choke housing on throttle body using (2) attaching screws.
Tighten securely.
3. Assemble choke piston to choke piston link and lever assembly with piston pin. Then install
choke piston and lever assembly into choke housing. Attach choke piston lever to end of
intermediate choke shaft with retaining screw. (Make sure flats in lever hole line up with flats on
intermediate choke shaft). Tighten retaining screw securely.
4. Install intermediate choke rod to upper choke lever and intermediate choke lever. Retaining with
clips provided.

Adjust choke piston as outlined under intermediate choke rod adjustment in the Adjustment section.

5. Install baffle plate inside choke housing. Then install stat cover and coil assembly using a new
gasket.

43
 Adjust the thermostatic coil as outlined in Adjustment section. Install (3) cover screws and retainers
Tighten securely.

Assembly of Split Choke linkage (Fig. 27)

FIGURE 27

1. Assemble choke housing to throttle body as described previously.

2. Assemble flat washer on intermediate choke lever end of choke rod, then insert the end of choke
rod into the intermediate lever and fast idle cam. As shown. Retain with clips.

3. Install fast idle cam to throttle body, retaining with fast idle cam screw. Tighten securely.

44
Choke modifier disassembly and assembly (fig. 28)

FIGURE 28

1. Remove clips from choke modifier rod and remove rod.

2. Remove the screw from the index lever and remove the upper modifier lever.

3. Remove choke cover screws and retainers, then remove choke cover and coil assembly.

4. Remove lower modifier lever from the end of the throttle shaft by removing the retaining screw.

45
Typical three two-bore carburetor installation (fig. 29)

FIGURE 29

Operation

In this installation, three Rochester 2-bore carburetors are mounted in tandem. The center carburetor
called the primary carburetor contains all the conventional systems of carburation, including Float
Idle Main Metering. Power, Pump, and Choke. The Front and Rear Carburetors, called the secondary
carburetors to contain only Float, Pump, and Main Metering Systems. The Primary (center)
carburetor is the only one used during idle, warm-up, and part throttle operation. During idle and low
speeds, the two secondary (end) carburetors are kept out of operation by closing springs externally
attached to the throttle shafts.

The throttle valves and accelerator pumps on the secondary carburetors are operated by a vacuum
diaphragm which is controlled by a vacuum switch mounted on the center carburetor. The throttle
shafts on the outside carburetors are connected by a common rod so they will both operate
simultaneously Controlled by the vacuum diaphragm.

During idle and part throttle ranges the center carburetor feeds fuel while the outside carburetors
remain out of operation. The two outside carburetors operate in the following manner: A vacuum
switch located on the center carburetor is operated by a tang on the accelerator pump lever. The
vacuum switch is connected directly to the engine vacuum. The switch has a vacuum line that runs to
the vacuum diaphragm mounted on the front carburetor. The vacuum diaphragm is connected by
linkage to the throttle lever on the front carburetor.

46
Three Two-Bore Carburetor Installations (Cont.)

On normal acceleration, only the center carburetor feeds air and fuel until the throttle valves are
opened approximately 60 degrees. When the throttle valves reach this point a tang on the pump lever
of the center carburetor opens the vacuum switch which applies vacuum to the diaphragm. Vacuum
applied to this diaphragm opens the throttle valves on both front and rear carburetors simultaneously
allowing air and fuel to feed on the accelerating and main metering systems.

On deceleration the vacuum switch closes, shutting off all vacuum applied to the diaphragm. Air is
then bled from inside the front carburetor air horn by another line through the vacuum switch to the
vacuum diaphragm unit. Allowing the diaphragm to return to its normal position under spring tension
thereby, closing the throttle valves on both end carburetors. The two end carburetors feed fuel and air
any time the throttle valves in the center carburetor are opened approximately 60 degrees or more,
except during the engine warm-up period.

The choke operates basically the same as the choke on the standard 2-bore carburetor. However, there
is a lockout lever located on the front carburetor connected to the choke shaft by a rod. This lockout
lever automatically keeps the front and rear carburetors out of operation by locking the throttle valves
closed until the engine is thoroughly warm.

Carburetor Systems

All six basic operating systems described previously are used in the center carburetor, while
secondary carburetors (front and rear) have only float, main metering and accelerating pump systems.

The systems are identical in operation on all three two-bore carburetor installations except that
calibration differences will vary between engine applications.

Service

On some three two-barrel carburetor installations the vacuum diaphragm is mounted on the rear
carburetor and is connected to the rear carburetor throttle lever by a link. The choke lockout lever is
also mounted on the rear carburetor and is connected to the center carburetor choke valve by the
lockout rod.

The operation of this type of installation is identical to the standard unit previously described. The
only differences are in the vacuum diaphragm and choke lockout adjustments which are made on the
rear carburetor. instead of the front carburetor.

Service procedures are similar to those described previously. Refer to the -C. section of the parts
manuals for all adjustment procedures and specifications.

47
Thermo-Lockout Valve (Fig. 30)

A temperature-controlled valve is used on some applications. In place of the choke lockout linkage to
keep the end carburetors out of operation during the engine warm up period. The valve controlled by
engine water temperature shuts off all vacuum applied to the vacuum switch on the center carburetor.
Until the engine is thoroughly warmed up.

When the engine temperature reaches approximately 145° F the temperature-controlled vacuum valve
opens. Allowing the vacuum to be applied to the vacuum switch. The vacuum switch on the center
carburetor operates in the normal manner. It opens at approximately 60 degrees of primary throttle
travel. applying vacuum to the diaphragm on the front carburetor. which in turn opens both end
carburetor throttle valves.

48
Adjustment Procedures and Specifications

FIGURE 30

49
 PARTS DETAILS

PARTICULAR TYPICAL EXPLODED VIEW – MODELS 2G,2GC, 2GV

1. Choke cover and coil assembly.
2. Gasket - choke cover and coil.
3. Choke battle plate.
4. Screw - choke piston lever.
5. Choke piston lever and link assembly.
6. Screw - choke cover attaching.
7. Retainers - choke cover.
8. Choke Housing assembly.
9. Gasket - Choke housing.
10. Screw - Choke housing attaching.
11. Choke piston.
12. Plug - Choke housing.
13. Pin - Choke piston.
14. Screw - Idle vent valve attaching.
15. Idle vent valve holder.
16. Idle vent valve.
17. Idle vent valve assembly.
18. Screw - Air horn attaching (long).
19. Screw - Air horn attaching (short).
20. Choke shaft and lever assembly.
21. Choke valve.
22. Screw - choke valve attaching.
23. Pump shaft and lover assay.
24. Clips - pump rod attaching.
25. Pump rod.
26. Fitting - fuel inlet.
27. Gasket-air horn.
28. Needle and seat assembly
29. Power piston assembly
30. Inner pansy lever.
31. PUMP Plunger assembly.
32. Clip-pump plunger.
33. Spring - pump duration.
34. Float hinge pin.
35. Float assembly.
36. Screw - Cluster attaching (outside).
37. Screw - Cluster attaching (center).
38. Venturi Cluster assembly.
39. Gasket – Venturi cluster
40. Power valve and gasket assembly.
41. Main Metering Jet.
42. Retainer - Pump discharge Spring.

50
43. Spring - Pump discharge.
44. Ball -Pump discharge (steel).
45. Spring -pump return.
46. Float bowl assembly.
47. Choke rod.
48. Fast idle cam.
49. Screw - Fast Idle cam touching.
50. Gasket - Throttle body to bowl.
51. Screw - Idle speed.
52. Throttle body assembly.
53. Gasket - carburetor to the manifold.
54. Spring - Idle mixture needle.
55. Screw - Idle mixture.
56. Screw 8. Lockwasher - Throttle Body
attaching.
57. Choke - Vacuum diaphragm assembly.
58. Hose - Choke vacuum diaphragm.
59. Choke vacuum diaphragm assembly.
60. Link - Vacuum diaphragm to choke
lever.
61. Lever - Choke *haft lever.
62. Clip. Vacuum diaphragm link.

51
 General Instructions

• Take lots of pictures as you take your carburetor apart. This will give you a reference of where
things go.
• Using a cookie sheet with folded up sides will help keep parts from falling on the floor.
• We suggest not removing the throttle shaft, valves, or choke shaft unless they are corroded, or
very dirty. These parts can be easily damaged and are difficult to re-assemble.
• Instruction sheets that come with our carburetor kits are somewhat generic. It may not match
your parts exactly.
• Do NOT use WD-40 around your carburetor. It reacts with ethanol.
• Using Silicon Spray Lubricant on the gaskets will help with sticking in case you need to take the
carburetor apart again.
• Be careful after taking the top of the carburetor off. Turning the carburetor upside down may
cause parts to fall out and you won’t know where they were.
• Screws and jets that are frozen can often be removed after heating outside the screw or jet.
• Stuck check balls can be removed by heating the outside of where the check ball resides and
tapping the carburetor on the work bench.
• Do not discard any parts until complete done. You may have to refer for size, or matching.

Cleaning:

• Clean with carburetor dis-assembled.

• Soak all parts except rubber & electrical in Simple Green for 2 hours. Aluminum parts will get
discolored if left longer.
• Wash parts with hot water if available to remove all chemicals.
• Blow out each passage way taking special notice of the smaller ones. Test each passage that air
goes through the entire passage.
• Blow out the idle mixture hole.
 • Check any hole above the idle mixture hole (inside the bore). This is the idle discharge and often
becomes plugged.
• A tooth brush can facilitate cleaning parts.
• Soda blasting, then washing again will make the carburetor look good any will clean any minor
deposits.
• Any corrosion, or deposits that are hard to remove may indicate the passages are also corroded
and the carburetor should be replaced.
• If your engine has been sitting for 6 months or more, the gas has probably turned, and the gas
tank will need to be cleaned as well as the fuel lines. Flushing new gas through the tank will not
be enough.

Assembly:

• Do NOT apply any gasket sealant on any of the gaskets. Gas will break sealant part and the
particles will clog the small passages.
• Test your float.
o Brass floats should be immersed into hot water. As the air inside expands any leak will
be noticeable with air bubbles.
o Plastic, or Nitrophyl floats should be weighed. The weight is in grams. Check our
technical pages for any weight specification that we may have.
• Most gaskets will fit as expected, but you may have to trim some, especially under the venturis.
• Your kit may include multiple gaskets in order to get better coverage out of the kit. Use the one
that fits the best. Look for any opening the gasket may leave allowing air into the carburetor.
Some holes may be casting holes that don’t lead to anything and do not have to be covered.
• Mounting gaskets for multiple bore carburetors do not have to have matching holes. Example a
four-barrel gasket can be open in the middle instead of 4 holes as long as the carburetor has
some kind of passage between bores. The passage is between primary, or secondary, not both.
• When adjusting the float be careful not to put any pressure on the needle. The viton tip is easily
damaged.
• Most idle mixture screws can be cleaned using a soft wire wheel. Inspect for any scoring, which
would indicate over tightening. Screw with scoring should be replaced.

Accelerator Pumps:

• On leather cups run your finger around the inside of the cup to break any manufacturer sealant.
• Apply 2 drops of oil to cups (leather, or rubber) before inserting into carburetor. Do not soak the
cup in oil. The swelling of the cup needs to happen inside the carburetor. Allow the 2 drops of oil
and the gas to do its job naturally.
• Twist the pump as you are inserting to help keep the cup from curling or folding over.
• Test your accelerator pump circuit before putting the top of the carburetor back on. Our
technical pages have instructions on how to do this for most carburetor types.
• Pump wells are usually slight tapered, and the pump will not seal until it gets towards the
bottom.
2 JET Adjustments

Choke Rod Adjustment – Split Choke

This illustration is for a 1964-65 Pontiac but will also match other applications.

Place the fast idle screw on the 2nd step of the fast idle cam next to the high step as shown. Make sure
intermediate choke rod and choke rod are in the ends of slots in the intermediate choke lever by
pushing upward on lever.

Bend the choke rod until the proper gauge (.055) will just fit between the upper edge of the choke valve
and air horn wall.

Unloader Adjustment – Tri Power

With the throttle valves help wide open the choke valve should be open just enough to admit the
specified gauge (.16) between the upper edge of the choke valve and inner air horn wall. Bend the tang
on the throttle lever as shown to adjust.

Choke Lockout Adjustment - Tri-Power

To adjust, hold the choke valve in the wide open position. With the throttle valves slightly open on the
carburetor to which the diaphragm is attached, there should be a clearance (.15), as specified

Contour Adjustment – Tri Power

To adjust, hold the throttle valve completely closed. With the choke valve on the center carburetor in
the closed position and the choke lockout lever rod connected, bend the lockout tang on the throttle
lever to obtain specified clearance between the lockout lever and tang on the throttle lever of the
carburetor to which the diaphragm assembly is attached.

Thermostatic Coil Rod Adjustment

To adjust, disconnect the upper end of the choke thermostatic coil rod from choke lever. Hold the choke
valve completely closed and pull upward on the thermostatic coil rod to the limit of its travel. The end of
the rod should slide freely into the hole in the choke shaft lever. To adjust, bend rod.

Tri-Power Linkage Adjustment

Disconnect the end of throttle actuating rod which connects the throttle levers on the front and rear
carburetors. With both throttle valves closed on the front and rear carburetors, the rod should center in
the slot in the throttle lever. Bend the throttle rod to adjust. Connect throttle rod after adjustment. Set
connecting link between center & rear carburetor. Loosen lock nut. With the center carburetor manually
held to wide open throttle, turn adjusting nut to give wide open throttle on rear carburetor. Tighten lock
nut.

Vacuum Switch Adjustment – Tri Power

Open the throttle to wide open position and measure the distance from the top of the post to the top of
the vacuum switch. This distance should be as specified. If adjustment is required, loosen the switch
attaching screws and move the switch up or down to correct. Be careful not to bump or bend the lever
after adjustment has been made. Open and close the throttle to make sure that the arm on the pump
lever does not bind the post on the vacuum switch.