I have a 72 centurion with the w engine code which is supposedly a bit higher performance than the standard 455 Anyhow it's a lower mileage car appearing unmolested The carb was acting a bit lean so I figured it's old I'll go through it Turns out upon pulling it the bolts were a bit loose but I'm here so onward I pull it to see a number 7042243 mb Seems to denote 455 manual trans application 1972 Carb looked to have come on it Just wondering if I should be worried about metering differences possibly Car pulled hard so.....
I would sell that carb , get a fresh "1540" that carb is a RARE one, not many 455 4speeds in 72 One of the builders may even just take it in exchange for a fresh one,...i would
No worries using that carb in place of the 2240 auto carb. Although the others are right it's a rare carb.
I appreciate the responses The whole car is kind of an odd ball Only options that matter are ac and amfm stereo besides the w code 455 It moves fairly well believe it or not Can't wait to get the carb back on this evening Thanks again!
Could be for California 455 car based on Teambuick. https://www.teambuick.com/reference/carburetor_numbers.php It is highly desirable for a 72, GS455 4-speed, even though Teambuick doesn't show for manual, 243 is for a manual 455. Only 96 (84 hdtp, 12 conv) '72 GS455 4-speeds were built with that carb. http://www.buickperformanceclub.com/GSprod.htm What is the date code? Troy
Thanks Ethan I thought this was stolen from me back in the 1980's so glad I NOW know the guy got my 1970 Hi-Compression 350 carb instead !!! LOSER LOST!!!
The jets and primary rods are same on the 2240 or 2243. There would be tiny differences. The 2242 has some different Jets/rods!
Is that good or bad for mine, Mark? I am rare carb challenged Found my air pump and all in the same crate. Glad I throw NOTHING away lol
The Stage 1 carbs were calibrated a bit different John so they would be matched for the engine. Jets 2 steps larger and primary rods 1 step smaller on the 72.
Thanks, Mark. okay I better chill and let SpeedFreak get back to his thread, thanks for info & sorry for interruption SpeedFreak
POE stands for Pull Over Enrichment. It is a system used on most Q-jets on the secondary side to add some fuel when the huge secondaries come on line and it will continue to add fuel until the wells that the supply tubes are in go empty. It acts like a secondary side accl pump system. Since the system is activated by pressure differential (no pump is used) moving the holes under the flaps gets it going sooner and directs the fuel under the flaps directly into the intake. There were several attempts by Rochester to employ secondary POE in manners that gave it a direct shot to the engine. Early Pontiac Q-jets used "slotted" secondary air flaps, later models located a larger exit hole directly in line with the flaps so fuel could come out under them. Many Qjets also used primary side POE so they could run a very lean mixture and it was very quickly supplemented if/when needed by quick/heavy throttle openings. When you see 6 tubes hanging from the airhorn the primary side POE is present. Early Pontiac carbs from 1969 and 1970 also used primary side POE (non Ram Air units) which located the tubes inside the main secondary fuel passages with exit on the primary side behind the choke flap. Primary side POE disappeared for the most part in the late 1970's when they went to the single main airbleed designs since they are more precise for fuel delivery across the load/speed range......Cliff
That's a wealth of information ! So.......I cleaned my carb. The erroneous 3 cleaned up to read 0 So I guess it's good and bad No I don't have a rare q jet but I do have the original one lol