Carburetors Are WAY Smarter Than You Think! Tuning Guru Bill Pink Shows Us Why (Carb vs EFI)

[@melissatuason2395]

My husband says this about carburetors in terms of physics. " It is the only fuel & air metering device that has endless adjustment using the natural law of physics without the aid of an electronic computing device. It uses atmosphere and ambient temperatures and pressure to regulate its functions which subtitues computers etc." He is a mechanic anymore but during his time has built & modified several different types of carburation systems. He also said what he learned isnt even close to what else a carburetor can offer as far as its real potential. Its a computer within itself.

[@Stapleton42]

Very true!

[@70ixlr86]

Couldn't be said better. But computer control is so shiny! It must be so good , lol

[@melissatuason2395]

@@70ixlr86 ha ha ha oh well my hubby is just an old soul i guess. He doesnt know anything else.

[@l77scmaro2]

​​@@70ixlr86 EFI, if one knows what they're doing, is faster not nessisarly better. It's a laptop and a couple minutes top for me to change fuel and timing on my efi coyote vs my carbed sbc where I need a bunch of tools. Both have their merits. My efi (which also controls ignition) cost 2500, the carb and distributor 700.

[@brandnew2848]

Holley still makes hundreds of thousands of carb per year and not everyone can afford EFI and all that goes along with it. That is why the "pump and squirt" system still works, now we have men like Bill Pink who goes that extra mile to explain how everything works and what doesn't work. YES we need to see an advanced tuning video with Bill.

[@hangonsnoop]

I would love to see a carburetor tuning video from Bill! It would be an amazing learning experience. I would also appreciate hearing why he has decided to stick with carburetors.

[@kari53]

Love carbs. When it comes to Carb tuning and prop tuning, it was the one thing I had over many others. From GoKarts, to motorcycles, boats and cars or whatever. If it had a carb I found power and drivability.

[@stevenbongiorno9277]

This guy knows his stuff!! He’s showing me what I’ve always tried doing modifying Holleys. I’m saving this video for later when I need a reference. This is Gold!

[@Stapleton42]

Awesome!!

[@stevenbongiorno9277]

Thanks! This was so informative! This is why I love watching your videos! Keep up the great work!!

[@rolokyber]

These videos never disappoint Mitchell, having these professionals explain there craft is awesome.

[@Stapleton42]

Glad you like them! I love learning this stuff

[@michaelgroves7178]

💯% AGREE WITH YOU!!!!!

[@michaelgarrow3239]

Pretymuch everything is a secret… 🙄

[@Bbbbad724]

Learning is what makes all of this so much fun! Thanks for sharing it!

[@michealbeethoven3868]

Thanks!

[@Stapleton42]

Thank you so much!

[@JaredR1996]

I’m a full carb guy through and through. My ‘85 C10 is carbureted and runs perfectly. I wouldn’t change a thing on it. Thanks as always Stapleton for giving us another very informative video

[@Stapleton42]

thank you for being here Jared!

[@MrTexasDan]

There's a big reason why your 85 c10 came with a 5.0-liter 160 hp V-8 and a 2023 Silverado 5.3 starts at 310 hp.

[@OldBeaterGarage]

@@MrTexasDan Plenty of carb'd engines out there from the factory that exceeded 310hp long ago. In 1985 GM was using the 305 for fuel economy and it had no compression or cam in order to pass emissions regulations. The LS with a carb on top of it won't lose any HP, the HP is all in the Head design and cam profile. The EFI just helps with daily drivability.

[@MrTexasDan]

@@OldBeaterGarage There were smoggy 5mpg beasts that got better than 310hp. Not many. And today low-end v6s are doing 300+ hp.You forget that even more strict emission regulations are in place today, along with poorer gasoline. So what's the difference between then and now? Well, the combustion chamber got better, which accounts for some of the improvement. And ... wait for it ... EFI.

[@OldBeaterGarage]

@@MrTexasDan yes EFI is good for MPG but it is not the reason why modern engines make more HP which you originally alluded to. In the 70s and 80s the tech wasn’t mature enough to make the cars meet emissions standards so they did what they could with what they had. Which meant lowering compression and reducing the cam duration and lift, which killed hp. There were still V6s making the power you speak of in the 80s as well albeit turbo and EFI but on top of a Buick motor designed in the early 1960s. Even in the early 60s a puny 3.5 liter engine was pushing into more power numbers with Turbos and water meth. The modern stuff is not new miracle tech.

[@kennyfrancis4002]

Worked with Bill for many years. Great guy and great engine tuner. Glad you guys went to see him.

[@ilovehappyemos]

Absolutely incredible. Truly blown away by the information provided and can't wait to see what else you learn from Bill. I would LOVE to see Bill show us a head to head dyno test between maybe EFI, an out of the box Holley, and his works of art. So excited to see a channel providing so much knowledge and truly showing how much goes into hot rodding. You definitely have a knack for finding the people who pour their heart and soul into finding those last couple percent in things. The passion people exude for this is so awesome to see!

[@Stapleton42]

Thanks man!!

[@xJackHunter]

@@Stapleton42 you gotta try to make this comment happen

[@bradgriffith4231]

I don't know about this guy's carbs, but Pro Systems carbs are as near perfect out of the box as one can be. My buddy Alan's, All Motor on race gas, 80s Olds S/C Cutlas had run 8.16/165 for 15 years with both a 540 & his 555(Reher & Morrison told him his engines make 50 more HP than theirs). He bolted on a Pro Systems carb, never touched the curb idle speed or A/F adjustments & went 7.96/168 first pass out of the trailer in Phoenix, in June, with an Altitude Air Density of 4,000 feet(that's 7.70s/173 at sea level with 70 degree air).The guy that owns the Fuel Injection University in Parker, AZ. & also tunes the Elite Motorsports Pro Stock cars told Alan in private convo, that "F.I. doesn't do ANYTHING better than a properly tuned carb". BTW, Dyno tuning is a waste of time & $$$ because the jetting & timing is NEVER the same in the dyno room as it is on the track because the loadings & atmospheric conditions are NEVER the same!! My 89 C1500 NASCAR look hot rod with a 409ci small block & a 750 CFM Holley Street HP Dbl Pumper carb makes almost double the HP & gets better fuel economy than my 2004, 2WD Tahoe. It did, however, take considerable time & a lot of knowledge to properly tune it.

[@bradgriffith4231]

Carbs & some of the builders are amazing. My buddy has a Super Comp door slammer that had run 8.16 without the stop for 15 years with both, his 540 & later rendition 555 BBC. He did nothing other than order a carb from Pro Systems, built on the bench & never seeing the car. He bolted it on, did NOT touch the idle A/F adjustments not the curb idle & went 7.97 first pass out of the trailer.

[@jdmills4370]

11:37 I’ll speak for everyone here when I say “hell yes we would like to see advanced carb tuning video with Bill” Bring Lake Speed, Jr too…..

[@KEIFabrication]

Yep. I watched the Ed Pink episode. I almost cried when you revealed his shop was being torn down to make room for the Olymipics. My first trip to a drag strip (Connecticut International Raceway in East Haddam CT) as a young teen in 1978, I took a picture of a Funny Car in the pits. The picture I took was of the Ed Pink Blown Hemi engine with his decal on the engine. I felt like I was seeing something I would never see again. I still have that picture 44 years later.

[@young11984]

Took me many years to learn how to properly tune a carburetor but it is very rewarding.

[@blkcoupequattro]

With a carburetor, you also have a pressure drop across the throttle plate, so the fuel has a cooling effect sometimes cool enough you get ice on the intake near the throttle plate base area, or the runners .... Cold air is dense air, entirely why they make more HP, than injection systems.

[@mattgbarr]

I've tried to explain the benefits of the colder IATs that carbs offer to so many people, and most just won't listen.

[@jefferyrobertson7520]

Bill Pink Son Of Ed Pink Was So Amazing Engine NASCAR V8 Motor From The 70s 80s And Early 90s Thanks For Uploading

[@jblow530]

Being a life long carb guy, I can really appreciate this one! Long live the carburetor!

[@dennisrobinson8008]

Carby

[@tngtacticalmiata1219]

Agreed.

[@youtubecomments5951]

But it’s basically dead now. In fact fuel injection is dying too. Battery powered are taking ober

[@erikturner5073]

​​@@youtubecomments5951you proved that there's always someone out there who will say something STUPID! EV sales are still down!

[@youtubecomments5951]

@@erikturner5073 in the past 10 years it’s been going up and they have a little dip and you talk as if it’s done for. Stupid. Ev sales has been the highest past 2 years than in the past 20 years. And a country with 1.4 billion people. Half their cars are ev.

[@arthurfricchione8119]

Very technical with knowledge that will fly over many of your viewers heads. Most guys say racing on the street are tuning with jet sizes and power valves and fuel octane and turbos. Carburetors are amazing. Would of never visualized any of the science and engineering that goes into a carburetor without videos like yours. An overview video of a diesel engine would be interesting. I personally have very little knowledge of how a diesel works. Thanks for sharing the technical side of racing. 👍👍👍

[@kinotransam]

You could start a whole separate video series on carb tech and tuning with Mr. PINK that would be highly successful 👌

[@tngtacticalmiata1219]

Would definitely love to see a whole series of carb tuning videos with Bill... Guys like that are getting more and more rare...

[@rickj1983]

Wow. I just happened to be browsing and saw this video and decided to watch it. Insane amount of knowledge floating around there. I'm probably going to watch this video again just to soak up what they were saying. I've always been curious about why the carb is built the way it is and what makes it work. Thank you!

[@Stapleton42]

Thanks man I’m glad you found it!

[@daveheath3728]

I just found this video and absolutely love it . I knew of Ed Pink from the 1960s going forward as the absolute (Old) master of performance engine building , and love and admire the wisdom and understanding that the old school guys like Clay Smith , Ed Iskendarian , Vic Edelbrock and Keith Black , to name a few possessed . I am thrilled to know that Ed Pink had a son who learned at his fathers side all of of the wisdom that the Old Master could pass down to him . ❤️😎👍

[@brandonenglund7516]

Funny I just looked up Bill Pink’s phone number yesterday to ask about buying one from him or sending one off to have him rebuild and here he is. Awesome video, very detailed.

[@lollipop84858]

Why is that funny? Why is a social media and phone algorithm funny?

[@Shadow0fd3ath24]

watching Bill on Old Mans Garage adjust his carbs for him and his sons from SRC are where ive seen all the car carb info and how they work. But this was even more in depth! Amazing all the adjustments and different things they have to do

[@deantait8326]

I’m still a carb fan and drag racing years ago, Dave Braswell was the carb guy for Holly’s. I’ve been out of auto racing so long, I had no idea about these guys. To me in LA Pink was nitro Hemi’s or Hot Dogs. Thanks for the introduction and info. And congrats on your channel !

[@Stapleton42]

thank you Dean!

[@I_like_turtles_67]

I haven't had a hotdog from Pinks, but I am probably gonna get a pink carb in the near future, lol.

[@jawmedia7575]

Diesel at cruise speed each valve has air pressure sitting on the intake valve all the time. No worries about intake runner length. Valve opens air enters valve shuts. No vacuum

[@MM_in_Havasu]

Love these tech videos, very interesting to me as a lifelong gearhead. You & Logan keep up the wonderful content, right there with you all and appreciate your work in all this! Thank you guys!

[@dondotterer24]

I have a Cadillac 74 500. Never understood why it had the smallest jets that GM used. I richened it up even with bigger metering rods and it ran rich. I learned the hard way for sure.

[@PiDsPagePrototypes]

This is all awesome for the Holley brigade. Thing is, Holley's big 4bbls make really good Race carbs, where most of the time they're wide open. But for street driving, day to day stuff, if you can find someone who can tune them properly, a Thermoquad with Electronic Ignition, or a Quadrajet with E.I., can get very very close to matching the economy and emissions of EFI, but with crisper throttle response feel. At the limit, especially for emissions, EFI is always going to win, but the real win for EFI is the much lower maintenance required for the average driver in the average car. Carbs require a lot more maintaining, and if they drift off tune even a little, you're stuffed,...

[@bradgriffith4231]

BULLSH!T!!!! Holley carbs can get excellent fuel economy & work GR8 at all RPM & throttle opening! Maybe you need to learn to actually tune a carb. The new performance Holleys have all the adjustability that Webers have had for decades!! One of the best tuners alive runs the "Fuel Injection University" & tunes the Elite Pro Stock cars & several of the factory shootout cars & he will tell you in private that FI doesn't do anything better than a "properly tuned" carb! Thermo Quads & Carters(Edelbrocks) have been JUNK forever. Holleys, Webers, Quadrajets, the 60s Motorcrafts top loaders, & the 70s Ford spreadbore ARE the best carbs ever manufactured & are highly tuneable, IF one actually knows how to tune a carb!

[@glennfoster7288]

All good information for those that don’t know. There’s so many things that we do to these to get power. I’ve been modifying carbs for decades.😊

[@Bbbbad724]

My 780 with the choke milled off and down leg boosters, it’s a 3310-1 with blocks on both ends and it is a monster of a carb. I made an air box like that for my 65 Galaxie 394 FE

[@MrRanggong]

Another vote for a carb tuning video. Especially if you can get one of the older masters to do it. Those guys are a national treasure.

[@chetcalhoun613]

Diesel fuel management is different than carbs…and EFI…there’s the old school with a pump and injectors, or like the old Detroit Diesel used unit injectors, and then there’s todays diesel that uses an ECM to control fuel delivery…and timing. It’s all pretty cool though. I found it easier than tuning carbs… great video! Keep up the good work!

[@dons1932]

His stuff is so bloody expensive and you can see why! You're paying for 70% of his knowledge, and 30% of the parts. Awesome video, some very cool tech!

[@lollipop84858]

It's not his fault you can't afford it

[@bcbloc02]

Old school diesels pull all the air they can all the time. They often can be running air fuel ratios close to 30 to 1. Some newer diesels actually run throttles to limit the pumping losses and improve fuel mileage. One of the reasons diesels get good mileage is they are high compression. Another is there is more energy in a gallon of diesel fuel. Heat rejection also plays a role. There are some factory Diesel engines now running better than 50% efficient which is like formula 1 good

[@davidgold5961]

This level of technological development is analogous to what was happening during and after World War II with radial engines. They were combining turbochargers with superchargers and getting huge increases in power, all before fuel injection. And yes, the carburetors they were using were very, very sophisticated.

[@johnbutera5805]

C'mon, Lake!!! The fuel injection system "listens" for the air signal AS IT ENTERS THE INTAKE, even BEFORE a carb would see a signal. A carb is a passive, reactive device, while FI is an active and proactive device!! Also, each cylinder is metered fuel individually. Unless you're running webers, carbs don't come close!! Finally, FI can deal with changes in air density on the fly, unlike a carb!! Less of a restriction, too!! The carbs main advantage is its simplicity, as well as a cooling effect under WOT. Having said all of that, though... I would love to hear more about carb theory and tuning. Receiving knowledge from knowledgeable people never gets old!! 😊

[@waynep343]

Biggest trick on a street carb. Tuning the Idle Feed Restrictor. With air fuel ratio gauge and oxygen sensors installed. Bring the RPMs to 1700. Is the engine rich or lean. Change only the idle feed restriction. Nothing else. Try again. Holley ships carbs with 0.031" idle feed restrictions. The computer flow bench at holley is set for that size to verify operation. 0.031 is great for a 327 or 331 cube engine. A 347 to 355 needs a 0.032 ifr. Get the ifr sized connectly. You will have trouble keeping tires on the rear wheels.

[@aceprater5397]

As the new owner of the new Edlebrock Double Pumper for my old bronco, I found this info very informative. The details of air bleeds and orfaces etc is amazing. Great Video!

[@Stapleton42]

Glad it was helpful!

[@JeroddDentonBock]

Always excited for these videos!! I truly appreciate all the hard work you put into them!!

[@Mwierenga]

Absolutely love the content talking with the old school gearheads. So much knowledge to be learned.

[@split150]

That was awesome. As many carb segments as Bill will do, is the amount most people would probably love. That was excellent and felt like just an appetizer.

[@Stapleton42]

Glad you enjoyed it!

[@newtonfirefly3584]

@@Stapleton42 Bill Pink certainly has a good base of information and mechanic level knowledge with carburetors, as he explains in this video. A. However, Bill only described the single carburetor type design with multiple venturis, with the commonly used primary/secondary arrangement, design, also with a four barrel design, with which this single carburetor is attached, affixed, bolted upon a single intake manifold with air flow into each cylinder head. B. Bill does not describe the issues, problems, lacking with carburetors, compared with fuel injection and the reasons all basic level to higher performance engines within racing to production shifted to fuel injection, especially earlier within European engines along with the early Corvette LT1 engine for the Corvette SS and production C1 1960-2, C2 1964-7 [only revived used beginning in mid-1980's (C4 1984, GM MFI, SFI especially V-6). 1. all MB "E"=Einspritzen=fuel injection from 1970's - early were mechanical as the LT1 2. Japanese also added FI earlier than most USA manufactures C. The descriptions Bill PInk presents as recorded in this video are clearly lacking the actual physics, principles, as Lake Speed, Jr. and other expert level individuals which have been interviewed, recorded, and posted on this channel. D. Also Bill PInk, actually distorts the realities about racing teams and use with engineers 1. Bill Pink may be similar age with me [63+], perhaps, since his father Ed, was born the same year as my mother; 1931 2. All liquid fuel rockets, for military and space applications were developed, designed by actual scientists and engineers -a. Werner Von Braun, german scientists, physicist, developed the first 'modern' liquid fuel rockets for Germany; V2 used during WWII. -b. a close friend, PhD Chemistry, Princeton Univ, born 1931, worked on liquid fuel rocket development at Johns Hopkins Applied Physics Laboratory, of rocket engines for US Military & NASA. E. All advanced, winning racing teams began having automotive engineers involved in development within their racing teams, especially since 1960s 1. Cosworth, engine designer, developer - engineer 2. Zora & Mitchell - GM engineers 3. Ferrari, Lamborghini, Porsche, Koenigsegg, Bugatti, Mercedes-Benz, etc. all developed by engineers 4. all early and advanced aircraft, spacecraft, ships, engines, turbine, jet, etc. developed, designed by engineers 5. Every racing team which Ed Pink became well known, involved with, since late 1960' onward and Bill Pink during his racing team carrier have engineers involved in the design, development, along with NASCAR, NHRA, IHRA, IndyCar, IMSA, FIA, F1, F3, G1, etc. F. Having engineer level expertise as Lake Speed, Jr, as he was involved with Joe Gibbs Racing [maybe still], also with TRD, Penske, Chevrolet Performance, PME, etc., certainly every motor vehicle, component manufacture, from the major, international, aftermarket, performance, racing, etc., all have, use engineers to design, develop their products, along with many companies were and are initiated, developed, started, owned by engineers within motor vehicles and certainly other modern technology, especially electronics [though MS, Tesla, Plantir, PayPal, ebay, fb-meta, some others were not - though key originators, partners involved were/are engineers] All The Best, Sincerely

[@JaegerWrenching]

Your channel has single handedly put more factually correct educational material out in 1 year than entire educational systems have their entire life. Any upcoming or even older "car guy" would be dumb not to just watch your backlog of videos and self educate. I appreciate your hard work! As for Diesel engines and your question... They move all the air they can all the time no air throttle required, you simply control revs by only injecting a specific fuel amount to meet your needs. Meaning you may only burn 1% of the available air in the cylinder and the other 99% is unburnt and just along for the ride, this is very unstable and unachievable without detonation in a gas engine "typically". The reason being the fuel is coming into the cylinder already mixed with the air. Gas engines control revs by restricting airflow and always targeting a stoich or richer mixture for compression stability. A diesel with it's direct injection will be moving all the air it can and be "lean" by gas standards, say 80:1AFR at idle/light cruise and as you tip in or ask for more power more fuel will be injected and so the AFR will start to decrease to about 18:1AFR,. AFR drops as your start burning more of that available air. After about 18:1 AFR in a diesel a lot of smoke is generated so it's not worth getting richer as people get big mad. Gas engines require stoich or richer for stability.. Diesel thrive on combustion "instability". It's why diesel fuel has a extremely low octane rating and is rated in cetane which is basically the opposite of octane.... The lower the octane the better it is for a diesel. You also inject the diesel fuel at roughly the same time you'd start your sparkplug ignition on a gas engine. After the diesel fuel is injected into the cylinder it lights off almost instantly. There is a lot to know but if you want to know more LMK i'll answer just about anything.

[@Stapleton42]

Very interesting!

[@sadiejustin]

Whew. 3 minutes in and I have to table this one until tomorrow. I am at least 2 beers farther along than I need to be to keep up with this level of knowledge dropping. Thanks for this one for sure!

[@Stapleton42]

😂😂

[@mvg-1776]

There is a whole lot going on inside a carb it is an amazing piece of engineering.

[@bradcarson3119]

I worked with Bill at Evernhams years ago there is none better in the business. Super nice guy was fun to work with. Thanks for the memories Bill

[@common_sense_help_desk]

Have him go over all the things he said he could talk about for hours. Make it a series if you have to. I love the technical stuff about all the different engine parts especially the carburetor.

[@Stapleton42]

Thank you Travis!

[@common_sense_help_desk]

@@Stapleton42 have you ever thought about doing a video with smarter every day? To make a high speed video showing a carburetor in action. He really gets technical when explains things. You could build a clear intake manifold. Then put food coloring in the fuel to see if you can see it moving through the manifold. He made a clear carburetor for a small engine. It was really cool to see how the fuel moved in the carburetor. If he's willing to do it I could help increase your views as well.

[@donnieearlharrisjr5941]

I had the pleasure of bumping into Bill Pink at the Carolina speedweeks last night. I told him I saw the video with Mitchell and he couldnt have been a nicer person! So approachable !!

[@garysanders676]

Another great education on engine functionality with 2 of the best. Lake jr is always the very best. His simple explanations are perfect. He is making the rounds to other channels. A freaking rock star of motor sport tech. Thank you for having him.

[@waynekaminski5438]

Back when I automated oil refineries, we did this on a big scale relative to what you are doing on a miniature scale. Similar to doing Dyno runs, I would bump test and step test various control signals (flow rate, pressure, temperature) to excite a running plant, measure the responses and then crunch numbers to build the response curves (models of the process plant being tested). All the modeling had to pass the muster of my engineering training. Similar to mapping horsepower from a Dyno test. Then I could start the tuning. All of my work was from use of matrix math, knowing how to ratio different model gains to keep the matrix calculations stable. The model curves were numerical and set inside the matrix. Control of the plant came from inverting the matrix every minute to calculate the future move plan deployed to drive controlled variables to their optimized value. Testing took about 2 weeks of around the clock work. Modeling took 2-3 months. I was dealing with matrix sizes of 12-15 independent variables and 40-60 dependent variables ( for example a 12 × 40 matrix). Tuning was done using the model curves, a matrix massaging was based on running optimizations that set model gains to minimize a matrix stabilization number. Then I deployed this matrix controller on the live process unit, training the board operators (the drivers) on how to use this. Then I would be constantly talking to the operators about what worked and what didn't, and from that feedback, I would further tune using gain ratios or modifying model curves. All of this automation saved on average 10-12 million dollars a year on just one process plant. Uptime was about 95% of the year. Board operators would enter desired product specs, and the automation adjusted the process in a lowest cost manner to hold to those desired specs, often while dealing with disturbances like air temperature changing from day to night, feed composition swings, and others. Your videos are the best!

[@Stapleton42]

Wow that is a lot of information lol. Thank you Wayne!!

[@dennisrobinson8008]

That's a ton of detail lol. You know how to tune.

[@robertheymann5906]

I worked with Billy at his Dad's shop in So California, cool dude and another very intelligent Mr Pink!

[@Stapleton42]

That’s awesome!

[@seanw2216]

There one of the best in the business extremely great people to deal with. bill and Billy are great at costumer service after the sale to make sure everything is perfect and your satisfied with your purchase 100% ...a little expensive but when you mash the gas pedal it will definitely make it well worth it

[@shafferjoe1962]

I have a secret, I have never really understood carburetors. I have read about them in both books and magazines and have a basic understanding. But listening to these two guys talk about it and the science and engineering behind them. Nothing short of wow. Can't wait for the metering block video. Once again another great video, thank you both for adventuring out to these people. God bless you both.

[@flinch622]

One thing that those new to carburetors face is very simple, but needs focus: metering block. One side [jets & power valve] manage fuel, the other side [emulsions & bleeds] manage air. Coordinating the two is where tuning begins. As brought up in the video, emulsions are worth their own discussion. To a point, sizing up emulsions [for the same size high speed air bleed] can increase fuel delivery, as the column weighs less & picks up velocity faster to the boosters - counter intuitive at first glance.

[@randywhite2335]

Just got rid of efi on my 86 f150. Couldn't be happier. Actually getting better mileage and more power.

[@Torquemonster440]

This is Awesome !!.. please do a deep dive with Bill on in depth carb tuning. That would be epic. !! As always, keep up the awesome awesome content !! 🍻 and , having Lake Jr. around is always cool too... [ saved to Favorites]

[@Stapleton42]

Thanks man!!

[@TheRyancamaro]

Big EFI guy here but if you put a DEEP nerd video out for a carburetor I would watch, take notes, and then rewatch and re take notes all over it.

[@Stapleton42]

Thanks Ryan good to know!

[@deankay4434]

Air jet size effects the main jets flow. Larger air jet is like a larger hole in the bottom of a beer bong slam. If you want it quicker, it is not just size but distance. The vacuum above the throttle valves effect the power valve. Want less lag time, shorten the beer can, put in a larger power valve. Large cams that lower intake vacuum at idle effect air jet to main jet, cause power valve to open quicker so install a smaller power valve. The distance between the air valve to main is fixed. This is air only until it reaches main jet. Bowl fuel equalizes as outside air pressure is done pushing it down. The only way to get fuel faster or slower is to change the main nozzle is to increase the size, reduce the size, raise or lower it. All of these actions are based off of the engine & intake it is bolted to. Then run a dynamometer test to note peak torque and make adjusts to the correct carb part that becomes more active at the point. As far a diesel, it is more about the heat of combustion that makes them more efficient with out a throttle valve. The point when an injector opens, keeps more heat in the cylinder on top of the piston to create a longer burn time. 1/3rd of the heat of gas engines goes out the cooling system, exhaust system and the block. Where as a diesel has 40% in the block, 35% in the coolant and 25% out the exhaust. This is we're suite comes from, a cooler exhaust. A filtering trap catches most of the suite, until the exhaust side pressure drops and the cylinder head side increases. The most common was to sense this, is a pressure differential filter sensor, engineers call a DPFE. Injecting an ammonia base liquid is a washing method but cheaper than a burning method to open the particulate trap! DK, Omaha. ASE Master Tech since 78. Retired.

[@70ixlr86]

Did I miss any mention of accelerator pump cam profile? asking for a friend... :)

[@PaulThomas-qo9vy]

Yes! Please make a Carb. Tech. 202 for detailed explanations of emulsion tube function, power valve tuning parameters, & that everything is related to Pressure Differential to move fuel. That "Pink" carb was amazing to see & hear its creator describe it. Nice!

[@davidaarons2488]

I'm an old retired auto tech that worked at a Cadillac dealership, enjoy this and engine stuff

[@Stapleton42]

Thank you David!

[@irieman442]

Bill should make a series ... so interesting

[@tonyramsey3798]

Stapleton, Thank you for bringing the inside views and tech that can only be described as priceless.

[@Stapleton42]

Thank you for being here for it Tony 💪🏻

[@lamarw9901]

Having been around short track racing and helped out on a SCCA GT1 team as a teen looking to learn what I could, carbs can be razor sharp and make power. The problems today are ethanol in the fuel, I can't keep lawn equipment running without going 87 ethanol free. Cars are just as bad. If you do get the carb to handle ethanol, the ethanol content varies pump to pump. Ethanol absorbs water, I'm in the humid south. Also with efi I can get injectors in the right size range, and the tuning software, I can tune it to stay running well. Carbs require more jets, venturis etc. and a new Carb isn't cheap. I spent the money to go to efi tuning school, so I do my own tuning and running NA it isn't that difficult to have a good running car. I could be interested in going to a school on how to tune a Holley. Every carb guy I've known keeps secrets and doesn't teach in the detail that I can find on tuning efi. The car runs great one day then bogs the next. I am not saying everyone should switch to efi, everyone should run with what they enjoy playing with. If you do enjoy carbs take the time to teach the next generation in person or on youtube.

[@davidbeard8803]

The content you're creating with the contacts you've made since moving to NC is off the charts. Keep it up! Will you be on Power Tour this year since it's right in your back yard?

[@Stapleton42]

Thanks man! Maybe I am not sure yet

[@mohanperformance.enginerd.1308]

I grew up working on carburetors. I love them. For some basic budget hotrods or cruizers. It can still be a fine answer. But its time to move forward. Lets talk about what they can't do. Like inverse timing control, nock sensing and control, driveshaft speed, traction control, instruments control and options, flick of a switch tuning options, trans control, waist gate and shift controls, ejection seats, progressive pwm control of anything including nos solinoids and how about data logging. A/F and timing corections in real time while you steer. Other than cost. Who doesn't want some of that? So for me its not that they are not amazing! They are. But they very much limit the cars and the potential drivers experiance. So for me atleast. A carburetor is a low cost back up plan. But they can run really nice and will make power! So for those that find efi gives them a migrain. Well nothing wrong with a Q-jet or a 1150 dominator. They work.

[@bradgriffith4231]

What you're mentioning has nothing to do with FI vs carbs. Any ECM can control everything you mentioned without controlling the air intake & fuel mixture. An MSD box can regulate the timing. Retarding timing reduces HP & IF you need it, you don't know how to tune or setup bite for sh!t!! BTW, Traction control is illegal in most types of racing in the U.S. IF FI is so GR8, please explain the reason that NHRA Pro Stock cars have run 1/10 second & 10 MPH slower(except for 1 pass, at Gainsville with 1,400 ft BELOW sea level air, still didn't come close on MPH) than they did with carbs, ever since changing to FI. & NASCAR engines still get the same fuel mileage they did with carbs, even though the HP has been reduced by 35-40%!

[@MEC1955]

Would Love a Carb tuning video with this guy....Greatly appreciate you giving us another INCREDIBLE Video !!

[@Stapleton42]

You got it!

[@moesizlac2596]

My wife's 16 year old Toyota Yaris has 345,000 kms (214,000 miles), gets regular oil changes at 3 to 5k miles, and lives in the great white north. I changed the spark plugs for the very 1st time just before 300,000 km mark (it was feeling a bit sluggish, but couldn't tell cuz, well, 106 hp on a good day.... ) they were worn, but not fouled or oily or black or anything. The only other thing that has ever been changed is the PCV, and that was back around the 200,000 km mark. It starts first crank, still gets the same mpgs as it did new, and it doesn't have any running problems, at all ever. Hot, cold, winter, summer, rain, snow, climbing a ski hill. And it has never needed any adjustment, or any parts (that's mostly a Toyota thing). It's mostly driven on short trips around town by someone who knows almost nothing about cars (my wife). THE POINT: There is simply no possible way that any carburetor could ever go this long without being touched. And because I change the oil so often there is no oil burning either, so...another 300,000 kms anyone? Carbs are great for having fun, but they will never be back in daily service. Not now, not ever.

[@chromediesel444]

As far my diesel knowledge goes. A gasoline engine takes a mixture of air and gas, compresses it, and with spark plug it ignites. A diesel engine takes air, compresses it, and injects fuel from injectors inside the cylinder head. The heat of compressed air ignites it. That's why diesel engines don't use spark plugs. Air can be used via turbo, supercharger, or naturally aspirated. Turbo most commonly used. Fuel works in many different ways. Pumps can be gear driven, belt driven, or electric. The one I have (Cat C-15). Fuel leaves tank, goes through primary fuel filter, then into fuel transfer pump, then into secondary fuel filter, then pressure regulating valve, and into the fuel supply to the injectors. Injectors can be mechanical or electronically timed. Mine kinda works both. ECM regulates the spray pattern while the function of the injection comes from overhead valves pushed by rocker arms thanks to gear driven camshaft. As far high performance goes from mechanical perspective, camshaft plays big role how you want fuel and air to be used. Turbos and pumps also.

[@stevebeck57]

I stayed to the end. Love what you do and give Shelby a hug for me.♥️👍🏼

[@stevenbongiorno9277]

This is awesome!! I’ve always been looking for someone to clearly explain carbs.

[@stevenickolaus5733]

Yes! More in-depth carb video. It's hard to get anyone to fully explain this magic.

[@CliffsideStables]

I’m 6’1” tall but this video was 10 feet and higher. Excellent job, keep these technical reviews coming. Tim in northern TN

[@joshuagibson2520]

Morgan Co, TN here.

[@sycocop1]

Great video demonstrating why fuel injection is superior to carbs. I'll be sure to show this video to my customers that are on the fence about going injected or carbed.

[@michaelgroves7178]

This was AWESOME!!!! Most of the stuff I don't have a clue on 🤣🤣 but very COOL to have experts explaining how carbs work anyway is still AWESOME!!! Thank you for making this video because I know a little more on how they work. I would take small engine carbs apart and clean them not totally understanding how they work. YES PLEASE do a video on diesel engines because I think that would be AWESOME to hear about them too!! THANK YOU for ALL OF THE THINGS that you do videos on because I really like them!! You get back behind doors that otherwise people like me would never SEE OR HEAR ABOUT!! So a BIG THANK YOU TO BOTH OF YOU doing this for us or me!!!

[@Stapleton42]

thank you Michael!

[@LesMorrisracing]

Hi Mitch and Logan, I got a Holly Dom carb off of Evil Bay cheap. The guy put in blank off of the power valves but didn't change the jetting, Lol. He said in a message the carb was Junk. I rebuilt the carb and it's worked great. It has adjustable air bleeds. I purchased a Altimeter gage because the altitude changes during the day. maybe get them to talk about that?

[@HELLKATMAVRICK]

Not gonna lie there has got to be some auto shop teacher here for high school or even college watching these videos an is like I'm using Stapleton42s vids to teach kids in class even better. Since social media an youtubr are so huge now. Full of knowledge keep these videos coming love them

[@Stapleton42]

that would be awesome if they did!

[@Bruce1Parsons]

Man would this be an excellent idea for a long form video like a podcast. I highly recommend talking about both the carb discussion and the diesel efficiency! Both are excellent points of thinking about how an engine is a balance of like a 1000 things at once. And certain manufacturers and racers just had the right needs on the payroll.

[@Bruce1Parsons]

Nerds*

[@SchClean]

Great post. Speed Jr is super knowledgeable I did see the one with Pink Sr. It's a shame L.A is kicking them out for a bus terminal.

[@sergiobatista8636]

Keep the tech videos coming! Some of the coolest content on youtube man

[@Stapleton42]

Thanks man!

[@chrisyanez2299]

Dude I’m really enjoying the deep dive content your giving us. Thank you for this friend.

[@Stapleton42]

Glad you enjoy it!

[@wheeln24-79]

Might be a day late but love every one of videos guys! Looking forward to another garage update when you get enough progress!

[@h.h.legacydiesel6724]

Don't hate me, l have been down for 2+months, lm catching up and loving all the engine tech, loving it !!! And a huge YES to wanting diesel engine tech on your Channel! ✌🏻🧡👍🏻🤘❄️ 🌬 🌧 🇨🇦.

[@Stapleton42]

Thanks man better late than never!!

[@nemoj7216]

You know what I learned - the complexity and amount of failure points of carbs vs. The simplicity of EFI. But, that's only possible due to this very detailed explanation

[@johnsnow1355]

Wide band was the game changer for carb tuning. No longer looking at plugs to try and determine the right jet sizes. I just bought a Holley brawler and I got it pretty close out of the box to run decent but finding headers or manifolds for a 85 trans am with o2 bungs is really difficult unless u have $$$$ for custom headers. That's my obstacle for now to get a wide band and start messing with jets and cams on the squirters. Also my car has a massive cam and barely pulls 5" of idle vacuum so almost everything out there on how to "tune" is for regular cam engines with 15" or more idle vacuum.

[@TheCrewChief374]

Definitely will be interesting to hear some informative insight into carburetor technology.

[@stevenbongiorno9277]

This is a great video! It’s made me realize stuff I didn’t realize as far as carburation goes in this intracate detail. Don’t mind my spelling

[@blueyhis.zarsoff1147]

Fuel curve tuning is the art of carbs as its not linear with engine rpm or throttle opening

[@MrsSunshine75]

Yes more carburetor tuning and learning vids!

[@markgray1119]

Hi Mitchell and Logan, loved this video, I learnt a couple of things. Lots went over my head but it was very informative.

[@paulwright2906]

I'm still running a carb . Glad to see this level of know how is still around.

[@Kuzican01]

SmarterEveryDay did a couple of videos about a year ago in depth on carburetors and it was also very interesting. Thanks you very much for sharing such great content on Carburetors.

[@robfultz7946]

Yep! I saw the video with his dad. Great work as always!

[@Stapleton42]

Thanks rob!

[@themotoroilgeek]

Good stuff. Bill is the man!

[@bennyhelgeson401]

I have built 8 hot rods all have carbs. This old dog struggles with new tricks.

[@blueduster74]

I still have carbs on all three of my old trucks and cars. Just use an AFR gauge with a wide band O2 to keep track. The only issue I ever run into is the occasional high altitude excursion in my Ramcharger in Colorado or the Sierras. I have an Edelbrock 1826 off road carb on it, Holleys on my Duster and D150.

[@Boss-mo3zf]

Yes most definitely a carb tuning video, close up of mods would be wonderful to!!

[@427_FE]

Looking forward to part 2, keep it going, great information here, thanks!!!

[@SARJENT.]

Hell yes, I want to see more carb vids with Bill.

[@chesspiece81]

I really wish you would get some of these old Nascar guys together to discuss the ways they encountered "people cheating or bending the rules" over their career in these racing bodies. Because I am 100% the top tier individuals you talk to would have never done anything that could have been considered "in the grey area"

[@Stapleton42]

Bill told us a good story after this video. We have the footage but have not used it yet!

[@chesspiece81]

@@Stapleton42 I think you should put a video together of all the "speed secrets" they used. We've all heard of the lead slugs inside the roll cage, and carbs used that open up a great deal once the air cleaner was screwed down on restrictor plate tracks.

[@tc263]

This was fantastic. I would like the advanced video you mentioned in the future. I subscribed because of this video too. Glad I found the channel. I appreciate the work, thank you.

[@Stapleton42]

Welcome aboard!

[@bjsteg79]

More vids like this please. I was nerding out so hard on this video since I'm getting into carb tech on my 67 mustang

[@AgentZ7]

Advanced tuning guide with Bill? Absolutely!