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DLTX 34 On A Cyclone B

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Frank, Tx

08-15-2001 19:23:49

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Can I expect decent performance from my gasoline only 52 B with a DLTX 34 instead of a DLTX 67? The throttle and choke bores are the same and I think the 34 all fuel carb uses the same fuel nozzle as the gasoline only 67 carb. Comments please.

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Clooney

08-16-2001 10:06:15

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Re: DLTX 34 On A Cyclone B in reply to Frank, Tx, 08-15-2001 19:23:49

Frank, you probably won't notice any difference at idle & full power but it might be a little rich in the low load midrange as most all-fuel carbs are. You can probably play with different economizer plugs & clean it up some in that range. If it runs good at all ranges then it will work just fine.

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Frank, Tx

08-16-2001 20:10:17

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Re: Re: DLTX 34 On A Cyclone B in reply to Clooney , 08-16-2001 10:06:15

Clooney, thank you for the reply. Help me a little bit; I see in the parts book economizer plug R10054R for a DLTX 34, R10056R for a DLTX 73. Also, there is an R10052R, R10053R and R10055R, I'm not sure which carbs they are used in. How would the various economizer plugs affect performance? I.e. would an R10056R for a DLTX 73 make the DLTX 34 richer or leaner in the mid-range? Thanks, Frank.

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Clooney

08-19-2001 09:06:32

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Re: Re: Re: DLTX 34 On A Cyclone B in reply to Frank, Tx, 08-16-2001 20:10:17

Frank, sorry about the delay in responding, your post slipped to the second page & I missed it. I can't help with the economizer numbers as I make my own econ. plugs in either adjustable or the size I need. To give you a little detail on how they work: There is a port drilled in the throttle bore just behind the throttle plate & in this port is a calibrated plug called an economizer plug, the plug doesn't seal the port but restricts it to a given size, the passage leading from this port is drilled through to the float bowl/air vent area. The air vent/bowl vent has a calibrated size & lets the fuel bowl vent to atmosphere through the air cleaner, now is where the economizer size comes into effect, at part throttle when the manifold vacuum is high in the throttle area some of that that high vacuum is applied to the economizer passage & decreases the atmospheric pressure pushing on the fuel in the bowl from the vent passage, the lower the pressure pushing on the fuel the less fuel that is metered with the intake air. The larger the diameter of the economizer plug the lower the amount of vacuum applied & the richer the mixture at low load part throttle. This system only works correctly if the bowl to carb body gasket is well sealed & not leaking as the bowl will vent there instead of through the vent passage & the economizer won't have any ( or at least as much) effect. The gasoline only carbs have an economizer orifice that if built into the carb & is non-adjustable.

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Frank, Tx

08-19-2001 14:14:18

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Re: Re: Re: Re: DLTX 34 On A Cyclone B in reply to Clooney , 08-19-2001 09:06:32

Clooney, thank you again for your feedback. Here a while back you posted a cutaway view of a DLTX carb showing the idle curcuits and your notations where they are likely to be plugged with rust/sludge. Do you have a cutaway of the DLTX Economizer circuits you could post? It would sure help me understand what you are saying. I certainly appreciate your help. Frank, Tx

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Clooney

08-19-2001 17:29:27

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Re: Re: Re: Re: Re: DLTX 34 On A Cyclone B in reply to Frank, Tx, 08-19-2001 14:14:18

Frank, I do have a "sorta" view of the economizer circuit but it is drawn with all the idle circuits & air bleeds in one big mess & you can't tell one passage from another when viewed. I drew up a simple drawing to show the econimizer circuit & how it functions. If you have any questions just ask, as even with the drawing it might be hard to understand. The thing I didn't say on the drawing is atmospheric pressure on the fuel in the bowl is what pushes the fuel out into the venturi, intake manifold vacuum is actually the "lack of atmospheric pressure" so the higher pressure fuel in the float bowl is a higher pressure than the low pressure (vacuum) in the intake manifold/carb & the fuel flows into the low pressure area. If the pressure pushing down on the fuel is lowered less fuel will flow. Too bad I'm an engineer & not a teacher or I would probably explain it better.

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Frank, Tx

08-19-2001 19:29:36

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Re: Re: Re: Re: Re: Re: DLTX 34 On A Cyclone B in reply to Clooney , 08-19-2001 17:29:27

Clooney, a picture is worth ten thousand words. If I understand correctly, at steady state part throttle, to lean the mixture I need to enlarge the economizer orifice at the throttle plate (smaller economizer plug). This would slightly increase manifold vacuum to the float bowl and thus reduce pressure in the float bowl with a corresponding decreas in fuel flow through the fuel nozzle to the venturi throat. On a slightly different note, would a sudden opening of the throttle plate basically bypass the economizer circuit and the result would be high vacuum (low pressure) in the venturi and high pressure (atmospheric) in the float bowl to provide the extra fuel to keep the mixture from going lean? I am trying to figure out how we get by without an accelerator pump. Thanks again, Frank, Tx

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Clooney

08-20-2001 11:29:26

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Re: Re: Re: Re: Re: Re: Re: DLTX 34 On A Cyclone B in reply to Frank, Tx, 08-19-2001 19:29:36

Frank, sounds like you have it now. With a sudden opening of the throttle there would be a lowering of the vacuum, but also it takes some time for the economizer to lower the pressure in the float bowl. There is also an accelerator well in the main jet well that holds a load of fuel & expels it into the main jet on acceleration, after it is gone that part of the main jet well turns into an air bleed for the main jet until the throttle is closed, at that time the well fills with fuel again for the next acceleration time. That acceleration system is quite crude but works excellent. That well emptying is the puff of black smoke you see when the throttle is advanced.

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