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AID NO. :' 510 40

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SUBJECT: CARBURETION

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I N DE X

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PREFACE • • • 1

CAR.B URE'IION ..... .. 2

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TEMPERATURE COMPENSATOR • • 6

IDLE/SLOW" RUN EMULSION CIRCUITS 7

CD4 CARBURETOR 7

BYPASS VALVE OR OVERRUN VALVE 8

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VENT VALVE 9

MANUAL CHOKE 9

AUTOMATIC CHOKE (BI-METAL SPRING TYPE) 9

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AUTOMATIC CHOKE O~AX CAPSULE TYPE) 12 ·.·.::·]·1.
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DIAGRAN - CDSEV CARB URETOR RIGHT SIDE 15

DIAGIVJ1 - CD4 CARBURETOR RIGHT SIDE 16

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DIAGRAM - CD4 CARBURETOR LEFT SIDE ... 17

DIAGRAM - CD4T 150 CARBURETOR LEFT SIDE ... 18

DIAGRAM - CDSEV CARBURETOR LEFT SIDE 19

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DIAGRAM - CD4VT 175 CARBURETOR LEFI' SIDE 20

DIAGMM - CD5T 17 5 CARBURETOR CROSS SECTION • 21

DIAGRAM - CDSEV CARBURETOR EXPLODED VIEW 22
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DIAGR..t\M - CD4 CARBURETOR EXPLODED VIEW 23

DIAGRAM - CDFEVX 175 CARBURETOR • • • • 24

DIAGRAM - CDFEVX 175 CARBURETOR EXPLODED VIEW • 25

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DIAGRAM - CD4VT CARBURETOR EXPLODED VIEW 26

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1 N DE X (Cont.)

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ITEMS THAT MUST NOT BE CHANGED IN SERVICE • 27
BYPASS VALVE ADJUSTMENT (Where Applicable) 27

VEN'.! VALVE ADJUSTMENT . 28

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TUNING:

Idle Adjustment . ·. • • • . . . ... . 30

Fine Mixture Adjustment • • . . . . 31
Mixt~re Needle Adjustment . . . • . 31
Fast Idle Adjustment. (Manual Choke) 32

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AUTOMATIC CHOKE (BI... METALLIC SPRING 'r'LPE) • 33

Check and Adjust 33

Remove and Refit 33

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P RE F ACE
:·:i The information contained in this booklet is provided as an easy refer-
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:I ence guide For technicians. More detailed information is available in

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. HIGH ALTITUDE VEHICLES
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HAVE THE CO CHECKED WITH INFRARED EQUIPMENT
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ADJUSTED TO BRING THE VEHICLE IN SPECIFICA-

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TION. THE JAGUAR XJ6L AND MGB REQUIRE FIT-
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MENT OF SPECIAL HIGH ALTITUDE NEEDLE (S) , NEEDLE
NUMBERS AND 45M RESPECTIVELY, PRIOR
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I TO THIS ADJUSTMENT. WHEN DESCENDING TO LOW
ALTITUDES, THE CO MUST AGAIN BE CHECKED WITH
WFRARED EQU IPMENT AND THE MAIN METERING NEEDLE
~-, ADJUSTED TO BRING THE VEHICLE INI'O SPECIFICA:..
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TION. THE XJ6L AND t-1GB MUST BE REFITTED WITH
·:;1 LOW ALTITUDE NEEDLE(S) BEFORE THE AFOREMENTION-
"· ED ADJUSTMENTS ARE CARRIED OUT. ALL ADJUST-
'1 MENrS MUST BE MADE BY MOVING TilE MAIN METERING

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NEEDLE •

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..,. FOR DETAILS ON HOW TO ADJUST CARBURETORS, SEE
PAGE 30 OF TH I S TRAINING AID •
.. THESE INSTRUCTIONS APPLY TO FEDERAL SPECIFICA-
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TION CARS ONLY.

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:.~ ~ Copyright British Leyland Motors Inc. - 1976

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CARBURET ION

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The Zenith Stromberg carburetor is a constant velocity variable choke

(venturi) carburetor.

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The variable choke (Venturi) allo~s an increase or decrease in choke

(v~nturi) size depending upon throttle plate position. This variation

of choke (venturi) size maintains a constant air velocity over the jet

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hence allowing a constant depression over the fuel supply at any throttle

plate position.

To achieve a variable choke (venturi), a diaphragm is fitted to a piston

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and the pressure above the diaphragm is lowered by the depression created t

in the carburetor low depression area by engine suction hence allo~ing

atmospheric pressure to lift the piston. The underside of the diaphragm

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CHOKE INTAKE
(VENTURI)
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FUEL SUPPLY
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In theory, the diagram above depicts a simple carburetor suitable for

running an engine at a fixed r.p.m. provided some auxiliary method for

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starting could provid~ sufficient air velocity to create a depression

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over the fuel supply to draw out the fuel to m~< with the air. Unfor-

tunately, this si~ple carburetor is unsuitable for automobile use where •:

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CHOKE INTAKE
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FUEL SUPPLY

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By controlling t he air velocity by means of a throttle plate, this car-

buretor could run an engine over a very limited r.p.m. range by varying

the air velocity and thereby depression over the fuel supply. While an

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improvement, this is still not suitable for automobile use.
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!. CHOKE
INTAKE
(VENTURI)
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l FUEL S ul?l?LY

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In addition to controlling the ai r velocity, we now control the choke
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(venturi) size which will provide a constant depression over the fuel

supply. However, as the fuel supply rela tive to choke size an~ throttle
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plate position is not governed, the carburetor would be r ich at the lower
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end and lean at t he higher end a 1 though the r. p. m: range wi;:11 be greatly

increased.

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CHOKE

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(VENTURI).

METERING
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FUEL SUPPLY

By addition of a 'stepped tapered' fuel metering needle, the fuel can now

be metered in relationship to the choke (venturi) size and throttle plate

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po~ition. This, therefore, gives a basic carburetor with a wide range of
r.p.m. suitable for automobile use.
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..;·!·. Piston control is further refined by the addition of a weight/return spring •

In addition, a bridge is built under the piston to create turbulence and

better atomization.
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CHOKE
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desired; this is acceleration. In this case, the throttle would be wide
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open and the pis~on should also move to a corresponding position to main---

tain a constant depression of the jet. This, however, would create a too

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lean condition for rapid acceleration. Therefore, the piston must be held

down to increase the air velocity over the jet and hence pick up more fuel

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necessary under accelerating conditions. This is achieved by a damper

which is a hydraulic device which limit~ initial piston movement to approx•

imately • 070" - .140" depending upon application. The piston then continues

to move up for.cing t he oil in the piston rod co pass on the outside of the .

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damper valve. When the throttle is released , the damper valve falls and

allows rapid oil displacement and hence piston return.

Also nece ssary is a cold starting ~evic e normally refe rred to as a manual
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choke. This consists mainly of a disc with a series of small drillings

which, when rotated, allows progressively more drillings to be open to

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fuel supply which is dratm into the low depression area of the carburetor.

Federal Law applicable to vehicles produced after 1968 requires further

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refinements to control exhaust emissions to closer tolerances at idle

and deceleration, the t~o conditions under wh ich emissions are highest.
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TEMPERATURE COMPENSATOR

To reduce emissions at idle, a temperature compensator is fitted. This

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is a capered valve controlle'd by a temperature sensitive bi-metal strip

designed to allow AIR to bypass the bridge and enter the carburetor in

the low depression area. This weakens t h e depression wh ich t hen allows
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the piston to fall slightly thereby cutting available fuel and creating

a leaner mixture.
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IDLE/SLOW RUN EMULSION CIRCUITS

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INTERNAL- EXTEfu~L
VENT VALVE

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EMULSION
AIR PICK-UP

IDLE AIR
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REGUlATOR DISCHARGE CIRCUIT
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CD4 CARBURETOR

The temperature compensator is replaced on some versions of the carbure-

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tor by a separate idle/slow speed <;ircuit which discharges mixture down-

stream of the throttle plate - mixture flow, however, is still via the

metering needle.
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Also, there is an emulsion circuit for both idle and main fuel feeds

~hich gives improved atomiza tion and a decrease in sensitivity to fuel

viscosity changes due to temperature variations. This system replaces

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the temperature compensator on some applications.

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OVERRUN
VALVE

BYPASS VALVE
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BYPASS VALVE OR OVERRUN VALVE

To control emissions on deceleration either a bypass valve or overrun valve

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is fitted. This device allows mixture to bypass the throttle plate to pro-

vide a combustible mixture when the throttl e plate is suddenly closed. This
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prevents the fuel r e sidue in the intake manifold from passing through the

engine in its raw state. The valve is operated b y high manifold vacuum

present in the manifold when the throttle plate is suddenly closed.

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This year all British Leyland models are fitted with Zenith Stromberg car-
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buretors with the exception of Jaguar Vl2s. There are, however, variations
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VENT VALVE .~

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On some versions there is a vent valve(s) which is operated by throttle

position. Thes~ valves vent the float chambers to the charcoal canister

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j.• MANUAL CHOKE

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Earlier carburetors had a manual choke. The extra fuel necessary to achieve
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a cold start is drawn from the float chamber through a series o.f drillings

l in a disc and enters the low depression area of the carburetor.

j The amount of fuel available_ depends upon the position of the disc which
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is controlled by a manually operated cable. Fast idle is achieved by a ·~::~~~~

fast idle cam and screw.

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AtrrDMATIC CHOKE (BI ·METAL SPRING TYPE)

The extra fuel necessary for cold starting is delivered through a jet and

needle assembly to the low depression area of the carburetor. The needle
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is connected by a lever on the actuating arm to a temperature sensitive ·

bi-metal spring which is mounted on an aluminum block which forms an en-

gine heated water jacket with the outer cap.

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As water temperature increases the bi-metal spring moves the a~tuating arm

in a counterclockwise direction ~o~hich moves the metering needle down, lean-

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ing out fuel flow. When the engine is at operating tempera;ure, a sealing

.i' ring on the base of the needle prevents further f ue l flow.

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Fast idle is obtained by a stepped cam mounted on the same pivot as the

actuating arm and kept in contact with it by a torsion spring. The

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cam operates_a pin which is connected to throttle by a lever. The

steps on the cam give increases in throttle opening proportional to the

position of the bi-metal spring and h~nce fuel enrichment. The pin takes

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a position on the cam depending on temperature and throttle opening.

A vacuum kick piston is connected to manifold vacuum by a passage in the

carburetor. Prior to starting, no vacuum exists behind the piston and

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the piston return spr.ing, forced by a lever, holds the needle actuating

arm in a clockwise direction thus richening the mixture and opens the

throttle. As soon as the engine is running, vacuum behind the piston

moves the pist on down the cylinder. The pist on rod slot disengages from
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the actuating arm and the enrichment is then c ontro l led by the bi·metal-

spr~ng only.
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Under hot engine conditions, the bi-metal spring overrides the piston·

spring preventing additional fuel delivery duri~g hot starting.

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VENT VALVE DATUM
LEVER MARK WATER jACKET

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RETAINING
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AUTOMATIC CHOKE (WAX CAPSULE TYPE)

The automatic cho~e operates as a small constant depression carburetor.

Increased air and fuel requi re ments are governed by a wax capsule which

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is sensitive to coolant temperature.

A reduction of coolant temperature opens a throttle valve which increases

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the fuel flow proportionally by moving a metering needle which is at tached

to the throttle valve. A depression is maintained in the mixing chamber

by a spring loaded air valve which opens in proportion to air flow. The

throttle valve and metering needl e assembly move within a range at a par-

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ticular temperature . The upper limit is the 'start' and the lower limit

the 'run• position .

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With the engine cranking and the throt t le valve in the 's tart' position,

the depression in the mixing chamber draws fuel into the mixing chamber,

past ~he
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the inlet manifold. As soon as the engine fires, the depression across

the throttle valve is increased which draws the throttle into the 'run'

position.
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As the engine warms up , t h e wax capsule cl oses the throttle/metering nee dle
assemb l y until the choke is fully closed and the engine i s running on the
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main carburetors.

During acceleration, additiona l mixture is provided by increasing the load

on the air valve the r eby incre asing the dep ression in the mixing chamber
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and hence depression on the jet. This is achieved by a two stage air

valve. The first stage , spring load on the underside of the air valve,

permits the air valve to move proportionally to air. flow. Th~ ~!d ~ - ~or

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the air valve is moveable and the lower end is open to manifold vacuum.

Under high vacuum conditions the guide is drawn into the lower position

against a spring load. Under accelerating conditions, the vacuum is in-

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sufficient to act against the spring load and, therefore, moves into the

upper position against the air valve applying additional spring load thereby

increasing the depression in the mixing chamber.

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a. Fuel requirements are determined by the profile of the metering

needle.

b. Air flow requirements are determined by the profile of the throttle

plug .
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EXPLODED VIEi-1
TYPICAL SPECIFICATION
TE~PERATURE CO~~ENSATOR
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NANUAL CHOKE

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NEEDLE RETAIN-
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FAST IDLE ARM NEEDLE
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EXPLODED VIE't·l
TYPICAL SPECIFICAT ION
IDLE SLOW RUN CIRCUIT

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MANUAL CHOKE

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EXPLODED VIEW
TYPICAL SPECIFICAT ION
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ITEMS THAT MUST NOT BE CHANGED IN SERVICE

1. The jet assembly

2. The pis_ton (air valve)

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3. The depression chamber cover

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4. the type of Metering Needle (except if instructed for High Altitude

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If any of the above items require changing, the sub-assemblies or the

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'· BYPASS VALVE ADJUST~NT (\mERE APPLICABLE)

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1. Bring engine to normal operating tempera tur e •
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3: If bypass valve is floating, the engine speed will r~se abruptly ~o
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tl 2000-2500 r.p.m.

4. If the valve is operating correctly, the engine r.p .m . will rise to

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1300 r.p.m.

5. *If adjustment is necessary, screw bypass valve clockwise until engine

speed increases abruptly to 2000-2500 r.p.m. or the floating condition.

Turn the screw counterclockwise until the r.p.m. just returns to 1300
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r.p.m.
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6. Depress throttle and re lease. Engine should drop to approximately
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1300 r.p.m. Adjust as necessary to ach.i eve this condition.
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7. Turn the adjuster screw a further half turn counterclockwise. Recon-

nect ~he vacuum pipe.

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VENT VALVE ADJUSTMENT

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each carburetor otherwise the operation of the anti-run-on valve

may be affected.

1. Before any adjustment of the vent valves takes place, it is essential

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that the engine idle speed is as specifi ed.

2. Stop the engine and remove the existing vent valve tubing from the

carburetor(s).
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3. Attach a separate piece of tubing to the vent valve tube on the body

of the carburetor .

4. Blow through th~ tube and at the same time operate th e lever operating
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the vent valve on ·the side of the carburetor.

5. By operating the l e ver, a sudden restriction can be felt while blowing

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down the tube. This will allow the mechanic to feel 1 the valve op er~
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ating.

6. Release the·lever and allow the mechanism to return to the condition ....

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when at engine idle.

7. Blow through the tube again and if no restriction is apparent, the

vent valve is in a satisfactory position. If, however, a restriction

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tion just disappears. The valve is now correctly set.

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Certain v~~icles require that the mixture needle be changed when the vehicle ·.,

is operated at ~igh altitude.

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j PROCEDURE

1. Remove damper and dashpot.

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2. Remove air valve complete with diaphragm and mixture needle.

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3. Loosen mixture needle fixing screw. '

I. 4. Utilizing the mixture needle special adjusting tool, remove the mixture

1l needle by turning the inner tool counterclockwise. Fit the high alti-

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S. Reassemble components to carburetor and adjust the mixture by moving the

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mixture needle only, until the specified CO reading is obtained.
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6. For more detailed instructions on tuning, see the tune-up instructions. :·

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IDLE ADJUSTMENT
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1. Remove air cleaner.
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2. Ensure choke is off and fast idle cam is not in contact with adjustment

screw.

3. Bring engine to normal operating temperature.

4. Disconnect interconnecting links (twin carburetor applications).

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6. Tighten interconnecting link • clamp screw. Recheck air flow at each ' ··
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7. Set idle co specification ensuring equal air flow at each carburetor.

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8. Refit air cleaner.

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9. Disconnect air pump outle t hose from pump plug hose. (Do not re s trict

pump flow.) ·On MGB, disconnect carburetor vent line;·-- -'

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10. Using approved infrared analyser, insert probe into tail pipe as far

as possible.

11.- Check CO reading against that listed on vehicle emission control decal.

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FINE MIXTURE ADJUSTMENT

12. If not with specifications, adjust fine mixture adjustment trim screw, ·

(clockwise- richens).

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MIXTURE NEEDLE ADJUS'n1ENT

13. If still not within specifications, adj~st mLxture needle with special

tool. (On twin carburet or .applica tions turn each needle an equal
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amount.) - Clockwise to richen, counterclockwise to lean .

14. Top up dampers and hold engine r.p.m. at 2000 r.p.m. for one minute.
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15. Recheck CO readings.

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out clearing out the system by holding throttle at 2000 r.p.m.

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for one minute.

All CO readings should be taken from the tail pipe except Jaguar Vl2's

where sampling points are provided in the air injection rails. Also the
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Air !njection System must be disconnected whenever CO readings are being

taken.

~t Port of Entry locations, California spec ification vehicles ~ust be

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FAST IDLE ADJUSTMENT (MANUAL CHOKE)

1. Ensure choke cable is correctly adjusted.

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3, Adjust fast idle screws to specification. (Ensure equal air £1~

through each carburetor. twin carburetor applications.) :,

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AUTOMATIC CHOKE (BI-METALLIC SPRING TYPE)
CHECK AND ADJUST
~: Prior to removal of a suspect choke unit, the following checks

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should be carried out on the vehicle:

1. Check alignment of datum mark on side of heat mass with datum mark

on choke unit body.

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outer edge of guard • .

3. Check.three screws securing choke unit to carburetor Qody for tight-

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REMOVE AND REFIT

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1. Remove carburetor(s) from engine. ·~
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(piece of plastic tube or soft wood) in throttle bore •

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choke unit and gasket - discard gasket.

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4. Remove throttle stop screw and locknut.

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THROTTLE STOP
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5. Clean face of carburetor to which choke unit is fitted.

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6. Remove central bolt, washer, water jacket and sealing ring from choke ' )
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unit.

7. Remove three screws and washers securing clamp ring to choke unit· lift ;
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off clamp ring.
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8. Carefully remove f~.nned aluminum heat mass ensuring temperature sensi- .,

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INSULATOR

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WATER JACKET WASHER
HEAT MASS

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10. Fit new gasket to carburetor. Do not use sealing compound.

11. Fit choke unit to carburetor tightening the three screws progressively

and evenly to a torque of 40 - 45 lb/in.

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12! Fit throttle stop screw and locknut.
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13 . Check clearance beeween fast idle pin and base circle of cam is as
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Open throttle and remove temporary stop. Allow throttle to close nor~

mally. Screw down idle speed screw until the clearance between the
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lugs is 0.10 in. minimum. Lightly rotate thermostat lever with finger
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in an anticlockwise direction to the fully 'off' position.

14. If necessary, adjust throttle stop screw until correct clearance is

obtained. Using the nut, lock the throttle stop screw securely and
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recheck the clea;.:ance as detailed above.

15. Replace heat insulator with thermostat arm protruding through slot
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16. Replace finned aluminum heat mass ensuring proper engagement of

thermostat arm with rectangular loop of temperature sensitive coil.

To check engagement, rotate heat mass 30° to 40° only in both direc-

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tion.

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CAUTION: On no account should the hea t mass be rotated more than 30°

to 40° as the coil could be permanently damaged.

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THRarTLE
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17. Replace clamp ring and three screws and washers. Do not tighten.
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18. Rotate heat mass in anticlockwise direction until index mark on t •:
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19. Hold heat mass with index mark correctly aligned and tighten three

screws securing clamp plate to a torque of 8 - 10 lb/in.

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nections are correctly positioned.

Replace central bolt and aluminum washer and tighten to a torque of

65 - 75 lb/1n.
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22. Reset idle speed screw. , .
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23. Repeat on other carburetor if fitted. i·

24. Refit carburetor(s ) t o engine as detailed in Workshop Manual.

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