Carburetor Models 4M, 4MC, 4MV Service ManualIMPORTANT SAFETY NOTICE Proper service and repair is important to the safe, reliable operation of all motor vehicles. The service procedures recommended by Rochester Products Division and described in this service manual are effective methods for performing service operations. Some of these service operations require the use of tools specially designed for the purpose. The special tools should be used when and as recommended. It is important to note that some warnings against the use of specific service methods that can damage the vehicle or render it unsafe are stated in this service manual. It is also important to understand these warnings are not exhaustive. Rochester Products Division | could not possibly know, evaluate and advise the service trade of all conceivable ways in | which service might be done or of the possible hazardous consequences of each way. Consequently, Rochester Products Division has not undertaken any such broad evalua- tion. Accordingly, anyone who uses a service procedure or tool which is not recom: mended by Rochester Products Division must first satisfy himself thoroughly that neither his safety nor vehicle safety will be jeopardized by the service method he selects. INDEX GENERAL DESCRIPTION ... seeeeeeee 3 OPERATING SYSTEMS ....... somes arin A MAJOR SERVICE OPERATIONS..............20 NOTE: Use this Manual plus Sections 9D-5A, 9D-5S, 9D-ST, and 90-200 for complete service instructions.~ ops MODELS aM.amc-amv PAGE 3 GENERAL DESCRIPTION There are three separate basic carburetor models. They are designated as 4M, 4MC, and 4MV. The 4M is the basic carburetor equipped for manual choke operation. The 4MC model is an automatic choke carburetor with the choke housing and coil mounted at the side of the float bowl. The 4MV is an automatic choke model designed for use with a manifold mounted thermostatic choke coil. Except for choke systems, all models have basicaly the same principles of operation The Quadrajet is a fourbarrel, twosstage carburetor of down-draft design. Its simplicity in construction makes it easy to service, yet its versatility and principles of operation make it adaptable from small to very large engines, without major casting cha The Quadiajet carburetor has two stages in operation, ‘The primary (fuel inlet) side has small 1-3/8" bores with a triple venturi set-up equipped with plain tube nozzles. Operation is similar to most carburetors using the ventuti principle. The triple venturi stack up, plus the small primary bores, result in more stable and finer fuel conteol during idle and part throttle operation. During offidle and part throttle operation, fuel metering is accomplished with tapered metering rods, operating in specially designed jets Positioned by a manifold vacuum responsive piston. The secondary side of the Quadrajet has two large (2.1/3") bores. These, added to the primary, give enough air capacity to. meet most engine requirements. Th valve is used in the secondary side for metering control ani supplements the primary bores to meet air and fuel mixture requirements of the engine. The secondary air valve mechanically operates tapered ‘metering rods which move in orifice plates, thereby controlling fuel flow from the secondary nozzles in direct, Proportion to air flowing through the secondary bores. The float bowl is centrally located to avoid problems of fuel spillage causing engine turn cutout and delayed fuel flow to the carburetor bores, The float bowl reservoir is simall in design to reduce fuel evaporation loss during eng “shutdown” hot. The float system has a single pontoon float and fuel valve for simplification and ease in servicing. An integral fuel filter, if used, located in the float bowl ahead of the float needle valve, is easily removed for cleaning or replacement The throttle body is aluminum to reduce overall weight and improve heat conduction to prevent icing A heat insulator gasket is used between the throttle body and bow! to prevent fuel percolation in the float bow. Early Quadrajet applications use a shim between the throttle body and flange gasket. The shim is used to protect the carburetor aluminum throttle body from exhaust gases flowing through the heat cross-over passage in the intake manifold. SERVICE FEATURES The primary side of the carburetor has six operating systems. They are float, idle, main metering, and choke. The secondary side has one main metering system plus accelerating wells on some models. All metering systems receive fuel from the one float chamber The following text covers the operating systems for ease in trouble-shooting and also recommended service pro cedures. There are some design variations between different90-5 MODELS aM.amc-amv PAGE 4 models which will be covered in that part of the text pertaining to the particular system or service procediure. OPERATING SYSTEMS FLOAT SYSTEM SINGLE RESERVOIR (Fig. 1) Zo) LY 5 V7 oD) SINGLE RESERVOIR *, FIGURE 1 The Quadrajet carburetor is unique in that it has a centrally located fuel reservoir (float bowl). The float bowl is centered between the primary bores and is adjacent to the secondary bores. This type design assures an adequate fuel supply to all carburetor bores, resulting in excellent performance with respect to car inclination or severity of turns. FLOAT SYSTEM (Fig. 2) roar sean [5 FIGURE 2 ‘The float pontoon is solid and is made of a light closed-cell plastic material. This feature gives added bouy? ancy which allows the use of a single float to maintain constant fuel levels. ‘The float system (Figure 2) consists of a fuel chamber (float bow!), single pontoon float, float hinge pin and retainer combination, float valve — pull clip — and seat, idle vent valve (some applications), vacuum vent switch valve (ome applications), and internal vents. A plastic filler block is located in the top of the float chamber over the float valve to prevent fuel slosh into this area (On most models, a fuel inlet filter is an integral part of the float bowl, with the filter located behind the fuel inlet nut, Should the filter become plugged due to excessive dit, ‘oF improper service, a pressure relief spring located behind the filter element allows fuel pump pressure to force the element off its seat. This allows fuel to by-pass the filter and enter the carburetor so the engine will run until the filter can be serviced. 11 is very important that the filter be serviced periodi- cally t0 prevent dirt from entering the carburetor metering orifices. ‘The float system operates in the following manner: Fuel from the engine fuel pump enters the carburetor fuel inlet passage. It passes through the filter element, fuel inlet valve, and on into the float bowl chamber, AS the incoming fuel fills the float bow! to the prescribed level, the float pontoon rises and forces the fuel inlet valve closed, shutting off fuel flow. As fuel is used from the float bowl, the float drops allowing the float valve to open, allowing more fuel to again fill the bowl. This cycle continues, ‘maintaining a constant fuel level in the float bowl, A float needle pull clip, fastened to the float needle valve, hooks over the edge of the float atm at the center as shown in Figure 2. Its purpose is to assist in lifting the float valve off its seat whenever fuel level in the float bow! is low. CAUTION: Do not place pull clip through small holes in top of float arm. Severe flooding will result ‘There are two types of float needle valves used in the Quadrajet carburetor: One type is diaphragm assisted and the other is the conventional needle and brass seat. The diaphragm assisted float needle shown in the right inset Figure 2) is used primarily with a smaller loat and on engines equipped with high pressure fuel pumps. The needle seat is @ brass insert and is pressed into the bow! fuel inlet channel below the diaphragm needle tip. The seat is not removable, as the needle valve tip is of a material which makes seat wear negligible. Care should be used during servicing so that the seat is not nicked, scored, or moved. The float valve is factory staked and tested and should not be restaked in the fieldFuel flow through the diaphragm assisted float needle valve varies from the conventional float needle. With the conventional type as shown on the left in Figure 2, fuel flows from the inlet filter and inlet channel up through the needle seat orifice past the float needle valve and spills over into the Moat bowl. With the diaphragm type float needle valve, fuel from the inlet filter enters the channel above the float valve tip. When fuel level is low in the bowl, the needle valve is off its seat and fuel flows down past the float valve tip into a fuel channel which leads upward through the bow! casting to a point above normal liquid level and spill over into the float bow. ‘The diaphragm type needle valve differs in operation from the conventional float needle in that a larger needle Seat orifice can be used to provide greater fuel flow to the float chamber and yet allow the use of a small float. This is, accomplished through a balance of forces acting on the oat needle valve and diaphragm against fuel pump Pressure. Fuel pressure entering the float needle valve chamber tends to force the needle valve closed. However, the same pressure is also acting on the float needle diaphragm. ‘The diaphragm has a slightly lager area than the float needle valve head, therefore the greater pressure acting on the diaphragm tends to push the needle valve off its seat. The force of the float arm acting on the needle stem, as the float bow! fills, overcomes this pressure difference and closes the needle valve, Therefore, the float's function is to overcome the pressure difference and it does not have to force a needle valve closed against direct fuel ump pressure as does the conventional needle type. NOTE: If desired, certain Quadrajet_ models may be converted from the diaphragm type needle and seat to the conventional float needle and seat by installing a service modification kit Refer to 9C Parts Section of the Delco Car- bburetor 9X Manual for specific applications and part number. The conventional float needle seat on some Quadrajet carburetors has holes or “side windows” in its side whose purpose is to supplement fuel delivery past the float needle valve when it opens, whereas the “side windows” have been, Temoved on some float needle seat applications so that all fuel will be discharged over the top of the needle seat assembly. Removal of the “side windows” improves opera: tion of the float needle on some applications Some conventional float needle seats are nickel plated and use a double angle seat. The double angle seat, along with use of a less resilient viton tip float needle, aids in preventing the float needle from possibly sticking in the seat due to fuel gum formation The carburetor float chamber is internally vented on all models through a vent tube or tubes located in the air h The internal vent tube(s) leads from beneath the air cleaner to the float bowl chamber. The purpose is to balance air pressure acting on the fuel in the bowl with air flow ‘through the carburetor bores. In this way, balanced air/fuel ~] ws MODELS 4M.amc.amv PAGES: ‘mixture ratios can be maintained throughout all carburetor ranges of operation, - ‘Some engine applications require an external vent into the float bow! during hot engine operation. The Quadrajet float bow! is externally vented through an idle vent valve. Its purpose is 10 vent fuel vapors which may form in the float bowl during periods of hot engine idle and “hot soak.” In operation, the idle vent valve is closed except when the throttle valves are in the idle position, When the throttles are closed, a wire tang on the pump lever pushes upward on the spring steel vent valve arm and opens the vent valve. Thus, fuel vapors ate allowed to vent externally, thereby preventing them from entering the carburetor bores and being drawn into the engine. This prevents rough engine idle and excessively long, hot engine starting. When the throttle valves are open to the offidle and part throttle position, the idle vent valve closes, returning the carburetor to internally balanced venting. THERMOSTATIC IDLE VENT (Fig. 3) FIGURE 3 A temperature controlled idle vent valve is used on some models (Figure 3). In place of the standard vent valve; @ hheat sensitive bi-metal strip is used as the valve holder. This, is mounted beneath the idle vent valve arm. The bismetal strip holds the vent valve on its seat (closed) at temperatures below 75°, When undethood lemperatures are above 75° to 85° the bi-metal strip bends, upward moving the vent valve off its seat. This lets fuel vapors, caused during hot engine operation, escape from the float chamber. This results in improved hot engine idle and hhot starting, At temperatures below 75°, the vent valve remains closed and retains fuel vapors internally to supply extra fuel for good cold engine starting During hot engine operation, when the thermostatic vent valve is open, itis necessary to close the valve except at idle90-5 MODELS 4m.amc.amv PAGE 6 to maintain an internally balanced carburetor. This is accomplished through the spring steel vent valve arm which ‘operates off the wire lever on the end of the pump lever. As the throttle valves are opened from the idle position, the Vent arm exerts pressure on the bi-metal strip and forces the valve closed. ‘The thermostatic vent valve is adjustable to make sure it closes at the proper time during throttle valve opening from, the idle position VACUUM VENT SWITCH (ENGINE OFF CONDITION) (Fig. 4) FIGURE 4 Some Quadrajet carburetors have the float chamber internally vented through a vacuum vent switch valve mechanism (Figure 4) located in the top of the air horn, casting to function with the Evaporative Loss System Vapor Canister. During engine operation, manifold vacuum applied to a diaphragm in the air horn casting pulls downward on 2 diaphragm piston which opens the internal float bowl vent to the air cleaner. This maintains an internal balance between the air entering the carburetor bore and the fuel in the float bowl. The vacuum vent switch valve ‘mechanism in the carburetor air horn is designed so that, uring periods of shutdown, when the engine is hot, fuel vapors from the float bowl are vented directly to the vapor collection canister instead of the atmosphere, This. is accomplished by a spring beneath the vacuum diaphragm piston which, when the engine is shut down, forces the piston upward closing off the vent to the aie cleaner and ‘opening 2 vent which leads to the vapor canister. Along with the vent system, a feature is incorporated to keep the internal vent system open during high speeds and heavy acceleration when manifold vacuum is low. An actuating arm attached to the pump lever actually pushes downward fon the internal vent valve and holds it open when vacuum beneath the vent valve diaphragm is not great enough to hold it open, This maintains internal earburetor balance at all times when the engine is running. A restriction, located in a passage beneath the diaphragm piston cavity in the ait horn, provides @ constant purging of fuel vapors from the vapor canister during engine operation, . NOTE: External venting is not used on Quad: rajet carburetors designed for marine use or for use with the Evaporation Control System (ECS) IDLE SYSTEM IDLE SYSTEM (Fig. 5) anime i FIGURES ‘The Quadrajet carburetor has an idle system on the primary side (fuel inlet side) of the carburetor to supply the correct air/fuel mixture ratios during idle and oftidle operation. The idle system is used during this period because air flow through the carburetor ventuti is not great enough to obtain efficient metering from the main dis charge nozzles. The idle system is only used in the (wo * primary bores of the carburetor. Each bore has 2 separate and independent idle system. During curb idle, the throttle valves are held slightly ‘open by the idle speed adjusting screw or solenoid plunger screw. The small amount of air passing between the primary throttle valves and bores is regulated by this screw or plunger to give the engine the desired idle speed. Since the engine requires very litle air for idle and low speeds, fuel is added to the air to produce a combustible mixture by the direct application of vacuum (low pressure) from the engine manifold to the idle discharge holes below the throttle valves. With the idle discharge holes in a very low pressure area and the fuel in the float bowl vented to atmosphere (high pressure), the idle system operates as follows: Fuel flows from the float bow! down through the main ‘metering jets into the main fuel wells tis picked up in the main wells by the two idle tubes (ones for each primary bore) which extend into the wells. The fuel is metered at the lower tip of the idle tubes and passes up through theaz 205 | MODELS am-awcamVv ww Deick tubes. On some models, the fuel is mixed with air at the top of each idle tube through an idle air bleed. The air bleed size is controlled either by a drilled hole or a brass insert depending on the carburetor application. NOTE: No attempt should be made in the field to install a brass insert in those applica tions that use a drilled hole for the idle air bleed. Then the fuel mixture crosses over to the idle down channels where it is mixed with air at the side idle bleed located just above the idle channel restriction, The mixture continues down through the calibrated idle channel restric tions past the lower idle air bleeds and offidle discharge Ports where it is further mixed with ait. The air/fuel ‘mixture moves down to the adjustable idle mixture needle discharge holes where it enters the carburetor bores and blends with the air passing the slightly open throttle valves. The combustible air/fuel mixture then passes through the intake manifold to the engine cylinders. The idle mixture needles are adjustable to blend the correct amount of fuel mixture from the idle system with the air entering the engine at idle. Turning the idle mixture needles inward (clockwise) decreases the idle fuel discharge (gives a leaner mixture) and turning the mixture needles outward (counterclockwise) enriches the engine idle mixture, Some carburetor models hhave a fixed idle air by-pass system. This consists of air channels which lead from the top of each earburetor bore in the air horn toa point below each primary throttle valve. At normal idle, extra air passes through these channels supplementing the air passing by the slightly opened throttle valves. The purpose of the idle air by-pass system to allow reduction in the amount of air going past the throttle valves so they can be neatly closed at idle, This reduces the amount of air flowing through the carburetor venturi to prevent the main fuel nozzles from feeding during idle operation. The venturi system is very sensitive to air flow and on some applications where larger amounts, of idle air are needed to maintain idle speed, the fixed idle air by-pass system is used. On exhaust emission control carburetor applications, the idle mixture needle discharge holes have been reduced in size. This was done to prevent a too rich idle adjustment in the field should the idle mixture needles be turned out t00 far beyond normal idle mixture requirements. Also, starting in 1971, idle needle limiter caps were added to emission control carburetors to discourage adjustment of the needles in the field Another feature added to some emission carburetors is an adjustable off-idle air bleed system (Figure 5). A separate air channel is added in the air horn which leads from the top of the air horn to the idle mixture eross channel. An adjustment screw with a tapered head is ‘mounted at the top of the channel and is used to control the amount of air bleeding into the idle system. The offidle PAGE 7 O air bleed is adjusted at the factory to maintain very accurate offidle air/fuel mixture ratios. It is udjusted during carburetor flow test and no attempt should be made to readjust in the field. A triangular spring clamp forced over the vent tube covers the screw to protect the adjustment from being tampered with und should not be Femoved. All service air horns have this screw preset at the factory. OFF.IDLE OPERATION AAs the primary throttle valves are opened from curb ile to increase engine speed (See inset ~ Figure 5), additional fuel is needed to combine with the extra air entering the engine. This is accomplished by the slotted offidle dis ccharge ports. As the primary throttle valves open, they pass by the offidle ports, gradually exposing them 0 high engine vacuum below the throttle valves. The additional fuel added from the offidle ports mixes with the increasing air flow past the opening throtile valves to meet increased engine air and fuel demands, Further opening of the throttle valves increases the air velocity through the carburetor venturi sufficiently to cause low pressure at the lower idle air bleeds. As a result, fuel begins to discharge from the lower idle air bleed holes and continues to do so throughout operation of the part throttle to wide open throttle ranges, supplementing the ‘main discharge nozzle delivery. The idle needle holes and offidle discharge ports continue {0 supply sufficient fuel for engine requirements until air velocity is high enough in the venturi area to obtain efficient fuel flow from the main metering system, IDLE SYSTEM (Fig. 6) FIGURE 6 Certain 1970 and all 1971 and later G.M. model cars and light-duty trucks have completely closed fitel tank venting, to control evaporative emissions, The vent from the fuel tank leads into a vapor collection canister.ws iecmaea A) || PAGE 8 || In that the fuel tank is not vented to atmosphere and fuel vapors are collected in the vapor canister, purge ports for the canister are provided in the carburetor throttle body fon certain Quadrajet carburetors. The purge ports lead through passages to a common chamber in the throttle body to a purge tube which connects by a hose to the vapor canister. The purge ports may consist of what is called a constant bleed purge and a separate timed canister purge, or a sepat- ate timed canister purge only. CONSTANT BLEED PURGE The constant bleed purge operates during idle operation of the engine, This provides a constant purge of the canister atall times when the engine is running, OFF-IDLE OPERATION Along with the constant bleed purge for the canister, a timed bleed purge is used. The timed bleed purge port is located in each bore adjacent to the off-idle discharge ports. The timed purge operates during the off-dle range and also during part throttle to wide-open throttle operation, This provides a larger purge capacity for the vapor canister and Prevents over-rich mixtures from being added to the carburetor metering at any time, EXHAUST GAS RECIRCULATION (Fig. 7) FIGURE 7 On some Quadrajet models (Figure 7), a vacuum signal to operate an Exhaust Gas Recirculation (E.G.R.) valve is supplied through a tube in the carburetor throttle body Which connects to a vacuum signal port (or ports), located in the primary throttle bore. The ports supply timed ‘vacuum signal for E.G.R. valve operation in the offidle and part throttle ranges of the carburetor As the primary throttle valve is opened beyond the idle Position, the port for the E.GR. system is exposed to” manifold vacuum to supply a vacuum signal to the EGR. valve, Some applications incorporate two punched ports lo- cated in the primary bore to supply a vacuum signal to the EGR. valve. As the primary throttle valve is opened beyond the idle position, the lower vacuum port for the EGR. system is exposed to manifold vacuum to supply a vacuum signal to the E.G.R. valve. To control the vacuum signal at the lower port, the upper port bleeds air into the vacuum channel and modulates the amount of vacuum signal supplied by the lower E.G.R. port As the primary throttle valve is opened further in the part throttle range, the upper port ceases to function as an air bleed and is gradually exposed to manifold vacuum to supplement the vacuum signal at the lower port to maintain correct E.G.R. valve position. Thus, E.G.R. valve operation is “timed” for precise metering of exhaust gases to the intake manifold dependent upon location of the ports in the bore and by the degree of tote valve opening, The upper and lower E.G.R. ports connect to a cavity in the throttle body which, in turn, through a passage, supply the vacuum signal to the E.G.R. tube pressed into the front of the throttle body. The E.G.R. vacuum signal port(s) is not exposed to manifold vacuum during engine idle and deceleration to keep the E.G.R. valve closed. This prevents rough idle which can be caused by excessive exhaust gas contamina- tion in the air/fuel! mixtures, HOT IDLE COMPENSATOR (Fig. 8) FIGURE 8 The Hot Idle Compensator, when used on 4MC and 4MV ‘Quadrajet carburetors (View C) is located in a chamber at the rear of the carburetor float bow! adjacent to. the90-5 MODELS 4m.amc.amv PAGE 9 bores. Its purpose is to offset the enriching effects caused by excessive fuel vapors during hot engine ‘operation, The compensator consists of a thermostatically. controlled valve, a heat sensitive bi-metal strip, and a valve holder and bracket. The compensator valve assembly is held. in place by a dust cover over the valve chamber. A seal is used between the compensator valve and the float bow! casting. The valve closes off an air channel leading from a hole in the top of the air horn, just beneath the air cleaner, toa point below the secondary throttle valves, Normally, the compensator valve is held closed by tension of the bimetal strip. During extreme hot engine ‘operation, excessive fuel vapors entering the engine mani fold cause richer than normally requited mixtures, resulting in rough engine idle and stalling. At a predetermined temperature, when extra air is needed to offset the enriching effects of these fuel vapors, the bimetal strip bends and unseats the compensator valve. This uncovers the air channel leading from the valve chamber to the point below the throttle valves. This allows enough air to be drawn into the engine manifold 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 relaxes, closes the valve, and operation returns to normal mixtures. For proper idle adjustment when the engine is hot, the compensator valve must be closed. To check this, a finger ‘may be held over the compensator air inlet channel located (on top of the air horn, If no drop in engine RPM is noted fon a tachometer, the valve is closed. If the valve is open, plug the hole or cool engine down to a point where the valve automatically closes for proper idle adjustment. NOTE: Plug the compensator hole with a penei or something that will be seen, as the plug must be removed before the air cleaner is installed. Otherwise the compensator will not function if the plug is left in the hole, NOTE: On some applications, the air inlet to the hot idle compensator is located beneath the ait valve in the secondary bores (View B). The air inlet in this location improves idle quality when the hot idle compensator valve is open. ‘The compensator valve can be checked for proper closing during idle adjustment by push ing inward on a spring-loaded plunger mounted in the idle compensator cover. The idle adjust- ment procedure is the same as recommended previously. On some Model 4MV carburetors, the Hot Idle Compen- sator is located on the primary side of the float bowl (View A). Its mounted in the bow! with a pin protruding through the air horn casting to facilitate closing the valve when the idle adjustment is made. The air inlet for the compensator is located in the cavity next to the choke rod in the bowl. When the compensator opens, filtered air is drawn around the choke rod through a passage in the float bowl and throttle body and on into the intake manifold, The ait enters the manifold through the opening in between the primary bores. This air mixes with the air/fuel mixture during hot engine operation. MAIN METERING SYSTEM MAIN METERING SYSTEM (Fig. 9) FIGURE 9 ‘The main metering system (Figure 9) supplies fuel to the engine from off-idle to wide-open throttle. The primary bores (two smaller bores) supply fuel and air during this range through plain tube nozzles and the venturi principle. ‘The multiple venturi in each primary bore produce ‘excellent fuel metering control due to their sensitivity to air flow. ‘The main metering system begins to operate as air flow increases through the venturi system and additional fuel is needed to supply the correct air/fuel mixture to the engine. Fuel from the idle system gradually diminishes as the lower pressures are now in the venturi system, The main metering system consists of main metering jets, vacuum operated primary metering rods, main fuel wells, main well air bleeds, main discharge nozzles, triple venturi, fuel pullover enrichment (some applications), adjustable part throttle (some applications). As the primary throttle valves are opened beyond the off-idle range allowing more air to enter the engine intake manifold, air velocity increases in the carburetor venturi This causes a drop in pressure in the large venturi which increases many times in the boost venturi, Since the low pressure (vacuum) is now in the smallest boost venturi, fuel flows from the main discharge nozzle as follows Fuel from the float bowl flows through the main ‘metering jets into the main fuel wells. It passes upward in the main well and is bled with air by an air bleed located atws wees auc av a PAGE 10 the top of well The fuel is further bled air through calibrated air bleeds located near the top of the well in the carburetor bores. The fuel mixture then passes from the main well through the main discharge nozzles into the boost venturi, At the boost venturi, the fuel mixture then combines with the air entering the engine through the carburetor bores, It then passes as a combustible mixture through the intake manifold and on into the engine cylinders. The main metering system is calibrated by tapered and stepped metering rods operating in the main metering jet and also through the main well air bleeds. During cruising speeds and light engine loads, manifold vacuum is high. In this period, the engine will run on leaner ‘mixtures than required during heavy loads. The primary ‘main metering rods are connected 0 a vacuum responsive piston which operates against spring tension. Engine mani- fold vacuum is supplied to a power piston through a vacuum channel. When the vacuum is high, the piston is, held downward against spring tension and the larger diameter of the metering rod is in the main metering jet orifice. This results in leaner fuel mixtures for economy operation. AS engine load increases and engine manifold vacuum drops, spring pressure acting on the power piston, ‘overcomes the vacuum pull and gradually lifts the metering rods partially out of the main metering jets. This enriches the fuel mixture enough to give the desired power required to overcome the added load. ADJUSTABLE PART THROTTLE FEATURE ‘Some exhaust emmission control carburetor models have an adjustable part throttle feature (Figure 9) used in Production to maintain a very close tolerance of fuel ‘mixtures during part throttle operation. This includes a special power piston and primary main metering rods. The piston has a pin pressed into its base which protrudes through the float bowl and gasket and contacts an adjustable link in the throttle body. The metering rods are tapered at the upper metering end, so that fuel flow through the main metering jets is controlled by the depth of the taper in the main metering jet orifice. Duri production, the adjustable part throttle screw is turned in ‘oF out to place the taper at the exact point in the jet orifice to obtain the desired air/fuel mixtute ratio, Once set, the adjustment screw is capped and no attempt should be made to readjust it in the field. ‘The tapered metering rod used with the adjustable part throttle feature can be identified by the Suffix “B” after the part number stamped on the side of the rod, Whenever the throttle body of a Quadrajet with the Adjustable Part Throttle (A.P.T.) feature is replaced, the APT. screw should be adjusted as specified in’ the instruction sheet included with Rochester Service Replace- ment Throttle Body Assemblies (Also see step 1.d, page 30). ADJUSTABLE MAIN WELL AIR BLEED . FEATURE (Fig. 70) FIGURE 10 Some exhaust emission control carburetors use an adjustable main well air bleed system, replacing the Adjustable Off-ldle (A.O.L) air bleed, for more accurate fuel control during part throttle operation (Figure 10). The adjustable part throttle air bleed system supplements the other main well air bleeds. The adjustable part throttle air bleed screw refines fuel mixtures to meet exhaust emission control requirements. The screw is adjusted at the Factory during carburetor flow test and no atempt should be made to readjust in the field. A triangular spring clamp forced over the vent tube covers the screw to protect the adjustment from being tampered with and should not be Femoved. All service air horns have this screw preset at the factory. FUEL PULL-OVER ENRICHMENT (Fig. 17) FIGURE 11Some Quadrajet carburetors have a fuel pullover enich- ‘ment system to provide added enrichment and improved fuel control during higher engine speeds and carburetor air flows (Figure 11). ‘Two calibrated holes, one in each primary bore, are located either just above or just below the choke valve and. feed fuel from tubes that extend into the float bowl During high carburetor air flows, low pressure created in the air hotn bore pulls fuel from the high-speed fuel feeds, supplementing fuel flow from the primary main metering system. The pull-over enrichment system begins to feed fuel at approximately 8 Ibs. of air per minute and continues to feed at higher engine speeds 10 provide extra fuel necessary for good engine performance. On those carburetor models that have the two calibrated holes located just below the choke valve (Sce Choke System 4MV), the pullover enrichment system feeds additional fuel at closed choke for good cold engine starting, Calibrated air bleeds, located in the air horn, are used with this system, The pullover enrichment system allows the use of slightly leaner mixtures during part throttle operation and still provide enough fuel during high-speed operation. This feature gives added refinement to the fuel mixtures for exhaust emission control, POWER SYSTEM POWER SYSTEM (Fig. 12) FIGURE 12 The power system in the Quadrajet carburetor provides extra mixture enrichment to meet power requirements under heavy engine loads and high-speed operation. The richer mixtures are supplied through the main metering systems in the primary and secondary sides of the ear buretor (Figure 12) ‘The fuel mixture is enriched in the two primary bores through the power system. This consists of a vacuum operated power piston and a spring located in a cylinder 90-5 MODELS am.amc-amy PAGE 11 connected by a passage to intake manifold vacuum, The spring under the power piston pushes the piston upward ‘against manifold vacuum force tending to pull the piston downward. During part throttle and cruising ranges, manifold vacuums are sufficient to hold the power piston down against spring tension so that the larger diameter of the primary metering rod tip is held in the main metering jet orifice to provide leaner mixtures during these periods of engine operation. However, as engine load is increased to a point where extra mixture enrichment is required, the Power piston spring overcomes the vacuum pull on the Power piston and the tapered tip of the primary metering ods moves upward. in the main metering jet orifice. The smaller diameter of the metering rod tip allows more fuel to ess through the main metering jet and enrich the fuel mixture to meet the added power requirements. As engine Joad decreases, the manifold vacuum rises and extra mixture enrichment is no longer needed. The higher vacuum pulls downward on the power piston against spring tension, which moves the larger diameter of the metering rod into the metering jet orifice returning the fuel mixture to normal economy ranges. A dual power piston spring is used beneath the power piston in the piston bore of some Quadrajet models (Figure 12). The smaller diameter power piston spring seats in the center of the piston and bottoms on the float bow! casting. The spring is used to control power enrichment during light, engine loads. A larger diameter spring surrounds the smaller inner spring and exerts additional pressure on the bottom Of the power piston to provide efficient mixture ratios at heavier engine load conditions, The dual power piston spring feature, on models so equipped, assists in providing improved fuel control of air/fuel mixture ratios to meet ‘emission and power requicements of the engine, ‘The primary side of the carburetor provides adequate ait and fuel for low-speed operation. However, at higher speed, ‘more air and fuel are needed to meet engine demands. The secondary side of the carburetor is used to provide extra ait and fuel through the secondary throttle bores ‘The secondary section of the Quadrajet has a separate and independent metering system. It consists of two large throttle valves connected by a shait and linkage to the primary throttle shaft. Fue! metering is controlled by spring loaded air valves, metering orifice plates, secondary meter ing rods, main fuel wells with bleed tubes, fuel discharge nozzles, accelerating wells and tubes. The secondary meter- ing system supplements fuel flow from the primary side and ‘operates as Follows: When the engine reaches a point where the primary bores cannot meet engine air and fuel demands, a lever on the primary throttle shaft, through a connecting link to the secondary throttle shaft,” begins to open the secondary throttle valves, provided the engine has warmed the choke coil to release the secondary lockout lever, if used. As the205 | | MODELS 4M-4MC.4MV | PAGE 12 | | secondary throttle valves are opened, engine manifold vacuum (low pressure) is applied directly beneath the air valves. Atmospheric pressure on top of the ait valves, Provided the engine has warmed the choke coil to release the air valve lockout lever (if used), forces the air valves, ‘open against spring tension and allows metered air to pass through the secondary bores of the carburetor, On most models, accelerating wells are used to supply. fuel immediately to the secondary bores. This prevents a momentary leanness until fuel begins to feed from the secondary discharge nozzles. When the air valves begin to open, the upper edge of each valve passes the accelerating well ports (one for each bore). As the edge of the air valves pass the ports, they are exposed to manifold vacuum and immediately feed fuel from the accelerating wells located on each side of the float bow! chamber. Each accelerating well has a ‘calibrated orifice which meters the fuel supplied to the well from the float chamber. Some models have the accelerating well Ports located beneath the front edge of the air valve instead Of above. These begin to feed fuel to the secondary bores almost instantly after the secondary throttle valves open and before the air valves begin to open. This type porting is used on some models where added enrichment is needed during cold operation when the air valve is locked closed and also provides an earlier cut in of fuel from the ports than the models which have the port located above the valves. The use of either type of porting is dependent upon engine fuel demanes ‘The secondary main discharge nozzles (one for each bore) are located just below the center of the air valves and above the secondary throttle valves. The nozzles, being located in « low pressure area, feed fuel as follows’ As the secondary throttle valves are opened, atmospheric pressure opens the air valves. This rotates a plastic eccentric cam attached to the center of the air valve shaft. As the ‘cam rotates, if lifts the secondary metering rods out of the secondary orifice plates through the metering rod lever which follows rotation of the eccenttic cam Fuel flows from the float chamber through the second: ary metering orifice plates into the secondary main wells where it is mixed with air from the secondary main wel air bleed tubes. The air emulsified fuel mixture travels from the main wells through the secondary discharge nozzles Where it sprays into the secondary bores. Here the fuel is, mixed with air traveling through the secondary bores to supplement the air/fuel mixture delivered from the primary bores and goes on into the engine as a combustible mixture. As the throttle valves are opened further and engine speeds increase, air flow through the secondary. side increases and opens the air valves to greater degree which tum lifts the secondary metering rods further out of the orifice plates. The metering rods are tapered so that fuel flow through the secondary metering orifice plates is, directly proportional to air flow through the secondary carburetor bores. In this manner, correct air/fuel mixtures through the secondary bores are controlled by the depth of the metering rods in the orifice plates The depth of the metering rods in the orifice plates in relation to the air valve position ate factory adjusted to ‘meet air/fuel requirements for each specific engine model METERING RODS — PRIMARY ‘There are two types of primary main metering rods used in the Quadrajet carburetors, 1968 models use a rod which has a double taper at the metering tip. The 1967 and earlier models havea single taper at the metering tip. Both type rods use'a similar two-digit numbering syster ‘The number indicates the diameter of the metering rod and is the last two digits of the part number. The 1968 models with the double taper will have “B” stamped on the rod after the two-digit number. METERING RODS — SECONDARY The secondary rods are coded with a two-letter system which corresponds directly to the part number. (See Delco Bulletin 94-100 for a complete description and listing of metering rods.) There are other features incorporated in the secondary ‘metering system as follows: 1. The secondary main well air bleed tubes extend downward into the main fuel well below normal fuel level. These bleed air into the fuel in the secondary wells to quickly emulsify the fuel with air for good atomization and improved fuel flow from the second ary nozzles. 2. The secondary metering rods have a milled slot at the larger diameter of the metering tip. The purpose of the slots is to ensure an adequate supply of fuel in the secondary main wells when the air valves are in the closed position. At this point, the metering rods are nearly seated against the metering orifice plates. The slot in the rod is adjacent to the orifice plate and allows a small amount of fuel to pass between the metering rod and metering disc. During extreme hot engine idle or hot soak the fuel could boil out of the secondary fuel wells. The milled slot allows enough fuel to by-pass the orifice plate and keep the main fuel wells full of fuel. This insures adequate fuel supply in the main wells at all times to. give immediate fuel delivery from the secondary discharge nozzles. On some later Quadrajet models, the milled slot in the secondary metering rods is removed. Hot engine idle and hot soak tests have proved the slot is not needed on these applications 3. There are two baflle plates in each secondary bore located just below the air valves. They extend up and around the secondary discharge nozzles, Their pur-Pose is to provide good fuel distribution at lower air flows by providing, as near as possible, equal fuel distribution to all engine cylinders, 4. An air horn baffle is used on some models to prevent incoming air from the air cleaner reacting on the secondary main well bleed tubes. The baffle is located adjacent 10 the secondary well bleed tubes and extends above the air horn between the primary and secondary bores. This prevents incoming air from forcing fuel level down in the secondary wells through the bleed tubes and prevents secondary nozzle lag on heavy acceleration, 5. Some models use notched secondary air valves to reduce the vacuum signal at the nozzles for leaner air/fuel mixture ratios during initial air valve opening, The leaner mixtures assist in meeting emission re- quirements and also improve throttle response when operating at high altitudes. AIR VALVE DASHPOTS AIR VALVE DASHPOT OPERATION (Fig. 73) OPERATION (LATE) FIGURE 13 ‘There are two different type air valve dashpots used in the Quadrajet carburetor. Their primary purpose is to control the opening rate of the air valves and prevent secondary discharge nozzle lag. ‘The early type dashpot (Top of picture, Figure 13) consists of a piston which operates in a fuel well ad- jacent to the float bowl. The piston stem is connected 10 the air valve through a link and lever assembly. As the air valves open, the dashpot piston is pulled upward foreing 90.5 MODELS 4m.amc-amv PAGE 13 fuel to flow between the side of the piston and fuel well which retards the air valve opening. A rubbe? washer attached to the piston stem acts as a check valve, During upward movement of the piston, the rubber washer seats and forces all fuel flow around the piston. When the air valve closes, the check valve unseats and allows fuel to also pass through the center of the piston allowing the air valves, to return closed rapidly. The late type air valve dashpot (Lower picture, Figure 13) operates off of the choke vacuum break diaphragm unit. The secondary air valve is connected to the choke vacuum break unit by a rod, to control the opening rate of the air valve Whenever manifold vacuum is above approximately ” of Mercury (Hg), the vacuum break diaphragm is seated (plunger is fully inward) against spring tension. At this point, the vacuum break rod is in the forward end of the slot in the air valve lever, or in the rear of the slot in the vacuum break plunger, and the air valves are closed. During acceleration or heavy engine loads when the secondary throttle valves are opened, the manifold vacuum drops. The spring located in the vacuum break diaphragm, overcomes the vacuum pull and forces the plunger and link ‘outward which, in turn, allows the air valves to open. The ‘opening rate of the ait valves is controlled by the calibrated restriction in the vacuum inlet in the diaphragm cover. This, gives the dashpot action required to delay air valve opening enough for efficient fuel flow from the secondary discharge nozeles. PUMP SYSTEM ACCELERATING PUMP SYSTEM (Fig. 14) FIGURE 14 During quick acceleration, when the throttle is opened rapidly, the air flow and manifold vacuum change almost instantaneously. The fuel, which is heavier, tends to lag behind causing a momentary leanness. The accelerator90.5 “~ MODELS an.amc-amv PAGE 14 Delco ‘pump is used to provide the extra fuel necessary for smooth operation during this time. The accelerating pump system is located in the primary side of the carburetor (Figure 14), It consists of a spring-loaded pump plunger and pump return spring, ‘operating in a Fuel well. The pump plunger is operated by a pump lever on the air horn which is connected directly to the throttle lever by a pump rod. When the pump plunger moves upward in the pump well, as happens during throttle closing, fuel from the float bowl enters the pump well through a siot in the top of the pump well. It flows past the synthetic pump cup seal into, the bottom of the pump well. The pump eup is a floating type. (The cup moves up and down on the pump plunger hhead.) When the pump plunger is moved upward, the flat fon the top of the cup unseats from the flat on the plunger head and allows free movement of fuel through the inside of the cup into the bottom of the pump well, This also vents any vapors which may be in the bottom of the pump. Well so that a solid charge of fuel can be maintained in the fuel well beneath the plunger head, When the primary throttle valves are opened, the connecting linkage forces the pump plunger downward. The ump cup seats instantly and fuel is forced through the pump discharge passage, where it unseats the pump discharge check ball and passes on through the passige to the pump jets located in the air horn where it sprays into the venturi area of each primary bore. It should be noted the pump plunger is spring londed. The upper duration spring is balanced with the bottom ump return spring so that a smooth sustained charge of fuel is delivered during acceleration ‘The pump discharge check ball seats in the pump discharge passage during upward motion of the pump Plunger so that air will not be drawn into the passage: otherwise, 2 momentary lag in acceleration could result. During high-speed operation, a vacuum exists at the ump jets. A cavity just beyond the pump jets is vented to. the top of the air horn, outside the carburetor bores. This acts a5 a suction breaker so that when the pump is not in operation, fuel will not be pulled out of the pump jets into the venturi area. This insures a full pump stream when needed and prevents any fuel “pullover” from the pump discharge passage, CHOKE SYSTEM-4MV ‘The Quadrajet choke valve is located in the primary side of the carburetor (Figure 15). The closed choke valve provides the correct air/fuel mixture enrichment to the engine for quick cold engine starting and (partially open) during the warmup period. The air valve or secondary throttle valves (on some models) are locked closed until the engine is thoroughly warm and choke valve is wide open. CHOKE SYSTEM — 4MV (Fig. 15) sasaraee § TYPICAL CHOKE SYSTEM FIGURE 15 The thermostatic coil is located in the engine manifold and is connected by a rod to the intermediate choke shaft and lever assembly. Choke operation is controlled by the combination of intake manifold vacuum, the offset choke valve, temperature, and throttle position The thermostatic coil located in the engine manifold is calibrated to hold the choke valve closed when the engine is cold, NOTE: To close the choke valve, the primary throttle valves have to be opened to allow the fast idle cam follower to by-pass the steps on the fast idle cam and come to rest on the highest step of the fast idle eam. When the choke valve is closed. on models using an air valve lockout lever, the lever is weighted so that a tang on the lever catches the upper edge of the ait valve and keeps the air valve closed, During engine cranking, the choke valve is held closed by the tension of the thermostatic coil, This restricts air flow through the carburetor to provide a richer starting mixture. Some Quadrajet models use a choke enrichment fuel system to supplement fuel feed from the primary main discharge nozzles for good cold engine starting, Two calibrated holes, one in each primary bore, are located in the air horn just BELOW the choke valve to supply added fuel for cold enrichment duting the cranking period. The extra fuel is supplied through channels which lead to the secondary accelerating well pickup tubes to allow fuel at closed choke to be drawn from the secondary accelerating wells located in the float bowl chamber. Also, during warm engine operation, the two calibrated holes in the air horn feed a small metered amount of fuel at higherair flows to supplement fuel flow in the primary bores to provide the extra fuel needed at higher engine speeds ‘As mentioned eailier (See Main Metering System), other Quadrajet models use the fuel pull-over enrichment system. This system is similar to the choke enrichment fuel system except that the two calibrated holes, one in each primary bore, are located in the air horn just ABOVE the choke valve to supply added fuel during higher carburetor air flows. The calibrated holes, located above the choke valve, do not feed fuel at closed choke dusing the engine cranking period. When the engine starts and is running, manifold vacuum applied to the vacuum diaphragm unit mounted on the float bow! opens the choke valve to a point where the engine will run without loading or stalling. At the same time, the fast idle cam follower lever on the end of the primary throttle shaft will drop from the highest step on the fast idle cam to a lower step when the throttle is ‘opened. This gives the engine sufficient fast idle and correct, fuel mixture for running until the engine begins to warm up and heat the thermostatic coil. As the thermostatic coil on the engine manifold becomes heated, it relaxes its tension and allows the choke valve to open further because of intake air pushing on the offset choke valve, Choke valve ‘opening continues until the thermostatic coil is completely relaxed, at which point the choke valve is wide open. When the engine is thoroughly warm, the choke coil pulls the intermediate choke lever completely down and allows the fast idle cam to rotate so that the cam follower drops off the last step of the fast idle cam allowing the ‘engine to run at normal speeds. When the choke rod moves ‘upward in the choke shaft lever, the end of the rod strikes a tang on the air valve lockout lever, if used. As the rod moves to the end of its travel, it pushes the lock-out tang upward and unlocks the air valve, CHOKE SYSTEM WITH SECONDARY FIGURE 16 9205 MODELS 4M.aMc-amv PAGE 15 On some models, a secondary throttle valve lock-out is used in place of the air valve lock-out feature. This type design is used on applications where little or no wir flow can be tolerated from the secondary throttle bores during engine warm up. On these applications, a lock-out lever located on the float bow! is weighted so that a tang on the lower end of the lever catches a lock pin on the secondary throttle shaft and holds the secondary throttle valves closed. As the engine warms up, the choke valve opens and the fast idle cam drops. When the engine is thoroughly warm, the choke valve is wide open and the fast idle cam drops down so that the cam follower is completely off the steps of the cam. As the cam drops the last few degrees it strikes the secondary lock-out lever and pushes it away from the secondary valve lock-out pin, This allows the secondary valves to open and operate as described under the Power System, On all 4MV models, the choke system is equipped with an unloader mechanism which is designed to partially open the choke valve, should the engine become loaded or flooded. To unload the engine, the accelerator pedal must bbe depressed so that the throttle valves are held wide open. A tang on a lever on the choke side of the primary throttle shaft contacts the fast idle cam and through the inter mediate choke shaft forces the choke valve slightly open, This allows extra air to enter the carburetor bores and pass ‘on into the engine manifold and cylinders to lean out the fuel mixture so that the engine will start CHOKE SYSTEM (Fig. 17) can rouowen. "Seat FIGURE 17 ‘Some early model 4MV carburetors use a vacuum break modulating spring and split choke spring. The vacwum break modulating spring allows the vacuum break (choke valve position) to vary according to ambient temperature The vacuum break modulating spring, connected to the vacuum break link, allows varying choke openings depend ing on the closing force of the thermostatic coil. As the closing force of the coil increases (cool weather), the link is allowed to move in the slotted lever until the modulating90-5 MODELS 4v.amc-amv PAGE 16 spring overcomes the coil force, oF the link is in the end of the slot. This results in less vacuum break during cooler ‘weather and more vacuum break during warmer weather. The split choke feature operates during the last few degrees of choke thermostat rotation. The purpose is to maintain the fast idle speed long enough to keep the engine from stalling, but allow the use of choke coil which lets the choke valve open quickly. The operation of the split choke feature is controlled by a torsion spring on the intermediate choke lever shaft. As explained earlier, air pressure action oon the offset choke valve tends to force the choke valve ‘open against tension of the choke thermostatic coil, In the last few degrees of thermostatic coil opening motion, a tang ‘on the intermediate choke lever contacts the end of the torsion spring. This keeps the fast idle cam follower lever oon the last step of the fast idle cam longer to maintain fast idle until the engine is thoroughly warm. The spring works ‘against the thermostatic coil until the coil is hot enough to pull on the intermediate choke lever and overcome the torsion spring tension. The torsion spring must be placed in, the specified notch in the vacuum break mounting bracket, for the application used, CHOKE SYSTEM (Fig. 18) CHOKE SYSTEM FIGURE 18 Some 4MV carburetors use a spring assist choke closing system (Figure 18). The assist spring is of the torsion type and is added to the intermediate choke shaft. It exerts pressure on the vacuum break lever to force the choke valve toward the closed choke position. The tension of the torsion spring i overcome by the choke thermostatic coil located on the engine manifold which, during the engine warmup period, will pull the choke valve open. The addition of a torsion spring assists in closing the choke valve to ensure good engine starting when the engine is cold. Along with the choke closing assist spring, certain 4MV ‘models use the fast idle cam “pulloff” feature When the engine starts and is sunning, manifold vacuum is applied to the vacuum break diaphragm and the diaphragm plunger moves slowly inward to open the choke valve. As the diaphragm plunger moves inward, a tang on the plunger contacts the end or “tail” of the fast idle cam, to “pulkoft” the cam from the high step to the lower second step setting A slight change in the method of vacuum break adjustment is required on these models that use the fast idle cam “pull-off" feature, (See Adjustment Procedures in the 9D-5 Section of the Deleo Carburetor Parts and Service Manual 9X.) CHOKE SYSTEM (Fig. 19) CHOKE SYSTEM FIGURE 19 Some 4MV models have the choke closing assist spring located on the vacuum break plunger stem replacing the torsion spring located on the intermediate choke shaft The choke closing assist spring assists in closing the choke valve along with tension from the remote choke thermostatic coil for improved engine starting. The choke closing assist spring only exerts pressure on the vacuum break link to assist in closing the choke valve during engine starting. When the engine starts and the choke vacuum break diaphragm seats, the closing spring retainer hits a stop. ‘on the plunger stem and no longer exerts pressure on the choke valve. ‘The vacuum break diaphragm plunger is revised in that the slot for free travel of the air valve dashpot link is moved from the ait valve shaft lever to the vacuum break plunger. ‘A change in air valve dashpot adjustment procedure is required. (See Adjustment Procedures in the 9D-5 Section, Delco Carburetor Parts and Service Manual 9X.)CHOKE SYSTEM (Fig. 20) 2 coee FIGURE 20 ‘Some models use a delayed vacuum break system, ‘This system operates as follows When the engine is started cold, vacuum is applied to the choke vacuum break diaphragm unit, opening the choke valve against tension of the thermostatic choke coil 10 @ Point where the engine will run without loading or stalling. To delay the choke valve from opening too fast, an internal air bleed check valve is used inside the diaphragm unit, When the engine starts, vacuum acting on the internal check valve bleeds air through a small hole in the valve which allows the vacuum diaphragm plunger to move slowly inward. This gives sufficient time to overcome engine friction and wet the engine manifold to prevent Jean stall, When the vacuum break diaphragm is fully seated, which takes @ few seconds, the choke valve will Femain in the vacuum break position until the engine begins to warm and relax the thermostatic coil located on the exhaust crossover in the intake manifold. In addition to the internal bleed check valve, some ear applications have a separate vacuum delay tank added to the system. This is connected ‘in series” to a second vacuum tube on the vacuum diaphragm unit to further delay the choke vacuum break diaphragm operation. The check valve in the choke vacuum diaphragm unit is designed to “pop” off its seat and allow the diaphragm plunger to extend outward, when the spring force against the diaphragm is greater then the vacuum pull. This will ive added enrichment as needed on heavy acceleration during cold drive-away by allowing the choke coil to slightly close the choke valve. Some 4MV models use a calibrated restriction in the vacuum inlet to the vacuum break diaphragm unit in place of the internal air bleed check valve. Similar to the internal air bleed check valve, the calibrated restriction delays the supply of vacuum to the diaphragm unit to retard opening of the choke valve for ood engine starting, 90-5 MODELS am.amc.amv PAGE 17 CHOKE SYSTEM (Fig. 27) . QP FIGURE 21 AA spring loaded plunger is used in the vacuum break unit fon some 4MV models (Figure 21). The purpose of the spring, called a “bucking spring,” is to offset choke thermostatic coil tension and balance the opening of the choke valve with tension of the choke coil. This enables further refinement of air/fuel mixtures because the coil which senses engine and ambient temperatures, will allow the choke valve to open gradually agsinst spring tension in the diaphragm plunger head. In other words, in very cold temperatures, the extra tension created by the thermostatic coil will overcome the tension of the diaphragm plunger (bucking) spring to provide less choke valve opening with the results of slightly richer mixtures. In warmer tempera tures, the thermostatic coil will have less tension and, consequently, will not press the spring as much thereby siving @ greater choke valve opening for slightly leaner mixtures, CHOKE SYSTEM (Fig, 22) a ea oe FIGURE 225 nn MODELS 4M-amc-aMv PAGE 18 Other Quadrajet carburetors use a dual delayed vacuum break system consisting of a front or main vacuum break digphragm unit and a rear or auxiliary vacuum break diaphragm unit (Figuee 22) ‘The dual delayed vacuum break system operates as follows: During engine cranking, the choke valve is held closed by the tension of the thermostatic coil. This restricts air flow through the carburetor to provide a richer starting mixture, When the engine starts and is running, manifold vacuum is applied to both vacuum break diaphragm units mounted on the side of the float bowl. The front or main vacuum break diaphragm opens the choke valve to a point where the engine will run without loading or stalling. AS the engine is wetted and friction decreases after start, an internal bleed in the auxiliary vacuum break unit causes a delayed action to gradually open the choke valve a litle further until the engine will run at a slightly leaner mixture to prevent loading. Included in the auxiliary vacuum break unit is a spring-loaded plunger. The purpose of the spring is to offset, choke thermostatic coil tension and balance the opening Of the choke valve with tension of the choke coil. This, enables further refinement because the coil, which senses, engine temperature, will allow the choke valve to open. ally against spring tension in the diaphragm plunger AA clean air purge feature is added to the rear or auxiliary vacuum break diaphragm unit on some 4MV models using the dual delayed vacuum break system (Figure 22). A clean air bleed, added to the tube at the rear of the auxiliary ‘vacuum break unit and located beneath a rubber covered filter, purges the system of any fuel vapors and dirt which, ‘may possibly enter the internai check bleed valve to disrupt, operation. A change in adjustment procedure for setting the auxiliary vacuum break is required on those models using the clean air purge feature. (See Adjustment Procedures, Section $, of the Delco Carburetor Parts and Service Manual 9X). CHOKE SYSTEM (4MC EARLY) ‘The early Model 4MC choke system (Figure 23) con- sists of a choke valve located in the primary air horn bore, ¢ choke housing and vacuum diaphragm assembly, fast idle cam, connecting linkage, air valve lockout lever, and thermostatic coil. Choke operation is controlled by the combination of intake manifold vacuum, the offset choke valve, temperature, and throttle position. The thermostatic coil is calibrated to hold the choke valve closed when the engine is cold. NOTE: To close the choke valve, the primary throttle valves have to be partially opened to allow the fast idle cam follower to by-pass the steps on the fast idle cam and come to rest on. the highest step of the fast idle cam, FIGURE 23 When the choke valve is closed, the air valve lockout lever is weighted so that a tang on the lever catches the upper edge of the air valve and keeps the air valve closed. During engine cranking, the choke valve is held closed by the tension of the thermostatic coil. This restricts air flow through the carburetor to provide a richer starting mixture When the engine starts and is running, manifold vacuum applied (0 the vacuum diaphragm unit mounted on the float bowl, opens the choke valve to a point where the engine will run without loading or stalling. This is accom plished through an adjustable plastic plunger mounted on the vacuum break diaphragm. Engine vacuum pulls inward ‘on the diaphragm and the plunger strikes the vacuum break tang inside the choke housing which, in turn, rotates the intermediate choke shaft and through connecting linkage ‘opens the choke valve. At the same time, the fast idle cam follower lever on the end of the primary throttle shaft will drop from the highest step on the fast idle cam to the second step if the throttle is opened. This gives the engine sufficient fast idle and correct fuel mixture for running until the engine begins to warm up and heat the thermo: ‘As the thermostatic coil becomes heated, it relaxes its tension and allows the choke valve to open further because of intake air pushing on the offset choke valve. Choke valve opening continues until the thermostatic is completely relaxed and the choke valve is wide open During engine warmup the choke coil rotates, forcing the intermediate choke shaft and lever clockwise. This allows the fast idle cam to rotate until the cam follower drops off the ast step of the fast idle eam so the engine will run at normal idle speeds. When the choke moves toward the open position, the end of the choke rod strikes a tang ‘on the ar valve lockout. As the choke rod! moves to the end of its travel, it pushes the lockout tang upward and unlocks the air valve“~ 90-5 MODELS 4M.amc.amVv PAGE 19 Delco CHOKE SYSTEM — 4M (LATE) (Fig. 24) FIGURE 24 Later 4MC Quadrajet carburetors (igure 24) use a delayed vacuum break system. An internal bleed check valve in the vacuum break diaphragm unit delays the diaphragm action a few seconds before it becomes seated. This allows the engine manifold to be wetted and engine riction to decrease enough so that when the vacuum break point is reached, the engine will run without loading or stalling. When the choke valve moves to the vacuum break position, the fast idle cam follower lever on the end of the primary throttle shaft will drop from the highest step on the fast idle cam to the next lower step (second step) when. the throttle is opened. This gives the engine sufficient fast idle speed and correct fuel mixture for running until the engine begins to warm up and heat the thermostatic coil in the choke housing, Engine vacuum pulls heat from the ‘manifold heat stove into the choke housing and gradually relaxes choke coil tension. This allows the choke valve to continue opening through carburetor inlet air pressure pushing on the offset choke valve. Choke valve opening continues until the thermostatic coil is completely relaxed, at which point the choke valve is wide open and the engine is thoroughly warmed up. During the last few degrees of choke valve opening, @ tang on the choke lever contacts the secondary air vaive lockout lever and rotates the lever counterclockwise so that the tang over the air valve will move completely away feom the valve, allowing the air valves to open and operate. The choke system on all 4MC models is designed to partially open the choke valve, should the engine become flooded or loaded. To unload the engine, the accelerator pedal must be depressed so that the throttle valves are held Wide open. A tang on the lever on the choke side of the primary throttle shaft contacts the fast idle cam and through the intermediate choke shaft forces the choke valve slightly open. This allows exira air to enter the carburetor bores and pass on into the engine manifold and cylinders to lean out the fuel mixture so that the engine will start COMBINATION EMISSION CONTROL (C, VALVE (Fig. 25) .C.) FIGURE 25 On some Quadrajet applications, a carburetor mounted Combination Emission Control (C.E.C.) valve is added to help reduce exhaust emissions (Figure 25). A vacuum tube in the float bowl is connected by hose to the C.E.C. valve which, when energized through the transmission, controls, distributor vacuum spark advance by providing spark vacuum advance during transmission high-gear operation (and in reverse on turbo:hydramatie transmission applica- tions) and, when de-energized, retarded spark timing during ‘operation of the transmission in lower gears and at idle. The C.E.C. valve, when energized through the trans mmission, aso acts asa throttle stop by increasing engine idle speed during high-gear operation (and in reverse on turbo. hydramatic transmission applications) to add more air as an aid in controlling over-run hydrocarbons (unburned fuel) during deceleration, Normal idle speed setting is made with the idle stop screw. Idle speed settings should be made following vehicle manufacturer's specification (noted on the decal in the engine compartment) The C.E.C. valve may be identified from the idle stop solenoid by two vacuum tubes for distributor vacuum advance, located at the end of the valve, and by the following precautionary label affixed to the valve “CAUTION: Never use to set idle. See Service Mamual for adjustments.” IDLE STOP SOLENOID An clectrically-operated idle stop solenoid (Figure 26, Page 20) mounted on a bracket on the carburetor, is added to the float bow! on some Quadrajet carburetors and, where applicable, replaces the Combination Emission Control (CEC) valve. The idle stop solenoid controls the engine cub idle speed. Curb idle speed setting is made by adjusting the plunger screw in the idle stop solenoid with the solenoid energized electrically. The low idle speed is adjusted by tuning the idle stop screw on the carburetor bowl. Curb idle and low idle speed settings should be using information located on the decal in the ‘compartment (1968 and later vehicles).905 MODELS 4M.amc-amVv PAGE 20 IDLE STOP SOLENOID (Fig. 26) FIGURE 26 MAJOR SERVICE OPERATIONS ALL MODELS DISASSEMBLY, CLEANING, INSPECTION AND ADJUSTMENTS The following disassembly and assembly procedures may vary somewhat between applications due to specific design features. However, they will basically pertain to all Quadra jet models. DISASSEMBLY NOTE: wburetor on proper holding fixture such as BT-3553. acim ae Y tut wat ut Nano vac FIGURE 27 AIR HORN REMOVAL ~ (Figure 27) 1. Remove idle vent valve attaching screw; then remove, idle vent valve assembly. If thermostatic vent valve is used, remove dust cover, then remove valve. Care should be used not to bend or distort the bi-metal strip. 2. On those 4MV models using the vacuum operated vent switch valve, remove small screw from top of vent valve plunger stem, NOTE: Hold plunger stem with needle-nosed pliers to prevent turning and tearing of dia- phragm. Remove vent valve cover screw and ait hhorn screw and carefully lift cover from ait horn. Remove cover gasket, vent valve assem- bly, and spring noting position of the vent valve for later reassembly, Remove diaphragm retain er and diaphragm from the air horn by carefully moving the diaphragm stem back and forth. 3. Remove clip from upper end of choke rod, disconnect upper end of choke rod from upper choke shaft lever. Remove choke rod from lower choke lever in bow! by working choke rod “up and down” until lower end of rod is free from lever. NOTE: On late 4MC models, remove upper choke lever from end of choke shaft by removing retaining screw. 4. Remove clip from upper end of pump rod; then disconnect pump rod from pump lever. Wire vent valve lever can be removed from pump lever if replacement is those models that do not use a retaining clip in the upper end of the pump rod, known as the “clipless” pump rod, using a pin, punch, carefully drive the accelerator pump lever roll pin out of the boss only enough to lift, pump arm out of the way. Then, disconnect, pump rod from pump lever. CAUTION: Do not bend the pump rod to remove from pump lever; follow the above procedure. 5.On Chevrolet 4MV models using either Combination Emission Control (C.E.C.) valve or idle stop solenoid mounted on the carburetor: a. On C.E.C, valve models only, remove vacuum hose from the C.E.C, valve and vacuum tube on the float bowl b. Remove serew securing C.EC. valve or idle stop solenoid bracket to float bowl. NOTE: Do not remove the bracket for the C.EC. valve or idle stop solenoid from the air hor assembly unless replacement of the bracket is necessary. CAUTION: Do not immerse the CEC. valve assembly’ or idle stop solenoid in any type of ‘carburetor cleaner. 6.0n other 4MV and 4MC models using an idle stop solenoid mounted on the carburetor:2 10, a. Remove screws securing idle stop solenoid bracket to float bow! and remove solenoid and bracket assembly. NOTE: If solenoid replacement is necessary, bend back retaining tabs on lockwasher; then remove large idle stop solenoid nut and remove solenoid from bracket. CAUTION: The idle stop solenoid should not be immersed in any type of carburetor cleaner and should always be removed before complete overhaul If used, remove retaining clip from the vacuum break sod at the vacuum diaphragm plunger and remove other end of rod from dashpot lever on end of the air valve shaft, NOTE: On some models, the vacuum break rod is clipless, so it will be necessary to remove during air hom removal (See step 10). Remove secondary metering rods from secondary wells by removing small screw in the secondary metering rod holder. Lift rods and holder as an assembly from carburetor. Metering rods may be disassembled from the hanger by rotating ends out of the holes in the end of the hanger, Remove (9) air horn to bowl attaching screws; (2) attaching screws are located next to the primary venturi. ([2] long screws, [5] short screws, [2] countersunk serews.) NOTE: Some models have a secondary baffle plate mounted under the (2) center air horn attaching screws next to the secondary bores. The baffle can be removed also at this time. Other models have a secondary air valve lock. ‘out shield located over the lockout lever. This is held in place by the air horn screw next to the lockout lever and a small attaching. screw. (Check the “C” parts bulletin in the Delco Carburetor Parts and Service Manual 9X. for correct usage of these extra parts.) Remove air hom by lifting straight up. If the clipless vacuum break rod is used, rotate air hom to remove vacuum break rod from dashpot lever on the end of the air valve shaft, Air hom gasket should temain on how! for removal later CAUTION: Place air horn inverted on clean bench. Care must be taken not 10 bend the small bleed tubes, accelerating well tubes, and pullover enrichment tubes in air horn casting These small tubes protrude from the air horn ‘casting and are permanently pressed in place. DO NOT REMOVE, 90-5 MODELS av.amc-amv PAGE 21 FIGURE 28 AIR HORN DISASSEMBLY — (Figure 28) 1. (Barly Models) Remove end of dashpot plunger rod from air valve lever. Some slide out of lever and others are held by a retaining clip. The dashpot piston has a synthetic seal inside the piston on the plunger shaft. This should not be immersed in carburetor cleaner as the seal will be destroyed, Clean in a stoddard solvent or kerosene, NOTE: Further disassembly of the air horn is ‘not required for cleaning purposes. If part replacement is required, proceed as follows. 2, Remove staking on (2) choke valve attaching serews, then remove choke valve and shat from air horn. If the air horn is equipped with the air valve lockout and it needs replacement, remove the lockout lever by driving out roll pin with small drift punch. NOTE: Air valves and air valve shaft should not bbe removed. However, if it is necessary to replace the air valve closing spring or center plastic eccentric cam, a repair kit is available. (Refer to the “C” Parts Bulletin in the Delco Carburetor Parts and Service Manual for part hhumber application.) To replace the air valve spring or eccentric cam, proceed as follows: Remove air valve spring fulcrum pin lock screw, B. Remove air valve spring fulcrum pin from casting C. Remove air valve spring. D. Remove (4) air valve attaching screws and remove E > valves from shaft. Remove air valve shaft by sliding out of air horn casting. Then plastic metering rod cam can be removed, No further disassembly of the air horn is required5 MODELS amawc-amy PAGE 22 4 4 i ‘i uaa re "an FIGURE 29 FLOAT BOWL DISASSEMBLY ~ (Figure 29) 1, Remove pump plunger fom pump well. 2. Remove air horn gasket from dowels on secondary side of bowl, then remove gasket from around power piston and primary metering rod and lift gasket from bowl Remove pump return spring from pump well. Remove plastic filler block over float valve. Remove power piston and primary metering rods as an assembly. There are four different type power piston retainers used, (See Figure 30.) CAUTION: Do not remove power piston by using pliers on metering rod holder. FIGURE 30 ‘A. The first design has a “button head” pin extension - pressed into the base of the power piston, This type power piston is held in place by the “button head” which protrudes through a hole in the throttle body gasket. The power piston can be removed by using needle-nosed pliers to pull straight up on metering rod hanger directly over power piston, B. The second type power piston retainer is flat brass spring clip which fits around the power piston, at the center. This type power piston assembly is removed in the same manner as above. C. The third type power piston retainer isa spring clip which fits over and around the top of the power piston cavity. Two fingers at the top of clip hold the piston down in cavity. This type power piston can be removed by pushing upward on clip retainer to disengage from casting. D. The fourth power piston retainer isa plastic retain which is part of the power piston assembly. The plastic retainer fits in a recess at the top of the power piston cavity. The power piston with the plastic retainer can be removed by pushing down: ‘ward against spring tension and allowing the piston to snap back against the retainer until it “pops” out Of casting, This procedure may have to be repeated several times to free power piston retainer. 6, Remove primary metering rods from power piston by disconnecting tension spring loops from top of each rod. Then rotate each metering rod to remove from hanger: CAUTION: Use care when disassembling rods 10 prevent distortion of tension spring and/or metering rods. Note carefully position of ten sion spring for later reassembly (See Figure 31). POWER PISTON AND METERING RODS (Fig. 31) TENSION SPRING , RETAINER PRIMARY (PLASTIC) METER ING, ROD NX PRIMARY METERING ~~ ROD t POWER PISTON FIGURE 3190-5 MODELS av.amc-amv PAGE 21, a. Remove screws securing idle stop solenoid bracket to float bow! and remove solenoid and bracket assembly, NOTE: If solenoid replacement is necessary, bend back retaining tabs on lockwasher; then remove large idle stop solenoid nut and remove solenoid from bracket CAUTION: The idle stop solenoid should not be immersed in any type of carburetor cleaner and should always be removed before complete overhaat EEE 7. used, remove retaining lip from the vacuum break - tod atthe scuum diaphragm plunger and remove other ea end of rod from dashpot lever on end of the ai valve shaft. NOTE: On some models, the vacuum break rod 's clipless, so it will be necessary to remove during air horn removal (See step 10). FIGURE 28 AIR HORN DISASSEMBLY — (Figure 28) |. (Early Models) Remove end of dashpot plunger rod from air valve lever. Some slide out of lever and others are held by a retaining clip. The dashpot piston has « synthetic seal inside the piston on the plunger shaft. This should not be immersed in carburetor cleaner as the seal will be destroyed, Clean in a stoddard solvent or kerosene, NOTE: Further disassembly of the air horn is hot required for cleaning purposes. If part replacement is required, proceed as follows. 8 Remove secondary metering rods from secondary wells, by removing small screw in the secondary metering rod hholder. Lift, rods and holder san assembly from carburetor. Metering rods may be disassembled from the hanger by rotating ends out of the holes in the end of the hanger. 9. Remove (9) air hom to bowl attaching screws; (2) attaching screws ate located next tothe primary venturi ([2] long serews, [5] short screws, [2} countersunk serews.) NOTE: Some models have a secondary baffle plate mounted under the (2) center ait horn ttaching screws next to the secondary bores The baffle can be removed also at this time, Other models have a secondary air valve lock: ‘Out shield locuted over the lockout lever. Tis is Remove staking on (2) choke valve attaching screws, then remove choke valve and shatt from air horn, If the air horn is equipped with the air valve lockout and it needs replacement, remove the lockout lever by held in place by the air horn screw next to the lockout lever “and a small attaching screw. (Check the “C* parts bulletin in the Deloo Carburetor Parts and Service Manual 9X. for correct usage of these extra parts.) driving out roll pin with small drift punch. NOTE: Air valves and air valve shaft should not be removed. However, if it is necessary to replace the air valve closing spring or center plastic eccentric cam, a repair kit is available (Refer to the “C* Parts Bulletin in the Delco Carburetor Parts and Service Manual for part number application.) To replace the air valve spring or eccentric cam, proceed as follows: 10, Remove air hom by lifting straight up. If the clipless vacuum break rod is used, rotate air horn to remove vacuum break rod from dashpot lever on the end of the air valve shaft. Air horn gasket should remain on bow! for removal later. A. Remove air valve spring fulerum pin lock screw. B, Remove air valve spring fulcrum pin from casting. CAUTION: Place air horn inverted on clean ©. Remove air valve spring. bench Care must be taken not to bend the D. Remove (4) air valve attaching serews and remove sinall bleed thes, accelerating well tubes, and valves from shaft, pullover enrichment tubes in air horn casting. E. Remove air valve shaft by sliding out of air horn These small tubes protrude from the air horn casting and are permanently pressed in place DO NOT REMOVE! casting. Then plastic metering rod cam can be removed. No further disassembly of the air horn is required.90-5 MODELS 4M.amc-amv PAGE 22 Flot puastic FUER ume neruRN s ‘SPAN. colton FIGURE 29 FLOAT BOWL DISASSEMBLY ~ (Figure 29) 1. Remove pump plunger from pump well 2. Remove air horn gasket from dowels on secondary side of bowl, then remove gasket from around power piston and primary metering rod and lift gasket from bowl. Remove pump retusn spring from pump well. 4, Remove plastic filler block over float valve. 5. Remove power piston and primary metering rods as an assembly. There are four different type power piston retainers used. (See Figure 30.) CAUTION: Do not remove power piston by using pliers on metering rod holder. mar roar Nera FIGURE 30 A. The first design has a “button head” pin extension pressed into the base of the power piston. This type ” power piston is held in place by the “button head’ which protrudes through a hole in the throttle body gasket. The power piston can be removed by using needle-nosed pliers to pull straight up on metering rod hanger directly over power piston, B. The second type power piston retainer isa flat brass spring clip which fits around the power piston, at the center. This type power piston assembly is removed in the same manner as above, . The thitd type power piston retainer isa spring clip which fits over and around the top of the power ston cavity. Two fingers at the top of clip hold the piston down in cavity. This type power piston, can be removed by pushing upward on clip retainer to disengage from casting. D. The fourth power piston retainer is a plastic retainer which is part of the power piston assembly. The plastic retainer fits in a recess at the top of the power piston cavity. The power piston with the plastic retainer can be removed by pushing down: ward against spring tension and allowing the piston to snap back against the retainer until it “pops” out of casting. This procedure may have to be repeated several times to free power piston retainer. Remove primary metering rods from power piston by disconnecting tension spring loops from top of each rod. Then rotate each metering rod to remove from hanger. CAUTION: Use care when disassembling rods to prevent distortion of tension spring and/or ‘metering rods. Note carefully position of ten- sion spring for later reassembly (See Figure 31). POWER PISTON AND METERING RODS (Fig. 37) TENSION SPRING } RETAINER PRIMARY (PLASTIC) METER ING, ROD N\ PRIMARY METERING 4 ROD ¥ POWER PISTON FIGURE 317. Remove power piston. spring(s) from power piston cavity, — 4 Sse FIGURE 32 8. FLOAT ASSEMBLY REMOVAL A. DIAPHRAGM TYPE ~ (Figure 32) 1. Remove float assembly by pulling upward on hinge_pin until pin can be removed from float hanger by sliding toward pump well. After pin removed, slide oat assembly toward front of bow to’ disengage needle pull clip from oat arm, Do not distort float needle put ei. Using needle-nosed pliers, remove pall lip from float needle 3. Remove two screws from float needle di phragm retainer; then remove retainer and float needle assembly from bow (Figure 33). CAUTION: Needle seat is factory staked and tested. Do not attempt to remove or rstake. If damaged, replace float bowl assembly Darisnctever FIGURE 33 90-5 i MODELS 4mamc-amv PAGE 23 erenme seve 4 ‘Assen FIGURE 34 B. STANDARD TYPE (Figure 34) 1. “Remove float assembly by pulling upward on hinge pin. Float needle and hinge pin can now be removed from float assembly. 2. Remove float needle seat and gasket from float bow! using too! BT-3006. NOTE: Float needle and seat are factory ‘matched and tested and should be replaced as a set, NEEDLE AND SEAT — 9. Remove primary main metering jets. No attempt should bbe made to remove secondary metering orifice plates. Normal cleaning is all that is necessary, 10, Using a screwdriver, remove pump dischar fetainer, then steel check ball 11. The baffle plate in secondary bores need not be Temoved for cleaning purposes. It can be removed for replacement by lifting straight upward, out of slots in side of bores. 12. CHOKE DISASSEMBLY: A. 4MV MODELS ~ (Figure 35) 1. Remove vacuum break hose from main vacuum break assembly and, if used, from rear (or auxiliary) vacuum break assembly, and remove hhose(s) from connection on float bowl. Remove retaining screw from choke vacuum break bracket assembly and remove assembly from float bowl. If not removed previously, vacuum break tod can now be removed from check ball905 “~ MODELS 4Mamc.amv PAGE 24 Ww Delco the main vacuum break plunger by rotating rod ‘out of plunger stem. 3. Remove secondary lockout lever or idle speedup lever (where used) from projection on bowl casting CHOKE AND FAST IDLE MECHANISM — R&R. (Figure 35) FIGURE 35 4. Remove the fast idle cam from bushing on choke vacuum break bracket assembly. NOTE: If further disassembly of the choke vacuum break assembly is necessary, the vacuum break assembly can be removed as follows: (a) (Early Models) Remove clip on con: necting link at vacuum break lever. ‘Then, remove link from lever and vacuuim break diaphragm plunger. (b) (All Models) Spread the retaining ears fon bracket for removing either the primary vacuum break diaphragm assembly or the secondary vacuum break assembly. The secondary vacuum break assembly has a rod connecting the plunger to the inter- mediate choke shaft lever. This ean also be removed by rotating the vacuum break diaphragm assembly and sliding rod out of plunger stem and the other end out of vacuum break lever. CAUTION: Do not place vacuum break assem- blies in carburetor cleaner. rasr ue cone ar bai -= est Sehew ita oie ac ea FIGURE 36 L ‘Then remove cover and coil assembly and inside bafile plate from choke hou Remove attaching screw from inside choke housing, Then remove choke housing assembly from float bowl, Remove vacuum passage gasket between choke housing and float bowl 3. Remove fast idle cam from choke housing. CAUTION: Do not place vacuum break dias Phiragm assembly in carburetor cleaner. 4MC BOWL ASSEMBLY (Fig. 37) FIGURE 37LATE 4MC MODELS Remove vacuum break hose from vacuum break assembly and connection at tube on float bowl (Figure 37), Remove (2) retaining screws and remove vacuum break and bracket assembly from float bowl CAUTION: Do not place vacuum break as Sembly in carburetor cleaner, Remove choke assembly. If further disassembly is necessary, spread the retaining ears on bracket next to acum break assembly, then remove vacuum break from bracket CHOKE HOUSING (Figure 38) 90-5 MODELS 4m.anc.amv PAGE 25 4. Remove choke housing assembly from float bowl by removing retaining screw and washer inside the choke housing (Figure 39). The complete choke assembly can be removed from. the float bowl by sliding outward. Remove Plastic tube seal from choke housing CAUTION: Plastic tube seal should not be immersed in carburetor cleaner. CHOKE COIL LEVER (Figure 40) CHOKE HOUSING FIGURE 38 3. Remove (3) choke cover screws and retainers (Figure 38). Then pull straight outward and Temove cover and coil assembly from choke housing. NOTE: It is not necessary to remove baffle Plate beneath the thermostatic coil. Distortion Of the thermostatic coil may result if forced off the center retaining post on the choke cover. CHOKE HOUSING ATTACHMENT (Figure 39) HOKE HOUSING RETAINING FIGURE 39, FIGURE 40 5. To disassemble intermediate choke shaft from choke housing, remove coil lever retaining screw. at end of shaft inside the choke housing (Figure 40). Then remove thermostatic coil lever from flats on intermediate choke shaft. Remove intermediate choke shaft from the choke hous ing by sliding outward. The fast idle cam can now be removed from the intermediate choke shat CAUTION: Remove the cup seal from inside choke housing shaft hole ifthe housing is to be immersed in carburetor cleaner. Also, remove the cup seal from the float bowl plastic insert for bowl ‘cleaning purposes DO NOT ATTEMPT TO REMOVE PLASTIC INSERT. MBLY OF REMAINING FLOAT BOWL PARTS LIF used, remove hot idle compensator by removing (2) screws in compensator cover at rear of float bowl Remove cover, hot idle compensator and “O' in bow! cavity recess beneath compensator NOTE: Remove hot idle compensator and cork “O" ring from top of float bowl on those ‘models having the compensator located adja cent to pump well area 2. Remove lower choke lever from inside float bow cavity by inverting bow90-5 MODELS 4Mamc-amv PAGE 26 3. Remove screws securing idle stop solenoid bracket (if used) to float bowl and remove solenoid and bracket assembly. CAUTION: The idle stop solenoid should not be inimersed in any type of carburetor cleaner and should always be removed before complete overhaul NOTE: If solenoid replacement is necessary, bend back lockwasher retaining ears and re ‘move retaining mut 4. Remove fuel inlet filter nut, gasket, filter, and spring Some models use a filter screen with no pressure reliet spring. Consult the parts list for each model for proper parts application. S.Invert float bowlthrottle body assembly and carefully place on clean flat surface. Remove attaching screws and remove throttle body from float bowl NOTE: Some early models use a center screw and lockwasher (See Figure 41) in throttle body. 6. Remove throttle body to bow! insulator gasket FIGURE 41 THROTTLE BODY DISASSEMBLY — (Figure 41) NOTE: Place throttle body assembly on car buretor holding fixture to protect throttle valves. Extreme care must be taken to avoid damaging throttle valves, 1. Remove pump rod from throttle lever by rotating rod ‘out of primary throttle lever. 2.DO_NOT REMOVE idle mixture limiter caps, if equipped, unless it is necessary to replace the mixture needles or normal soaking and air pressure fails to clean the idle passages. If the idle mixture needles are removed, readjust the idle mixture per recommended instructions furnished by the vehicle manufacturer. IMPORTANT: Before removing the idle mixture needle, it is suggested count the number of turns to bottom the old mixture necdle. Then, when installing a new needle, lightly bottom the new needle and then bback off the number of turns it took to bottom the old needle. Proceed to adjust needles to final idle mixture following vehicle manufacturer's procedures and specifi cations noted in Service Manual. 43. Remove idle mixture needles ancl springs, if required, 4. The fast idle lever and fast idle cam follower lever can be removed for replacement by removing attaching serew in end of primary throttle shaft. NOTE: Some models have a torsion spring which ties the two levers together. Make sure t© check spring location for ease in reassembly. CAUTION: No further disassembly of the throttle body is required or desirable. Under no circumstances should the plug at the front of the throttle body on certain emission control carburetors be removed to adjust the A.PT. serew behind it. The A.P.T. scrow is factory set for emission control and should not be read justed in the field A new throttle body should he installed if any damage to the existing throttle body is encountered. Service throttle bodies are available only as complete assem blies. APT. adjustment instructions. are ine cluded in the service package, CLEANING AND INSPECTION OF PARTS, 1. Thoroughly clean carburetor castings and metal pacts in an approved carburetor cleaner, such as Carbon X (55) or its equivalent CAUTION: The following should NOT be Immersed in carburetor cleaner; However, the elrin (plastic) cam on the air valve shaft wil withstand normal cleaning in carburetor cleaner (Rinse thoroughly after cleaning): Any rubber parts, plastic parts, diaphragms, pump plunger. b. Metal and plastic vacuum break assemblies © Choke housing plastic tube seal (4MC models), 4. Choke coil and cover assembly (AMC models) €. Intermediate choke lever shatt cup seal recessed in float bow plastic insert (AMC move!) NOTE: DO NOT ATTEMPT TO. REMOVE PLASTIC INSERT£. If choke housing is to be immersed in carburetor cleaner, remove the cup seal from inside the choke hhousing shaft hole (4MC models). 8. Fuel filter assembly. |. Idle stop solenoid, vacuum actuator, C.E.C. sole- noid. 2. Blow out all passages in castings with compressed air. Do not pass drills or wire through jets or passages. 3. Inspect upper and lower surface of carburetor castings for damage. 4, Examine fuel inlet needle and seat for wear. Replace, if necessary, with new needle and seat assembly. Be careful not to bend needle pull clip. ‘5. Remove production (black) plastic idle mixture needle limiter caps, if used. Remove idle mixture needles and inspect for ridges, burrs, or being bent. Install idle mixture needles and springs until needles are lightly seated. Back out mixture needles specified number of ‘urns as an initial adjustment, NOTE: Final idle mixture and idle speed settings should be made on the car following the vehicle manufacturer's procedures and spec- iffcations, 6. Clean or replace fuel inlet filter or screen, 7. Inspect holes in levers for excessive wear or out-of: round conditions. If worn, levers should be replaced. 8. Examine fast idle cam for wear or damage. 9.Check throttle levers and valves for binds or other damage. 10. Check air valve for binding conditions. If air valve is damaged, the air hor assembly must be replaced. A torsion spring kit is available for repairs to the air valve closing spring. Anew plastic secondary metering rod ‘cam is included in the kit, 11. Inspect metering rods and jets for wear or damage. 12. Inspect float assembly for bent float arms, or damaged float. Check density of material in the float; if spongy ‘or soggy, replace float, 13. Check all diaphragms for possible euptures or leaks. 14, Clean plastic purts only in stoddard solvent or kerosene never gasoline. ASSEMBLY AND ADJUSTMENT PROCEDURES. ‘THROTTLE BODY ASSEMBLY ~ (Figure 41) 1. Install fast idle cam follower, fast idle lever on end of primary throttle shaft. Install torsion spring (where tused) and retaining screw in end of shaft. Tighten securely. (See Figure 41, page 26) 2. If removed for cleaning, install the idle mixture needles and springs until lightly seated. Then, back out the mixture needles number of turns counted at time of disassembly (See step 2, page 26) as a preliminary idle mixture adjustment. Final adjustment must be made on the engine using the procedure described by the vehicle manufacturer 905 i MODELS 4m.amic.amVv i PAGE 27 CAUTION: Do not force the idle mixture needles against the seat or damage will result.” 3. Install lower end of pump rod in throttle lever by aligning tang on rod with slot in lever. End of rod should point outwards toward throttle lever FLOAT BOWL ASSEMBLY ~ (Refer to Figures 29, 30, 31 32, 33, 34, 35, 42) 1. Install new throttle body to bowl! insulator gasket making sure the gasket is properly positioned on two locating dowels on bottom of float bowl. 2. Install throttle body on bowl making certain throttle body is properly located over dowels on float bowl. Install throttle body to bow! serews (and lockwashers, if used) and tighten evenly and securely. NOTE: If a new (service) throttle body is used, be sure to perform step 1.d, page 30. Place carburetor on proper holding fixture (such as BT-3553), 3. Install new fuel inlet filter, spring, new gasket(s), and inlet nut and tighten nut securely (18ft-Ibs.) The filter spring is not used on models that have a fuel strainer. CAUTION: Do not tighten the fuel inlet mut beyond specified torque to prevent damage 10 the nylon gasket. 4.1f used, install hot idle compensator “O” sing seal in recess in bowl, then install hot idle compensator. If Used, install compensator cover and (2) retaining screws, Tighten securely, 4MV CHOKE ASSEMBLY ~ (Figure 42) 5.1F the vacuum break diaphragm(s) wos removed from bracket, slide vacuum break diaphragm between retain- ing ears and bend ears down slightly to hold securely. NOTE: If a second (auxiliary) vacuum break diaphragm is used, the vacuum diaphragm rod ‘must be installed in the vacuum break lever and. plunger stem previous to installing the unit on the choke bracket (Early Models) Install vacuum break link (U-bend end) in slot in diaphragm plunger. End of link should be on. inside of slot toward choke bracket. Install other end of vacuum break link in hole on vacuum break lever and retain with elip. 6. Install the secondary lockout lever (or idle speed-up lever), if used, on the bearing pin on the float bow! 7. Install fast idle cam on the choke shaft making sure the cam actuating tang on the intermediate choke shaft lever is located on the underside of the tail of the fast idle cam,25 MODELS 4mamc-amv PAGE 28 rr| ww Delco TYPICAL 4MV FLOAT BOWL EXPLODED VIEW (Fig. 42) Dn on 2 23 Ne ~aabee | \n i \ 7 oe Y Sy ere ¢ w\ 2 pe ee 25 af 14 las A fiprp se 6 18 i ~\2 } S ? el 19 “a ’ fs 1 QO: fT fens BY 4 30 | san OE a ' ay 2 2 28 i ee *\ 3 of , 1 FIGURE 42 1. ut in ut 9. Fant tte cam 15. Pump Discharge Ba 24. Flom Bow insert, 2 Gasket 10. Secondery Thotte 18. PumpRetun ring 28. Flont Hige in 2 Foul Fer Lockout 1, Acceterato Pup 2. Fost Newt Pull Clip 4. Foul Fite Spring 11, Fhvottle Body t0 Boul 1a. Power Paton Spring. oat Nese Vacuum Bane Hose Canter 18, Primary Materng Rods 28. Flot Neate Sot & Veciurm Diaphragm 12. Flom Bowl Aasomly 20. Power Piston 25. Newt Seat Get 5. AicNae Oot Rod 12. lo Speed Seem 2K. Motoring Nod Ressiner 30. Dachrge Bl etsinar 8. Choke Conval Becket 14. Primary ies 22. Post 31, Chote Red 22. SecondoryAirBatio 32, Choke Cover ASSEMBLY OF CHOKE TO BOWL-4MY ~ (Figute 42) 8.Connect choke rod (plain end) to choke rod actuating lever — then— holding choke rod with grooved end pointing inward ~ position choke rod actuating lever in well of float bow! and install choke assembly, engaging shaft with hole in choke actuating lever. Install retain- ing serew and tighten securely. Remove choke rod from lever for installation later. NOTE: Tool BT-6911 can be used to hold the choke lever while performing assembly of choke to bowl. 9. Install cum break hose(s) or rubber tee to tube con nection on bowl and vacuum break assembly. If (v0 vacuum break diaphragm units are used, the shorter vacuum hose goes to the main or front vacuum break diaphragm unit ASSEMBLY OF CHOKE TO BOWL-EARLY 4MC — (Figure 36) 10. Install choke housing using step 8. Make sure small gasket is installed on vacuum passage between choke hhousing and float bowl. Install retaining screw and tighten securely, NOTE: Choke inside baffle, cover and coil can be installed later after inside choke adjustments are made,A me CHOKE HOUSING SEALING (Fig. 43) sa nmeeNcouaTe ox ast ver —__ O° Toe con FIGURE 43 ASSEMBLY OF CHOKE TO BOWL-LATE 4MC 43) 1. Install new cup seal into plastic insert on side of float bow! for intermediate choke shaft. Lip on cup seal faces, ‘outward. Install fast idle cam on the intermediate choke shaft (Steps on fest idle eam face downward) (Figure 43), Install new rubber cup seal inside choke housing. Lips (on seal should face towards carburetor bowl 4. Carefully install fast idle cam and intermediate choke shaft assembly through seal in choke housing: then install thermostatic coil lever onto flats on intermediate choke shaft. Inside thermostatic choke coil lever is properly aligned when both inside and outside levers face towards fuel inlet. Install inside lever retaining screw into end of intermediate choke shaft. Tighten securely, Install lower choke rod lever into cavity in float bow! Install plastic tube seal into cavity on choke housing before assembling choke housing to bowl. Install choke housing to bow! sliding intermediate choke shaft into lower choke lever (Figure 35). NOTE: Tool BT-6911 can be used to hold the lower choke lever in correct position while installing the choke housing (Figure 35). 6. Install choke housing retaining serew and washer and lighten securely. NOTE: The intermediate choke shaft lever and fast idle cam are in correct relation when the tang on lever is beneath the fast idle cam. Do not install choke cover and coil assembly until (Figure MODELS amamc.amv PAGE 29 inside coil lever is adjusted. (See Adjustment Procedures Bulletin 9D-SA of the Delco Car- buretor Parts and Service Manual 9X), COMPLETION OF FLOAT BOWL ASSEMBL' MODELS ~ (Figure 34) Install baffle in secondary side of flost bow! with notches toward top of bowl, Make sure baffle is seated and top is flush with casting surface. 2.Install pump discharge check ball and retainer in passage next to pump well. Tighten retainer securely 3. Install primary main metering jes. Tighten securely LL DIAPHRAGM TYPE NEEDLE INSTALLATION — (Refer to Figures 32 and 33) 4. Install float needle and diaphragm assembly, making sure diaphragm is properly seated (Figure 44), = | DIAPHRAGM VALVE ASSEMBLY Danaron sioucek Xs"shownt Be sown Otte Tate Sieh SHOUD. 38 FIGURE 44 5. Install diaphragm retainer and two screws. Tighten securely 6. Install float needle pull clip on float needle stem using needle nosed pliets. Pull clip is properly positioned with ‘open end towards front of bow! 7. Install float by sliding float lever into loop in pull clip. With lever in clip, hold float assembly at toe and install float hinge pin from pump well side. Be careful nor to bend needle pull eli. NOTE: If desired, certain Quadrajet_ models may be converted from the diaphragm type needle and seat to the standard or conventional float needle and seat by installing a service ‘modification kit. (Refer to 9C Parts Section of the Deleo 9X Manual for specific applications and part number.) INSTALLATION OF STANDARD FLOAT NEEDLE AND. SEAT — (Refer to Figures 32 and 34, page 23.) 8. Install float needle seat and gasket. Tighten securely90-5 || MODELS aM.amc.amv PAGE 30 NOTE: To make adjustment easier, bend float arm upward at notch in arm before assembly. 9. Install float by sliding float arm under pull clip from front to back. With float arm in pull clip, hold float assembly at toe and install float hinge pin. Needle pull clip should be installed so that it hooks over top of float arm as shown in Figure 2 NOTE: Do not place pull clip through small holes in top of float arm ~ severe ooding will resull. 10. Carefully adjust float level following procedures. and specifications listed in the “D" Section of the Delco Carburetor Parts and Service Manual (9X). 1. Install power piston spring in power piston well. NOTE: If two power piston springs are used, the smaller spring seats in the center of the piston and bottoms on the Moat bow! casting. ‘The larger diameter spring surrounds the smaller inner spring to exert additional pressure ‘on the bottom of the power piston. 12.1 the primary metering rods were removed from hhanger, reinstall making sure the tension spring is hooked over the top end of each metering rod (See Figure 31, page 22). Install power piston assembly in well witht (ods carefully positioned in metering meter jets. Press down firmly on power piston to insure ‘engagement of retaining pin in throttle body gasket. NOTE 4) Some models use a spring clip over top of power piston well. On these, make sure clip is installed and seated. 'b) On those which have a split ring retainer around the center of the power piston, carefully compress spit ting and push piston down in well until it seats. This, properly positions this type retainer. ©) On late models which use the plastic retainer on the top of the power piston, install power piston in well and force plastic retainer into cavity until the edge is flush with top of casting. NOTE: It may be necessary to tap the plastic retainer lightly in place with a hammer and drift, Make sure the plastic retainer is fsh with the top of the float bow! casting 13, Install plastic filler block over float downward until seated 14, Install pump return spring into pump well 15, Install air horn gasket around primary metering rods and piston. Position gaskets over two dowels on secondary side of float bow 16. Install pump plunger in pump well AIR HORN ASSEMBLY — (Refer o Figure 28, Page 21) 1. Install the following ~ if removed: 4) Choke shaft, choke valve and (2) attaching screws. Tighten serews securely and stake securely in place. 'b) Dashpot plunger rod through air horn and attach to air valve dashpot lever. Make sure clip retainer is installed (where used), cedle; press ©) Air valve lockout lever (where used) — retain with roll pin. Make sure lever is free from binds. : 4) Normally, the air valve and shaft do not have to be removed from the air horn for cleaning purposes. A repair kit is available which includes ¢ new plastic cam, an air valve torsion spring, and retaining, pin, Complete instructions are included also in the kit for installation. (Refer to the “C” Parts Bulletin in the Delco Carburetor Parts and Service Manual for part number application.) IF it was necessary to replace the air valve closing spring and the air valve shaft was removed, install air valve shaft, plastic cam, air valves and four (4) attaching screws. Center air valves, tighten screws and stake in place. Make sure air valve operates dreely with no binds. Then install air valve closing spring in air horn cavity. Insert spring pin, adjust air valve closing spring as outlined under adjustment procedures, NOTE: Whenever a service replacement throttle body is to be installed on carburetors (except 4MV Pontiac) equipped for exhaust emission control, the following adjustment pro cedures must be performed carefully before installing ir horn Seat the power piston assembly by pushing down on top of metering rod hanger. b. At the front of the throttle body, recessed in the center, an adjusting screw is visible. The screw is plugged off except on service throttle bodies. © Back off the screw sufficiently to seat the power piston in the float bowl 4. Making sure the power piston assembly is completely down, turn the adjusting screw inward until it comes in contact with the power piston through a lever arrangement (concealed in the throttle body) and resistance to any further inward movement of the serew is noticed. Any further movement of the screw will begin to raise the power piston and can be felt. & From this point, tum the adjusting screw inward the exact specified number of turns This completes the adjustment, Install the Welch plug, furnished with the throttle body, ‘over the adjusting screw and stake in place to conceal the serew. ASSEMBLY OF AIR HORN TO BOWL 1.Carefully place air hom assembly on float bowl, aligning vent tubes and accelerating well tubes with proper holes in air horn gasket. On 4MV and 4MC models using a “clipless” vacuum break rod, install vacuum break rod into main vacuum break diaphragin plunger and into air valve lever on air hom before the air horn is lowered onto the float bowl, Position pump plunger stem into hole in air horn and dushpot (whereused) in well in float bowl, Gently lower air horn assembly on gasket and locating dowels until properly seated. Install (9) air horn to float bow! attaching screws. (2) long screws go through secondary side of air horn at rear and (2) countersunk screws inside primary bores next to venturi. Install air valve lockout guard, if used, tunder intermediate length screw (#4 in Figure 45) and secure with self-tapping screw. If used, install air horn baffle (secondary side) beneath #3 and #4 air horn screws, Tighten” all screws evenly and securely — in sequence as shown in Figure 45, NOTE: Do not install air horn screw #5 on 4MV “models using vacuum operated vent switch valve until cover is installed (See step 5). FIGURE 45 3.Connect choke rod into lower choke lever inside bowl cavity; then install upper end of rod into upper choke lever and retain rod in upper lever with clip On 4MC models, connect choke rod into lower choke lever inside bow! cavity; then install upper end of rod into upper choke lever by aligning squirt on rod with hole in lever and retain the upper choke lever to, the end of the choke shaft with attaching screw, making sure tang on upper choke lever is beneath tang on air valve lockout lever. Tighten screw securely. NOTE: Make sure that the flats on the end of the choke shaft align with flats in the choke lever. 4. Install idle vent valve on locating pins after engaging with actuating wire. Install attaching screw and tighten securely, NOTE: Some later models use a thermo- Sfatically-controlled ile vent valve. On these, install the thermostatic bi-metal step first then 905 MODELS aM-amc-any PAGE 31 NovemBen 1073 REPLACES Pages ‘Stand S29 905 SERVICE MANUAL DATED MAY 1975 the spring arm on top of the bi-metal strip. ‘Then install attaching screw. Install dust cover under air horn sctew. On models using a vacuum operated vent switch valve, carefully install diaphragm and stem in diaphragm retainer; then install diaphragm and retainer in sir horn, ‘making sure diaphragm is not wrinkled of torn, Lightly. ap diaphragm retainer into air horn assembly until fully seated, Install diaphragm spring over diaphragm stem and, with stem raised, compress spring while sliding vent valve assembly under slot in diaphragm stem, NOTE: Part number and “RP” on vent valve face upward. Install vent valve cover gasket, ‘cover, and screw. Align cover with holes in ait hhorn and tighten screw securely, Install longer air horn screw in vent valve cover and air horn ‘nd tighten screw securely. Install pump over. ride lever on diaphragm stem and retain with small screw. Tighten serew securely Install (2) secondary metering rods into the secondary metering rod hanger (upper ends of rod point towards each other). Install secondary metering rod holder onto ait valve cam follower. Install retaining screw and tighten securely. Work air valves up and down several times to make sure they are free in all positions. Connect pump lever to upper end of pump rod. If two-hole pump lever is used, make sure pump rod isin correct hole ~ see specifications. Place pump lever on air hom casting. Align hole in pump lever with hole in air horn casting and push pump lever roll pin back through casting until end of pin is flush with casting, NOTE: If the “clipless” pump design is not used, install pump rod in pump lever and retain with clip. After the inside thermostatic coil lever is adjusted, the thermostatic coil, cover and gasket assembly should be installed and rotated counterclockwise until the choke valve just closes. At this point, the index cover should be set as specified NOTE: On 4MC models, the thermostatic coil lever inside the choke housing has to be indexed properly before installing the choke thermostatic coil, cover, baffle, and gasket assembly. (See Adjustment Procedures. Bul- letin 9D-5A in the Delco carburetor 9X manual.) On models using a C.E.C. valve or idle stop solenoid, install attaching serew(s) securing C.E.C. or idle stop solenoid bracket to float bowl, Tighten screw(s) securely, NOTE: If the C.E.C. valve or idle stop solenoid ‘was removed from the bracket, refer to steps § and 6, pages 20 and 21, reversing order for installation of The solenoid to the bracket.905 MODE Ls 4M-4mc-4mV PAGE 32 (REVISED) TYPICAL EXPLODED VIEW — MODEL 4MC QUADRAJET PARTS95 MODELS 4M-amc.amv PAGE 33 ADJUSTMENT PROCEDURES AND SPECIFICATIONS . Refer to the Delco Carburetor 9X Manual “C Section for Replacement Parts and “D” Section for Trouble Shooting, (Adjustment Procedures and Specifications, for each carburetor model. The adjustments should be performed in sequence listed as applicable to each carburetor model. ‘The 9X Manual, Carburetor Tools and Gauges, are available through United Delco Suppliers,Delco Carburetor ADJUSTMENT PROCEDURES MODELS M4MC-M4ME Bulletin: 90-58 Date: Apr 8:1 File after Bulletin 805 — [CARBURETOR IDENTIFICATION "4M" TYPE (TYPICAL| Fig. 1 Proerncaraeo cree (2 wane © seeaeetereta! PUMP ADJUSTMENT Fig. 3 © Erion mememerms © raseueum ssa FLORY GAG ExTeRNAL CHECKING PROCEDURE Fig. 24 Ota ts ATE, cons Opgreroce “ Or Sear AR VALVE SPRING ADUSTHENT Fig. 4 Bunnies ok anustMeNT Fig. 28 Sergent / O pprroamesseiaems Oper tctt von om vg onset Fig. 5 (© 1982 GENERAL MOTORS CORP.Bulletin: 90-58 Date: April 1982 Page:2 REAR VACUUM BREAK . ‘ADUSTENT IR VALVE ROD ADIUSTMENT - FRONT Fig. 9ADelco Carburetor ADJUSTMENT PROCEDURES MODELS M4MC-M4ME a © Beyecesoerar sear AIR VALVE ROD ADJUSTMENT - REAR Fig. 9B © sraamnssrearessr © coer morcnoce © ssrupawcutceceanoseranueto SECONDARY LOCKOUT ADJUSTMENT Fig. 11 Bulletin: 90-54, Date: April 1982 Page:3 Flo attor Bulletin 905 (©1982 GENERAL MOTORS CORP.yoo uuaTina walay 3114 sgova ‘dO SHOLOW TWHBNID 2961 © SNMP Suva ‘SNOLLVOISIOadS df 3NNL $¢-06:NUSTING ‘ ONY sauNnGaoOwd INSWISNrOY 3NIONS Od T38V7 NOLLVWHOSNI TORLNCO NOISSINA OL U3J34 LL 814 S10— yneo07 ALepucoag, oe? 820 of = oo oz" aie 26/6 WBNNI Zeist 12e080L1 oe S20" of = ov Be 26/6 H3NNI ze/si 2208041 oe S20" of = oo Bie 26/6 W3NNI Zeist ‘wez080LL oo szo" oot oft off oz" t 26/6 waNNI ee s1z08021 ooh $20" 08 of off oz" 1 ze/6 WaNNI we etz08021 or $20" 08 ot 0% oz: we 26/6 WANNI ee zizo8ozt 8. $20" = off 00 oz ae #/. 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THE QUADRAJET 4 MC — 4 MV CARBURETOR ALWAYS CHECK FIRS! Heat Riser, Intake Manifold Bolts . Compression, ignition System, Fuel Pump Pressure and Volume, Crankcase Vent System, Vacuum Hoses, and Emission Control Syatems for Proper Operation. GREEK FOR NOPERATE ec valve rust SS ae nostanrcowo no stant wor ‘Os0x Go. oveRRIE ncn i se0. Te snr uy SELAY RELAY USED [ey eee ——— TRE PROPER aR SRS TERS TEE TORREY START sranrme Sroceoune ed se praren proceounevseo Proce mnecnosrant ce Sueno stam [irene ee, O exon ‘orone vatve Oren oR oe rae i Gi Gim I I I ae ROK ATOWATIE crore vaive Groce cot No mUELW TANK ssserae i SES TETNIGE SSK FOR NONE in be (4.0. THROTTLE) VALVE OR LINKAGE a I I i CHECK FLOAT NEEDLE CHECK AND ADVUST CHOKE Eee fo Sex FOR LEAKAGE soos acon ores eu, a PES I I Samoreasne ronan mr SexT, SR BNDING FLOM *C.E.C. — COMBINED EMISSION CONTROL VALVE Quadrajet (4 bbt) CarburetorBULLETIN: 9DST DATE: JUNE 1980 Delco Carburetor A PAGE 201 5 FILE AFTER BULLETIN 90.55 TROUBLE — SHOOTING ww THE D QUADRAJET 4 MC — 4 MV CARBURETOR (CONT'D) eve sas CHEEKS VANE ervey nan eee staLune co1o staLuna nor coconioLe sreeo cece MOTTE concex ue seco + LI cnc cote overnioe ] EER CEO AVE Stren Use) ) | eeeeeter = a oo aCe Sere co noaTED roe eee Tate AonirED Sounmaes "SANS Fontbom. eK I i al ‘CHECK AND ADJUST ‘FUEL PUMP PRESSURE as FAST IDLE SPEED WIGH, TEST FUEL PUMP eo ruse ——— "CHECK CHOKE VALVE ‘STILL STALLS AFTER ‘SECONDARY. | AND LINKAGE FOR |START ADJUST VACUUM Ro meeeT THROTTLE howe on STERN sheak oupwmacit ] senna srouwa I ee SKE NOT SEAL secononmy minor Loar Leanna ii amon rt I i 1 Sneoe oe ste ton on ve, mucoen ue ‘FOR DIRT, AIR LEAKS, om “AIR BLEEOS Fleas mssiaes PLUGGED OA Miss poe Onwon roel Level —l ‘Ecko muon neEDLE _ onoeo on wsaucnen enor ano aowsr Quadrajot (4 bbl.) Carburetor10 Delco Carburetor TROUBLE — SHOOTING THE QUADRAJET 4 MC — 4 MV CARBURETOR (CONT’D.) BULLETIN: 9D5T DATE: JUNE 1960 PAGES of § FILE AFTER BULLETIN 9D 5S, (HER FOR DAMAGE vane HeSTATES| (Ow ACCELERATION SS Er VALVE sno ume cinco, LUGE, ‘nec ano aust onsncxne [om onenariv ACCELERATOR POM i L aR osARGE ‘ALvE on seconoary BAL eK, ORT. om Thnorruevatve NOTSexTING LocKOUT Nor OmenaTING i t ‘ow Fue LeveL FLOAT ‘neck ue pune SenerrroTE bom PRESSURE AMO VOLUME [EVGINE FEELS SLUGAISH OR FLATOW ACCELERATION ‘osecK FOR GES. Yatve oreRaTION Arse (et ENGINE FLATTENS ON [ACCELERATION DURING CHOKE COIL ROD L acum Break PASSAGES PLUGGED ‘OREGK AR VALVE OR SECONDARY THROTTLE ‘AMON WAPI OR GOLD ————— JcaRGURETOR OT on PLUNGE AeYALeR Nos, oF FLOAT STICRING OR NOT PROP. Steams fence apwusreo ee i SECONDARY MAIN NOZZLES PLUGGED On Oty: SECONDARY] METEANG RODS MISALIGNED. : “STICKING, SITY, OR BENT Tian WETERING IETS ORT] | SECONDARY WAIN METERING PLuGGeD, on INncoRRECT Pay] JETS PLUGGED MAN, METERING. RODS. ITY, ben srickin on moore r iniraL Tn THROTTLE VALVES STORING Quadrajot (4 bbL) CarburetorBULLETIN: 90:57. DATE: JUNE 1980 PAGE 4015 FILE AFTER BULLETIN 9D-5S Delco Carburetor TROUBLE — SHOOTING THE Dees QUADRAJET 4 MC — 4 MV CARBURETOR (CONT'D) ‘canauneron 100000 pee naenes fonsunaes un rue ae Tee ‘GHECK FUEL POMP PRESSURE eK AAT HEED A ST] — —— Fon bit. wear Daunae On a Ceose pant cuéan ats Fue SCREENS ANO FILTERS. UE FILTERS On SCREENS VALVE OPERATION GrGR_ AND ADIUST FLOAT] 7 ees co IFUL Bowe wrt FUEL OW BENCH ‘0 OusERVE FoR LEAKS CHECR| SEAL_ON ALL BOWL GASKETS fo (vmicne useD) ROUGH ewaINE ILE ‘ano STALLING L Patt coer, on nono L InconAEGT PART FOnER PSTON FLOAT ADJUSTMENT ‘ADWST OLE aPEED Diary on pwaseD PASSAGES ‘CASKETS NOT SEALING MAY BE KARO OR BATTLE heck FoR LOOSE SOREN TO SPECIFICATIONS TF ROUGH OLE CONTINUES MENT, CHECK AS FOLLOMS. (OPENING OR CLOSING ruseo) ‘Some TORGUE CARBURETOR 1 ‘CARBURETOR OLE PASSAGES Diny OR PLUGGED I [“czavon nenince Float] I ‘GLEAN OR REPLAGE FLOAT NEEDLE AND SeAT AD.UST “LOAT NEEDLE SEAT LEAKING FLOAT TO SPECIFICATIONS. |ruoxt nor property aowusreo| I I ‘CHEK AIR HON TO BOWL AND] “TamoTice BODY GASKETS FOR. [AMUERKS BETWEEN CASTINGS Passages FOR AIR LEAKS ‘Quadrajet (4 bbL) Carburetor10 Delco Carburetor TROUBLE — SHOOTING BULLETN: 9D5T DATE: JUNE 1980 PAGE 5 of § Fi wae ILE AFTER BULLETIN 90-58 QUADRAJET 4 MC — 4 MV CARBURETOR (CONT’D,) (AR VALVE BINDS, Stickine Tun mccnce rest FLEAS SSO TERS WAE RUN MENGE TEST PmOgetO TO CHER THE orenaron Fovtonne ruse T SEEK CHORE VALVE AD ‘neon omonc oe sneano - ‘one ‘neo POWER Per Some ron eroal XM PASSAGE Fon Stns Fon teTonTON fonsnioana on neve tecceonsena : 1 mibsaeD (CHECK METERING RODS: ‘CHECK MAIN METERING JETS: a ma roneene Femeswa nose, tose are Behr omunona rant SnmcoMRECT PART t sit vconaenoes ‘canauneroR FLoooNa I ‘GHEGK FLOAT WEEDLE FLosT Aowusr¥eNt enwenpease DIRT: WEAR, OAMAGE, 7 tooseness T HECK ANO ADLUET OLE FLOAT BENT, LEAKING, STICKING, OR MESALIONED I ‘POMP DISCHARGE BALL NOT SeaTina cnecx Fon Of. DEFECTNE Seat On DISCHARGE SoRING ‘GREGK FOR FULL THROTILE renin av canauneron DOWUST THROTTLE UNRAGE T ‘AM VALVE OR SECONDARY ALVES NOT UNLOCKING L [SECONDARY METERING RODS BENT OR INCORRECT PART DISTORTED SPRING FLOAT SETTING INCORRECT Loar STICKING MISALIGNED Om tEAKING L Main Merenm se1s pve, Diaty, OR INCORRECT PART r I ‘GESRETS WOT SEALING [CHECK FOR LOOSE SOREN. “ Quadrajet (4 bbL) CarburetorDelco Carburetor Bulletin: 90-514 Date: April 1982 ADJUSTMENT PROCEDURES - punetie age! MODELS E4MC-E4ME File after Bulletin 905-1 jor ‘a Tune Scfew ate sas [CARBURETOR IDENTIFICATION “4M” TYPE (TYPICAL Fig.1 Fig. 3 Ommupenmmstera: © muperape apeenseno @ © Sree tartar @ © eases ar on Omron, icn MIXTURE STOP scRew aENoH AD FLOAT GAGE - EXTERNAL CHECKING PaocEDURE " Se See eee aousrieet Fig. 28 J Fig. 4 ont aoustwext Fig. 28 (© 1982 GENERAL MOTORS CORP.Bulletin: 90-5:10 Date: April 1982 Page: 2Bullotin: 905-18 Delco Carburetor Date: Apt 1982 Page: 3 ‘ADJUSTMENT PROCEDURES ie ator Buti MODELS E4MC-E4ME —_—_—— © puesrnaeeeaanec esate” Omenurerarerm Pesan © steers ro miow voce eeeewr FRONT VACUUM BREAK ADISTHENT AIR VALVE ROD ADJUSTMENT - REAR Fig. 10 Fig. 128 @ sno i ——_L<_"" oman creme On © serra sneer ire es a © syipmeucoece ser aes0 @ Suomen anys nog wer ror sere Parr i © ppauaer naan tccxcune © weapon operas EAR VACUUM BREAK spagour er ‘omtonoee ADUSINGNT J Fig. 13 CRREEET™ On rermieae © eocacncee? 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