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1 Call our Sales Dept f or selection as sistance 636-723-4996 or visit us at candspecial ti es .com Page 2 Carburetor Air Flow Rati ngs 3 Flow Bench 4 Aer osol Bille t Theory of Modi fi cation 5 Aer osol Bille t Carburetor s 6 Blow-Thru Carbure tors & Acces sories 8 & 9 Maximum Flow Carburetor s - Parabolic Shear Carburetor 10 Modi fi ed Fl ow Carbure tor s 11 Balanced Fl ow Carb uretor s/Modified Flow Carbure tor s 12 Modi fi ed Fl ow Carbure tor s 13 Carburetor Acces sories 14 Ultr as Light Fuel Filter/Belt Dri ve Pump 1500HP 15 Carburetor Small Par ts 16 Baseplat es /Plumbing 17 Carburetor Rebui ld Kits - Rebuild & Modified Information 18 6 Belt Dri ve Fuel Pump- Carburetor Fuel Logs 19 Cr at e Motor Carbs 6 Jet/8 Jet Conver si on 20 Mechanical Fuel Pumps - Et hanol Carbure tor s 21 Fuel Pumps & Par ts 22 Fuel Logs & Fuel Systems 23 Air/Fuel Ratio Monitor 24 Preliminar y Tuning of a Racing Carburetor 25

2 C&S Terms 26 How To Order 27 Table Of Contents C&S Specialties Fuel Systems Call our Sales Dept f or selection as sistance 636-723-4996 or visit us at candspecial ti es .com Page 3 Th e basis fo r m ost cubic fe et p er minute ( ) air flow r at ings such as th ose used by Holley an d o ther carburetor manufa cturers was established l ong ago by th e S ociety o f Au tomotive Engineers ( .). St an dard t est vacuum was 1-1/ 2 i nches of m ercury f or 4 barrel c arburetors an d 3 inches of mercury Vacuum for 1 barrel and 2 barrel carburetors. This was reasonable as it was about what a passenger car would develop. Of c ourse, for th e numbers to mean anything, tests w ould have t o be r un at a c ertain te mperat ure and barometric pressure. Or be c orrected to s tan dard te mperat ure and p res-sure. If not o therwi se s tat ed, rat ings in c ubic fe et p er minute a re at stan dar d te mperat ure and p ressure.

3 Th is sys tem is confusing fo r Racing applications fo r seve ral r eas ons. Some Racing e ngines actual ly develop much more or le ss va cuum than th ese r at ings, so a re d iff icult t o c ompare. For e xample, a NASCA R 390, 4 barrel e quipped c ar might have 3 times th e 1 -1/ 2 in ches o f mercury standar d or a ve ry lar ge 2 barrel e quipped c ar might have o nly 1-1/ 2 i nches o f mercury vacuum. Even m ore confu sing i s the f act that most flow b enches in th e r acing industry measure d ry air at low pressure drops, commonly 10 in ches of water c olumn ( ), one b ore o r v enturi at a time. Th is result i s multiplied by a f actor t o a rrive at what th at b ore w ould f low at a higher v acuum ( . 1-1/ 2 or 3 inches of m ercury), then th at f igure i s multiplied (by four, in th e cas e o f a 4 barrel c ar buretor) t o g et the r at ing.

4 Th is rat ing is usually much higher th an i t actual ly is. Besides previ ously mentioned ai rfl ow calculat ions, multiplying, read ing and m easuring e rrors, four bores wi ll not fl ow four ti mes what one b ore will f low when th ey ar e c lose to gether, as in a 4 barrel carburetor. The bores are actually fighting for the same air. Another factor is no provision is made for fuel flow. The actual air flow will be 8% to 16% less wet than dry flow rating. Two reasons for this are, fu el takes up s pace s o i t u ses up space f or ai r. Th e s econd reas on i s fuel has more m ass th an air s o Hollow Cone of vaporized fuel slows down flow velocity. This can be easily observed on large wet flow benches such a s the c ustom C&S f acility (shown i n photo o n page 4) which will f low wet or d ry. Al cohol car buretors wi ll lose more ai r f low than gas s imply because th ere i s more f uel to handle.

5 In order t o properly specify or c ompare c arburetors much more must be k nown th an s imply a number. N ot to mention th e di shonest practice o f inflat ing r at ings to i ncreas e sales. An other c ommon pi tfall is using w idely published carburetor s ize selector c harts that use parame-ters such as e ngine s ize, l owest RPM at wide open th rottle etc. Drawing a li ne a cross th e selector indi-cat es maxi mum recommended c arburetor siz e. T hese calculat ions ar e f or Street Cars. If used f or Racing , the e ngine w ould be e xp ected to develop 1 -1/ 2 i nches o f mercury va cuum at wide o pen th rottle ( .T .) unless p rohibited by r ules, using a lar ger c arburetor will r esult in much improved Racing perfo rmance. Engines th at need a broad R PM ran ge s uch as Road Racing o r Ci rcle Tr ac k currently work best generat ing about.

6 8 to 1 inch of mercury. Heavy dr ag c ars will work at . 6 to 1 inch depending on w eight to horsepower rat io. Some li ght dr ag c ars such as Pro Stock an d Drag sters hav e C&S c arburetors so lar ge th ey generat e only . 1 t o .2 inches of mercury v acuum an d w ork v ery well at the hi gh RPM narrow RPM ran ge fo r th ese cars. In conclusion, the g eneral tr end i s lar ger and l ar ger c arburetors f or e ve ry application. The carburetor that wouldn t work several years ago for a certain application wasn t too big, it just wasn t good enough! Th e C &S technical li ne is availab le t o c onsult o n yo ur application f ree o f charge. Call Monday th ru Th ursday 7:00 a .m. to 5:30 p .m. Friday 7:00 a. m. to 3:30 p .m. at (636 ) 723-49 96 . Or e mail us at info @can om CARBURETOR AIR FLOW RATINGS: WHAT DO THEY REALL Y MEAN?

7 RATINGS ARE CONSTANTLY QUOTED AND COMPARED, BUT ARE ACTUALLY ONE OF THE LEAST UNDERSTOOD AND CONFUSING AREAS OF RACI NG DESIGN. WET FLOW BENCH Si nce 1974 C&S Specialties has designed and built s pecialized machines and t est equipment to ad van ce c arburetor an d fuel s ystem performance. We have accumulat ed over 40,000 hours of f uel system te st data. Currently the C&S f low bench fa cil ity is one of th e m ost c omprehensive i n th e world. Th ree tu rbine systems ( H P, 20 H P an d 30 H P) c an b e operat ed s epar at ely or combined t o test carburetors, manifo lds an d o ther c omponents f rom a Briggs & Strat ton c arburetor with a venturi the s ize of a di me to th e l ar gest internal c ombustion e ngines on th e pl an et. While maintaining lab orat ory grad e accuracy of one half of o ne p ercent o r b etter.

8 Computerized w et f low measurement allows pr ecise design o f fu el f low as well as ai r flow. So ai r/fuel r at ios can b e a ccurat ely measured r ight on th e f low bench. As well as real world te sting of relat ed components. C ompetitors who at tempt t o produce p recision Racing c ar buretors wi thout comparab le equipment c an produce a product that l ooks g ood, but even th ey do not k now if it will produce th e d esired r esults. If it were possible t o determi ne p erforman ce b y looks th ere would b e n o need fo r d yn os or fl ow bench testing! For th e l ast 30 ye ars w e have o ff ered a 30 day money back guarantee on our t op of th e li ne Aerosol B illet carburetor. Still none o f the dozens o f would be c ar buretor s pecialists dar e t o match o ur guar an tee. Th eir p roducts ar e simply too i nconsistent f or a money back guaran tee t o b e p ossible.

9 We also off er c ontract research and d evelopment. Backed b y wi nning e xp erience i n e ve rything from aircraft engines, off shore power b oat s, Bonnevil le lan d s peed r ecord holders, P ro Stock drag Racing , pulling tr actors an d t rucks, many circle tr ack and drag r ac e championships an d special events such as sand drags, swamp buggies and the high altitude Pike s Peak hill climb; which C&S has domi nat ed fo r over f our d ecad es. Many va riat ions of the products shown i n th is Catalog a re availab le f or s pecial needs in many cas es at no e xtra c har ge. What ever y our budget yo u c an still af fo rd th e most valuab le p roduct we have : b ecause consulting th e C&S T ech Hotline about y our application i s still FREE. Call (63 6) 72 3-49 96 can om Monday thru T hursday 7:00 a .m. to 5:30 , Friday 7:00 a.

10 M. to 3:30 p .m. In om To Order Call: 636-723-4996 or visit us at Page 4 Page 5 MODIFIC ATIO NS ADDRESS BASIC FLAWS IN THE 50 YEAR OLD CONVENTIONAL DESIGN Stock Holley discharg e nozzles are very close to the thro tt le plate s. This cre-ate s a fuel distributi on pro blem at part thrott le. Thro tt le plate s direct fuel to ce n-ter of inta ke manifold. This richens cente r cy linders and leans end cylinders. Even if total mixt ure was perf ect. This reduces potenti al torque and smoothness. The new C&S design fixe s this pro blem. Locati on of the fuel delivery nozzle is ra ise d one half inch allowing mixt ure to spread before reaching the thro tt le plate s. A greate r distributi on impro vement i s gained with a new nozzle design. The C&S Nozzle is machined not cast and does not go rich at high rpm and has only one fourth as much fuel delivery vari ati on fro m low to high vacu um.