Dads61

Hey all, I found a 2x4 original intake for the 61, and was wondering if any other carbs would work on it besides the WCFBs? Or what years would work on it, I'm not crazy about the 'right' numbers,etc. just wanted the look of closer to original, and I figured with the air cleaner on, you wouldn't really know if they were 'right' at all.
I'm not really concerned with condition either, I've been a mechanic for years, so a rebuild is easy, just looking for stuff that will work, and won't cost a mint to purchase..(like the 'right' carbs do!)

Thanks in advance

Dan Hampton

Rochester 4GC (up to '65) and perhaps the Holley D Series that were used on Pontiacs and Chrysler products in the late 50s. You might check on using adaptor plates to go from WCFB to the AFB. I believe that Speedway makes one #7202085. There is some slight modification required, however. Whether or not the one piece air cleaner will fit on these substitutions, I can't give you a definite answer.

One note of caution, though. Swapping out what appears to be identical carbs from different engines (Chev/Pontiac) can be a problem, given that the fuel requirements vary considerably between those engines. Try and stick with carbs from Chevrolet and don't migrate to other engines.

xiaoman

hello,
not sure if this is an issue but the wcfb bases on vettes were much thinner than on regular wcfb's for passenger cars with the exception of the 1955 wcfb (not sure of the issue number as there were 2 types one thin other thicker). the hood might hit if the carbs are too tall. dan is correct with his advice about the fuel issue as you might have to change some of the internals to get the correct flow of air/fuel for your motor and cam. others will chime in on this s there are alot of experts out there......i am still looking for that thin base-plate...wish it were easier.
regards, xiaoman

L78racer

2x4 bases are about .200" thinner than 1x4 bases.
a couple of wcfb 2505's will work as clones. the 1x4 bases will not be a problem.
when it's all said and done the real deal carbs are not that much more money and you have the right stuff.

NOM61

Or you could put that manifold on the shelf and buy a low profile Edelbrock 2x4 manifold that doesn't require an adapter or pricey wcfb's.

DT

Dan Hampton

I like that idea. Trying to source forty/fifty year old carbs might be as much of a hassle as paying up for the correct ones. It just depends how much time you want to spend searching. It wouldn't be my cup of tea but it all boils down to your ability to quickly source these carbs and obtain the correct technical info so they work properly.

xiaoman

ls6racer,
nice to know, with the regards to the 2505's do they flow the same amount of air/fuel, are they thin based... if not i wonder why the vette set-up has the thin bases?
regards, xiaoman

Frankie the Fink

Plasticman on here runs dual AFBs on (I believe an Offy) aftermarket manifold and hood closes fine. When I got mad at my WCFBs I went 'gunning' for a single carb aftermarket intake to hold a low-profile Edelbrock. I think I could've done the whole rig for about $650 or so. Need a drop base air cleaner though. That's 1/3 the price of a well running pair of WCFB clones (not originals). Avoid the Barry Grant Demon's ... I know some folks that had real grief with them Just my opinion tho.

1snake

If you try to use 2 WCFB's that were for a single carb. application, you'll probably find that your secondaries will never fully open. Single application carbs have a much larger weight on the secondary auxiliary air valve vs. carbs used in a dual application. Multiply these weights by two and you won't flow enough air through each carb to overcome the extra weight.
You can change these weights but that is only the start of the mods. it will take to make them work correctly. I suggest starting with the correct carbs. or else go a different direction and avoid the headaches.

Jim

Frankie the Fink

Jim is right...not only the 'flapper' weights but the internal springs and stepped metering rods are different in the various applications not even mentioning jet sizes.
You can get them to run in most cases but you'll be giving up a lot. Cloning them for a specific car can be a frustrating and expensive 'trial and error' ordeal.

Dads61

Thanks all...looks like I need to look for wcfb carbs from a 57-61 dual quad setup?? Obviously I'm not concerned with the numbers....

I have an edelbrock with a Q-jet now that runs good(in fact, in my experience, I'm sure it is better than it will be with the duals), I just am trying to get to a closer to stock look.

Kind of like my stock valve covers I found...working on the PCV setup for the spacers now, the kind of work I enjoy, fabbing stuff!!!

Frankie the Fink

Well the numbers will all be 6-1299 air horn and 0-049 (or 0-1049) body for the dual quads for those years...ignore the brass/aluminum tags...they get switched around or faked.
They are around; they are not cheap in serviceable condition...

L78racer

the early 2x4's had thin weights and short arms.
the secondary arms and weights on typical pre '59 1x4 wcfb's (like the 2505) are the same as the 270 hp 2x4 arms and weights. i have observed mine on the chassis dyno and they were both open fully (270's). i ran some clones at one time too and they also opened fully.
the 1x4 carbs actually have slightly larger venturis and when doubled up may potentially flow more air than a 2x4.
the difference in the metering springs is for the fact that there is less available idle and low rpm vacuum with the 097 stock cam and these springs prevented premature enrichment on tip-in. getting the right springs along with the proper mechanical adjustment of the metering system is the key to driveability and mileage.
these carbs are very tunable and can deliver decent gas mileage when attention to detail is applied. jetted properly they can run like stink too. out of the box they are way rich.
the thinner bases were for added hood clearance with the front carb mainly on the '56-57 cars.

NOM61

As JohnZ noted in another thread, doesn't the rear carb have to be a bit rich to prevent the front cylinders from going too lean?

DT

1snake

I'm not familiar with a 2505 since it's not a Corvette carb. but all the single carb applications that I've ever seen ie:2669,3059 etc. all had the long lever and a weight that was 50% thicker than the typical 2X4 weight.

Jim

xiaoman

ls6racer,
good information, never understood why the bases were thinner...are the butter-fly bores the same diameter, would they flow the same amount of air/fuel?
regards, xiaoman

L78racer

it depends on who you ask...

L78racer

2505 is a '57 chevy 220 hp 1x4 ~same as '57 corvette 1x4 220 hp 2655.
i've seen 1299 lids on 2505's also.

3059 is a low-choke wcfb. weights on most low-choke carbs are larger it seems.
2669 is pretty much the same as the 2655. BTW the 1354 lid is a close match to a 1299 lid for the clone look.

1snake

There is only one person on this forum that I will take whatever he says as the gospel and that's John. I've never seen where he has posted incorrect info. and in this case, he is 100% correct,as usual.

Jim

L78racer

not sure on that. i haven't compared them in a while and don't remember.