If you do pull the plug in the bottom of the float bowl you can easily check the float level (actually the FLUID level.) Go to home depot (or auto supply) and get a 1/4" male NPT brass hose barb and about 12" of clear plastic tubing that fits the barb. Size or length of tube doesn't matter. Turn fuel off, pull plug from carb and screw in hose barb with plastic hose attached. take the loose OPEN end of the hose and place it vertically beside the carb with the open end well above the top of the float bowl. turn fuel on and the level of gas in the tube will be the same as the level in the float bowl. An extreemely low or high tail could effect this but not much, think of climb attitude. Tru to have plane close to level, the engine will still be pointing down a little but don't worry about it. the distance from the top of the bowl parting surface (where the gasket is, actully the bottom of the gasket) to the level of the gas should be 13/32 or .4062. If your float needle is leaking the level measurement may be much less. This is not a problem unless gas is really pouring out. The engine uses fuel faster than the slight leakage. Just turn fuel valve off when engine is not running. If the carb was field overhauled and a delrin needle was installed make sure the required weight was soldered to the float. Again, good luck. Bill
To: [EMAIL PROTECTED]; [EMAIL PROTECTED]; [EMAIL PROTECTED]: [EMAIL PROTECTED]: Tue, 9 Dec 2008 08:11:47 -0600Subject: RE: [ercoupe-tech] Re: Several Questions. Just as a suggestion, first verify that all cylinders are firing. With a cold engine, start and let it run at any RPM for about 30 seconds. Kill the engine, open the cowlings. Wet the tip of a finger with "spit" and quickly swipe one exhaust pipe. Wet finger again and test the other three. (this is the same way you check a clothes iron to see if it is hot) See if one or more cylinder's exhaust is cold or noticably cooler than the others. With the flodding you described (overflow) you may have wetfouled some plugs. I would also recommend pulling the drain plug from the carburetor float bowl and drain the gas in the bowl into a clear glass jar. Look for water. By the way, when you first start it does it blow out black exhaust for a second or two?(flooding-rich mixture) When you try to advance the throttle do you get any backfire? (intake leak-lean mixture) Good luckBill To: [EMAIL PROTECTED]; [EMAIL PROTECTED]: [EMAIL PROTECTED]: Tue, 9 Dec 2008 09:26:56 +0000Subject: RE: [ercoupe-tech] Re: Several Questions. Well, the O-200 crank STC is NOT about changing your engine to a O-200 engine with that performance.Even though the crank gives you more torque, it should all stay within the 85 hp (well maybe up to 90). I doubt that you could find a Stromberg carburetor description for a O-200. These engines were fitted with the Marvel -Schebler originally and do have a bigger ventury too I assume. They are also designed for engine speeds of around 2700 rpm unlike our C-85s with their 2575 max. rpm.The Strombergs had been used up to the C-90, which comes very close to a C-85 engine with the O-200 crank Stc. Changes to the carburetor for the C-90 had been a one number bigger main metering jet and a bigger main air bleed.These changes affect the engines high power output but do nothing to the idle circuit of the carburetor. As I understand the problem here is not enough power, but smooth engine operation. I would not be that fast on jumping to conclusions. Before changing jets I rather recommend swapping carburetors with a known good one and see if the problem disappears. There are many other sources for a lean mixture. Like loose or over tightened clamps on the intake hoses, leaking gaskets on the intake flanges on the cylinders. This by the way is more common than you think. When installing the exhaust system on our Coupes one has to remove the intake elbows on 2 cylinders, otherwise you can't fit the exhaust. Reattaching them is a real pain. If not done right, you have an intake leak there. Ok. I am off the soap box. Hartmut To: [EMAIL PROTECTED]: [EMAIL PROTECTED]: Tue, 9 Dec 2008 00:10:36 +0000Subject: [ercoupe-tech] Re: Several Questions. The C-85's that have the 0-200 crank STC have a very common problem of running lean. We had a j-3 with this problem. It ran fine with a certain carb on it. When it was nosed over it was broken. We had a spare one, my boss said that they had tried the spare before and it didn't run. I took the two of them apart to see the difference between them. It was the jets. Which makes sence. I swaped the jets and it worked fine. One other thing, when you convert a C-75 to C-85 there is a jet change. When you do the stc may be there should be a change too. I have a parts manual for the stromberg, I'll see if I can find jets for a 0-200. Mark--- In [email protected], Bob Stearns <[EMAIL PROTECTED]> wrote:>> I was just (coincidentally) thinking of posting a reverse carb> problem. Mine is that the engine runs fine below say, 60F but often> fails to idle below 1,000 at temps in the 80's and 90's. In fact the> engine has stalled while taxiing during the summer. A short prime and> I'm off and running. FYI, central South Carolina. > > Everything> else about our two planes is pretty much the same. C85 with O200 STC> and I assume, a Stromberg carb. Both of our problems must be of a> piece. So, I'm watching this space, anticipating an answer I can use.> Suspicious message? There’s an alert for that. Get your Hotmail® account now. Send e-mail anywhere. No map, no compass. Get your Hotmail® account now. _________________________________________________________________ Send e-mail faster without improving your typing skills. http://windowslive.com/Explore/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_speed_122008
