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diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..6833f05 --- /dev/null +++ b/.gitattributes @@ -0,0 +1,3 @@ +* text=auto +*.txt text +*.md text diff --git a/27298-8.txt b/27298-8.txt new file mode 100644 index 0000000..f0f1f5a --- /dev/null +++ b/27298-8.txt @@ -0,0 +1,942 @@ +Project Gutenberg's Marvel Carbureter and Heat Control, by Anonymous + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Marvel Carbureter and Heat Control + As Used on Series 691 Nash Sixes Booklet S + +Author: Anonymous + +Release Date: November 20, 2008 [EBook #27298] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK MARVEL CARBURETER AND HEAT CONTROL *** + + + + +Produced by Gerard Arthus, Greg Bergquist and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + + + + +MARVEL +CARBURETER +AND +HEAT CONTROL + + +AS USED ON +SERIES 691 NASH SIXES + + +BOOKLET +S + + +MARVEL CARBURETER CO. +FLINT, MICHIGAN +U.S.A. + + + + +MODEL "S" CARBURETER + +Used on Series 691 Nash Sixes + + +The carbureter measures the fuel charges for the engine and +automatically mixes them with the proper amount of air to form a highly +combustible gas. The Marvel Model "S" Carbureter is of the automatic air +valve, heat controlled type. Its outstanding advantages are: + +1. Simplicity of construction and operation. + +2. Quick starting in any weather. + +3. Automatically controlled heat application to ensure complete +vaporization of fuels. + +4. Economy in fuel consumption. + +5. Ease of adjustment to meet varied driving and climatic conditions. + + +CONSTRUCTION + +The construction embodies a main body or mixing chamber and a +conventional float chamber bowl with fuel strainer attached at point of +entrance of fuel to bowl. Within the mixing chamber are two nozzles +which proportion the amount of gasoline used in the mixture. One of +these nozzles, called the "low speed," is regulated by the gasoline +adjustment screw at bottom of carbureter and the other, called the "high +speed," is controlled by the automatic air valve. An air screw is +provided which regulates the pressure of the air valve spring enclosed +therein. Within this screw is also enclosed a plunger connected by a +link to the air valve. The function of this plunger is to provide a +resistance in addition to that of the air valve spring to assist in +acceleration. This arrangement of plunger and air valve screw is termed +the dash pot. + +A further control of the high speed jet is provided by the fuel metering +valve operated by the carbureter throttle. This valve provides the +maximum fuel feed to the "high speed" nozzle when the throttle is fully +opened for high speeds and for quick "pick up." During the ordinary +driving ranges this valve controls the amount of fuel being used, thus +providing all the economy possible. This valve is entirely automatic and +requires no adjustment. + +The passage-way from the mixing chamber to the intake manifold is +controlled by a butterfly valve which is called the throttle-valve and +is connected to the throttle-lever on the steering wheel as well as to +the foot accelerator, its position determining the amount of gas and air +or mixture being fed the engine. + + +STARTING + +A choke button is provided on the instrument board to assist in +starting. Pulling out this button closes a butterfly choker valve (see +cut) in the air intake passage of carbureter which restricts the air +opening of the carbureter, and consequently produces a richer mixture. + +To start engine, pull out choke button all the way. Advance spark lever +about half way and throttle lever about one-quarter way and depress +starter pedal. + +As soon as motor fires when starting, this control should be released +part way, otherwise too much fuel will be drawn from carbureter, causing +flooding of the motor and failure of the latter to continue to promptly +fire. After starting, motor should be allowed to run "part choke" as +stated for a few minutes while warming up, then the choker control +should be fully released, or pushed in completely on the instrument +board, and engine allowed to run normally for sometime until water in +cylinder jackets is thoroughly warmed up before starting to make final +carbureter adjustments. + + +HEAT CONTROL--STOVE + +In the colder seasons warm air is fed to air intake of carbureter +through the warm air elbow "F" (see cut). This elbow connects the +carbureter with the warm air stove, which is a casting surrounding the +two exhaust heat tubes which supply exhaust heat to the carbureter +jackets as described below. + +The amount of heat required for proper carburation depends on the +temperature of the outside air. The first means of control is in the +warm air stove just described, which should be connected to the +carbureter furnishing warm air to carbureter air intake in all seasons +of the year when the outside air temperature is below 50° F., whenever +the outside air temperature runs above this point cold air should be +furnished to carbureter air intake. This can be done by loosening the +wing nut holding the warm air elbow "F" on the stove and also loosening +the set screw holding this elbow in the air intake of carbureter, after +which slide elbow out of air intake and revolve it--180 degrees about an +horizontal axis and re-insert in carbureter air intake and lock in place +with set screw. The opening in the elbow now is turned down away from +the stove and draws in only cold air. + +The above procedure, it must be understood, will vary somewhat due to +differences in locality, altitude and fuels used, but it should be borne +in mind that the best economy can be had with cold air passing to the +carbureter, and the stove should not be connected until the acceleration +and performance of the job requires the use of warm air for the best +results. + +The adjustment of the carbureter should be made per the above +description of the stove, as the latter is used for meeting weather +conditions and should be set as described. + + +HEAT CONTROL--CARBURETER JACKETS + +The carbureter and manifolds have been designed to utilize the exhaust +gases of the engine to insure complete vaporization and a consequent +minimum consumption of fuel. This is accomplished by surrounding the +upper portion of the mixing chamber with a large heat jacket provided +with an inlet and an outlet opening and connected by means of tubes to +an exhaust manifold valve body in the exhaust pipe of the engine; this +valve body, housing a large valve called the main-exhaust-heat-valve +("C" in cut) within the body itself, the return or outlet tube from the +carbureter heat jacket entering the valve-body in the lower portion +below the main-exhaust-heat-valve. + +The main-exhaust-heat-valve "C" is connected by means of a lever and +long connecting rod to the throttle lever of the carbureter so that when +the throttle valve is operated the main-exhaust-valve is operated +simultaneously with it. + +The purpose of the carbureter heat jacket and valve in exhaust line with +connections described, is to provide means for utilizing the heat of the +exhaust gases of the motor for vaporization of the fuel supplied the +engine by the carbureter and to do so automatically. The automatic +feature of same is accomplished by setting the Main-Exhaust-Heat-Valve +"C" by means of the long connecting rod, in closed position with the +closed or idling position of the throttle valve, thus providing for and +causing all of the exhaust gases of the engine to pass through the heat +jacket of the carbureter when engine is idling and to regulate the +volume of this heat as throttle is opened by automatically opening the +Main-Exhaust-Heat-Valve, thus allowing the increasing volume of the +exhaust gases to pass on out through the main exhaust pipe without being +deflected and by-passed to the carbureter heat-jacket as the motor speed +increases. + +[Illustration: HEAT SETTING No. 1] + +By referring to the cut shown (See Page 5) and noting "Heat Setting No. +1," it will be noted that valve "C" in main exhaust line is fully closed +with the closed or idling position of the throttle valve. This +adjustment is accomplished by having long connecting rod "R" from valve +"C" Lever set in "Hole No. 1," in Throttle Lever "L," being sure that +when throttle valve is standing in fully closed or idling position that +valve "C" is also in closed position, proving out the latter feature by +loosening connection of valve "C" lever holding long connecting rod; +holding Throttle Lever "L" in closed or idling position and bringing up +valve "C" lever on connecting rod "R" as far as it will go to the right +toward the carbureter and tightening its connection on the connecting +rod in that position. After having made the adjustment as just +described, it is assured that "Heat Setting No. 1" has been properly +made and that all of the heat possible from the exhaust has been +secured. + +This "Heat Setting No. 1," provides as stated, for the most exhaust heat +obtainable and should be used during the entire year, except in +extremely hot seasons or hot climates or when high-test gasoline is +being used in engine and even then unless engine is losing power due to +excessive heat. + +If loss of power or mileage due to too much heat is experienced, first +be sure that it is not due to driving on hot-air instead of cold-air. +After making this observation, if there is still too much heat, refer to +cut (See Page 7) describing "Heat Setting No. 2." It will be noted that +connecting rod "R" from valve "C" is removed from "Hole No. 1," in +Throttle Lever "L" and placed in "Hole No. 2," in Throttle Lever. This +change is all that is necessary in order to reduce the amount of heat +applied to carbureter. In "Heat Setting No. 2," when the throttle is in +closed or idling position, valve "C" is quite aways off its seat. This +adjustment provides for a great deal less heat than is provided by "Heat +Setting No. 1" and is all that is required in the reduction of the +volume of heat together with driving on "Cold" air for the +main-air-supply, in the warmest weather or hottest climates. + +[Illustration: HEAT SETTING No. 2] + + +NOTE--After original position of valve "C" is made as described in "Heat +Setting No. 1" do not again readjust valve "C" on connecting rod but +when changing from "Heat Setting No. 1" to "Heat Setting No. 2," merely +change position of long connecting rod from "Hole No. 1" to "Hole No. 2" +in throttle lever. + + +ADJUSTMENT + +No change should be made in the carbureter adjustments until after an +inspection has been made to determine if the trouble is in some other +unit. It should be noted that the gasoline lines are clear, that there +is gasoline in the vacuum tank, that there are no leaks at connections +between carbureter and engine, that the ignition system is in proper +condition, and that there is even compression in all cylinders. + +If it is necessary to test adjustment or to make a readjustment proceed +as follows: + +Set air screw so that the end is flush with the end of ratchet set +spring. Loosen packing nut on needle adjustment. Turn gasoline +adjustment to the right very carefully so as not to injure the needle +point, until the valve is closed gently against its seat. Then turn to +left approximately one complete turn which will bring notch in the disc +handle directly below the guide post above it. Tighten packing nut to +hold needle firmly as set. + +The notch in disc handle of needle is put in handle after the needle has +been carefully calibrated by a flow-meter at the factory, therefore the +notch in handle should register with guide post above it. This setting +of needle valve is absolutely essential to get the best results. The +object in directing that needle be first turned to the right until +closed is to insure against two or more turns open, as from closed +position to notch (usually about one turn) is the normal setting. This +being true it is not necessary to turn needle in to the right firmly but +merely far enough to be sure that when turning back to the left, to the +notch registering with guide post, that the needle is not more than once +around or one turn from its seat. + +Set stove heat and damper heat as previously instructed above. Pull out +choker to closed position and start engine in usual manner. As soon as +engine has fired release choker three-fourths of way in. Run until +engine has warmed up then push choker all the way in, remembering to +never use choker longer than necessary, as when not needed it has a +tendency to foul up engine and ruin the lubricating oil in the crank +case. + +Next, set air screw for good idle by either turning to the right a +little or backing out to the left as the needs of the engine require, +remembering that first of all, the needle must be set as described. With +the needle so set and the engine warmed up, the adjustment of the air +screw for proper idling is easily accomplished by using a little care. +If the air screw is turned in too tight, the motor will roll. If the air +screw is not tight enough, the motor will hesitate and perhaps stop +entirely. To make a nice clean adjustment for idle, first having set +needle as described, turn air screw in quarter of a turn at a time until +engine, does roll; then turn back to the left until engine hesitates, +indicating that mixture has too much air and is too lean; next turn air +screw in to the right three or four notches at a time until engine runs +smoothly. This accomplished (and it is very easy to do by proceeding as +directed above) the proper adjustment for the entire range of the engine +will have been attained, thus insuring the best economy and power. + + +MODEL "S" MARVEL CARBURETER + +[Illustration: STANDARD EQUIPMENT 1923-24 Series 691 Nash Sixes] + + +If the engine idles too fast with throttle closed, the latter may be +adjusted by means of the throttle lever adjusting screw. + + +RICH MIXTURE + +An over-rich mixture will cause the engine speed to fluctuate through +more or less regular periods from high to low speeds; the engine will +seem to be mis-firing and there will be noticeable a strong odor, as +well as, usually, a heavy black smoke from the exhaust. + + +LEAN MIXTURE + +The best adjustment is obtained with the fuel and air valves set as +described. It must be remembered that too lean a mixture as well as an +over rich mixture causes over-heating and loss of power and is not as +economical as an adjustment which provides just the proper proportion of +gasoline and air. + + +CAUTION + +It must be remembered that the low speed needle has been carefully +calibrated to notch in disc handle and guide post above it, at the +factory and that in making an adjustment that the needle must be so set +and the rest of the adjusting done with the air screw as described, +never varying from described needle setting unless in extreme cold +weather, when a little more gas may be carried, or turning off a little +when casing head gas is used in hot weather. + + +MARVEL CARBURETER MODEL "S" + +[Illustration: Nash Series 691 Sixes Parts Price List] + +Part No. Name Price + +10-80 Carbureter Body $ 6.00 +10-580 Carbureter Assembly 22.00 +11-537 Insert Assembly 7.00 +12-77 Accelerator Lever .40 +12-78 Throttle Lever .40 +14-2 Throttle Fly .25 +15-5 10×24×1/2 Insert Lock Screw .05 +15-6 Bowl Support Screw .05 +15-14 Ratchet Spring Screw .05 +15-15 Bowl Cover Screw .05 +15-23 Throttle and Choker Fly + Screws .05 +15-28 Throttle Stop Adjusting + Screw .05 +15-29 6-32×1/4" French Head Screw .05 +15-32 Pilot Set Screw .05 +15-43 Square Head Set Screw .05 +16-5 Bowl Cover Gasket .05 +16-14 Strainer Gasket (fibre) .05 +16-16 Strainer Gasket (Copper) .10 +16-35 Flange Gasket .10 +16-48 Insert Gasket .10 +21-519 Throttle Stop Damper Control + and Shaft Assembly +22-1 Heater Jacket Plug .20 +23-8 Air Screw Shell .50 +24-6 Choker Spring .15 +24-116 Air Valve Spring .30 +24-28 Flusher Spring .15 +24-50 Metering Pin Spring .15 +24-51 Ratchet Spring .15 +25-524 Choker Shaft and Spring + Assembly .75 +27-10 Choker Fly .25 +30-504 Float and Lever Assembly .75 +33-501 Float Shaft Assembly .20 +35-501 Float Valve Assembly .45 +36-4 Strainer Connection to Bowl .40 +38-501 Insert Connection Screw .50 +43-508 Gasoline Adjusting Needle + Assembly .50 +44-1 Gasoline Adjusting Needle + Packing .10 +45-1 Gasoline Adjusting Needle + Packing Nut .15 +49-56 High Speed Jet .30 +56-508 Bowl Cover Assembly .75 +58-501 Flusher Assembly .15 +64-1 Bowl Support .10 +65-1 Brass Bowl 2.50 +65-502 Brass Bowl Assembly 6.00 +66-3 Metering Pin Lock Wire .05 +67-1 Strainer Body .30 +67-502 Strainer Assembly 1.00 +78-1 Throttle Shaft Washer .05 +78-5 3/16 Lock Washer .05 +79-8 Metering Pin Housing Space .20 +80-3 Metering Pin Plug .15 +81-16 Strainer Nut .15 +82-1 Cotter Pin .05 +83-2 Manifold Stud .05 +84-3 Metering Pin Jet .35 +95-1 Strainer Gauze .20 +119-504 Dash Pot Plunger, Plunger + Rod and Washer Assem. .80 +125-2 Metering Pin Spring Seat .05 +158-2 Metering Pin Housing .15 +167-502 Metering Pin Stem and + Wire Assembly .10 +173-529 Metering Pin and Lock Wire + Assembly .45 + + +REPLACEMENT FOR PREVIOUS MODEL NASH SIXES + +The Model "S" Marvel Carbureter is interchangeable with the Model "K" +Marvel Carbureter, which was standard equipment on the 1922 and 1923 +Nash Sixes of the early 691 series. + +The previous series 681 Nash Sixes of 1921, 1920, and 1919, which were +equipped with the Model "E" Marvel Carbureter as standard equipment, can +be very greatly improved by the installation of the Model "S" +carbureter, exhaust damper body assembly necessary for same, and the hot +air stove assembly that goes with this installation. + +Following is the complete Parts Price List of the Model "S" carbureter, +damper body assembly and stove parts for same. Notice is called to the +fact again that the damper body and stove parts are not needed on the +early 691 series of 1922 and 1923. + + +REPLACEMENT PARTS PRICE LIST For 1919-1922 Series 681 Nash Sixes + +10-579 Carbureter and Heat Equipment + Complete $30.00 + +Consisting of the Following Parts: + +Part No. Name Price + +10-580 Carbureter Assembly 1 22.00 +128-506 Damper Body and Stove + Assembly 8.00 +15-16 10×24×3/8 F.H. Machine + Screw 1 $ .05 +15-43 1/4×20×1/2 Std. Square + Head Set Screw 2 .05 +15-53 5/16×18×2-1/2 Cap Screw 1 .05 +15-54 3/8×16×1 Standard Square + Head Set Screw 2 .05 +17-14 Exhaust Shut-off Valve + Connecting Rod 1 .10 +17-15 Damper Connecting Rod + (Main Damper) 1 .20 +19-2 Exhaust Manifold Damper + Fly 1.00 +19-9 Warm Air Stove Damper + Fly 1 +20-31 Stove Damper Fly Shaft 1 .10 +24-31 Damper Fly Shaft Spring 1 .10 +24-43 Stove Damper Fly Spring 1 .15 +28-4 Connecting Rod Swivel 1 .25 +62-5 Escutcheon Pin 1 .05 +74-3 Exhaust Shut-off Valve 1 .15 +78-4 5/16 Plain Washer 1 .05 +81-26 3/8×16 Check Nut 2 .05 +82-1 1/16×1/2 Cotter Pin 2 .05 +82-3 1/8×3/4 Cotter Pin 3 .05 +100-16 Warm Air Stove 1 +100-17 Warm Air Stove 1 +100-520 Warm Air Stove Assembly 1 1.50 +122-503 Damper Lever and Shaft + Assembly 1 1.00 +122-504 Exhaust Shut-off Lever + and Shaft Assembly 1 .40 +123-1 Heat Tube Support Ring 1 .10 +123-3 Damper Body Packing + Stop Ring 1 .10 +123-4 Exhaust Damper Body + Packing Ring 1 .10 +124-1 Heat Tube Collar 4 .20 +125-1 Damper Shaft Spring + Seat 2 .10 +126-2 Heat Tube Outlet 1 .50 +126-12 Heat Tube Inlet 1 .50 +127-1 Heat Tube Packing 4 .10 +127-2 Exhaust Damper Body + Packing, per foot 1 .10 +128-3 Exhaust Damper Body 1 3.00 +128-506 Exhaust Manifold Damper + Body and Stove Assembly 1 8.00 +163-1 Choker Rod Extension .10 + + +MARVEL CARBURETER DISTRIBUTORS + +Distributors who carry a complete stock of Carbureters and Parts and who +are prepared to overhaul and rebuild Carbureters: + +Marvel Carbureter Sales Co., +335 Newbury Street, Boston, Mass. + +Marvel Carbureter Sales Co., +242 West 69th Street, New York, N.Y. + +Marvel Carbureter Sales Co., +2120 Fourteenth Street, N.W., Washington, D.C. + +Marvel Carbureter Sales Co., +6520 Carnegie Avenue, Cleveland, Ohio. + +Marvel Carbureter Sales Co., +1406 McGee Street, Kansas City, Mo. + +Marvel Carbureter Sales Co., +2119 S. Michigan Avenue, Chicago, Ill. + +Marvel Carbureter Sales Co., +926-928 E. Washington Street, Indianapolis, Ind. + +Marvel Carbureter Sales Co., +1138 Broadway, Denver, Colo. + +Marvel Carbureter Sales Co., +1837 South Flower Street, Los Angeles, Calif. + +Edwards Warden Motor Parts Co., +309-315 E. Broadway, Salt Lake City, Utah. + +Fauver-Cavanagh Co., Inc., +46-52 Canfield Avenue E., Detroit, Michigan. + +McAlpin & Schreiner Co., +1520 Tenth Avenue, Seattle, Washington. + +Moloney Battery & Ignition Co., +108-110 Wyoming Street, El Paso, Texas. + +W.S. Nott Company, +Second Ave. N. & 3rd Street, Minneapolis, Minn. + +Distributors who carry a complete stock of Carbureters and Parts: + +Auto Supply Co., Inc., +1107-1111 Broadway, Nashville, Tenn. + +Herrick Hardware Co., +Waco, Texas. + +Joseph Schwartz Company, +729-735 St. Charles Street, New Orleans, La. + +Shelton Motor Company, +Abeline, Texas. + +Wholesale Auto Supply House, +309-311 Washington Street, Tampa, Florida. + +Westbrook Motor Co., +San Antonio, Texas. + + +EXPORT BUSINESS + +All export business and shipments handled by Overseas Motor Service +Corporation, 1760 Broadway, New York, N.Y. + +[Illustration: THE FLINT PRINTING CO.] + + + + + +End of Project Gutenberg's Marvel Carbureter and Heat Control, by Anonymous + +*** END OF THIS PROJECT GUTENBERG EBOOK MARVEL CARBURETER AND HEAT CONTROL *** + +***** This file should be named 27298-8.txt or 27298-8.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/2/7/2/9/27298/ + +Produced by Gerard Arthus, Greg Bergquist and the Online +Distributed Proofreading Team at http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Marvel Carbureter and Heat Control + As Used on Series 691 Nash Sixes Booklet S + +Author: Anonymous + +Release Date: November 20, 2008 [EBook #27298] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK MARVEL CARBURETER AND HEAT CONTROL *** + + + + +Produced by Gerard Arthus, Greg Bergquist and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + +</pre> + + + +<h1>MARVEL<br /> +CARBURETER<br /> +<small>AND +HEAT CONTROL</small><br /></h1> + +<hr style="width: 5%;" /> +<p class="t1"><br />AS USED ON<br /> +<big>SERIES 691 NASH SIXES</big><br /><br /></p> +<hr style="width: 5%;" /> + +<p class="t2"><br />BOOKLET</p> +<p class="t3">S<br /><br /></p> + + +<p class="t2">MARVEL CARBURETER CO.<br /> +<small>FLINT, MICHIGAN<br /> +U.S.A.</small></p> + + + +<hr /> +<h2>MODEL "S" CARBURETER</h2> + +<h3>Used on Series 691 Nash Sixes</h3> + + +<p>The carbureter measures the fuel charges for the engine and +automatically mixes them with the proper amount of air to form a highly +combustible gas. The Marvel Model "S" Carbureter is of the automatic air +valve, heat controlled type. Its outstanding advantages are:</p> + +<p>1. Simplicity of construction and operation.</p> + +<p>2. Quick starting in any weather.</p> + +<p>3. Automatically controlled heat application to ensure complete +vaporization of fuels.</p> + +<p>4. Economy in fuel consumption.</p> + +<p>5. Ease of adjustment to meet varied driving and climatic conditions.</p> + + +<h4>CONSTRUCTION</h4> + +<p>The construction embodies a main body or mixing chamber and a +conventional float chamber bowl with fuel strainer attached at point of +entrance of fuel to bowl. Within the mixing chamber are two nozzles +which proportion the amount of gasoline used in the mixture. One of +these nozzles, called the "low speed," is regulated by the gasoline +adjustment screw at bottom of carbureter and the other, called the "high +speed," is controlled by the automatic air valve. An air screw is +provided which regulates the pressure of the air valve spring enclosed +therein. Within this screw is also enclosed a plunger connected by a +link to the air valve. The function of this plunger is to provide a +resistance in addition to that of the air valve spring to assist in +acceleration. This arrangement of plunger and air valve screw is termed +the dash pot.</p> + +<p>A further control of the high speed jet is provided by the fuel metering +valve operated by the carbureter throttle. This valve provides the +maximum fuel feed to the "high speed" nozzle when the throttle is fully +opened for high speeds and for quick "pick up." During the ordinary +driving ranges this valve controls the amount of fuel being used, thus +providing all the economy possible. This valve is entirely automatic and +requires no adjustment.</p> + +<p>The passage-way from the mixing chamber to the intake manifold is +controlled by a butterfly valve which is called the throttle-valve and +is connected to the throttle-lever on the steering wheel as well as to +the foot accelerator, its position determining the amount of gas and air +or mixture being fed the engine.</p> + + +<h4>STARTING</h4> + +<p>A choke button is provided on the instrument board to assist in +starting. Pulling out this button closes a butterfly choker valve (see +cut) in the air intake passage of carbureter which restricts the air +opening of the carbureter, and consequently produces a richer mixture.</p> + +<p>To start engine, pull out choke button all the way. Advance spark lever +about half way and throttle lever about one-quarter way and depress +starter pedal.</p> + +<p>As soon as motor fires when starting, this control should be released +part way, otherwise too much fuel will be drawn from carbureter, causing +flooding of the motor and failure of the latter to continue to promptly +fire. After starting, motor should be allowed to run "part choke" as +stated for a few minutes while warming up, then the choker control +should be fully released, or pushed in completely on the instrument +board, and engine allowed to run normally for sometime until water in +cylinder jackets is thoroughly warmed up before starting to make final +carbureter adjustments.</p> + + +<h4>HEAT CONTROL—STOVE</h4> + +<p>In the colder seasons warm air is fed to air intake of carbureter +through the warm air elbow "F" (see cut). This elbow connects the +carbureter with the warm air stove, which is a casting surrounding the +two exhaust heat tubes which supply exhaust heat to the carbureter +jackets as described below.</p> + +<p>The amount of heat required for proper carburation depends on the +temperature of the outside air. The first means of control is in the +warm air stove just described, which should be connected to the +carbureter furnishing warm air to carbureter air intake in all seasons +of the year when the outside air temperature is below 50° F., whenever +the outside air temperature runs above this point cold air should be +furnished to carbureter air intake. This can be done by loosening the +wing nut holding the warm air elbow "F" on the stove and also loosening +the set screw holding this elbow in the air intake of carbureter, after +which slide elbow out of air intake and revolve it—180 degrees about an +horizontal axis and re-insert in carbureter air intake and lock in place +with set screw. The opening in the elbow now is turned down away from +the stove and draws in only cold air.</p> + +<p>The above procedure, it must be understood, will vary somewhat due to +differences in locality, altitude and fuels used, but it should be borne +in mind that the best economy can be had with cold air passing to the +carbureter, and the stove should not be connected until the acceleration +and performance of the job requires the use of warm air for the best +results.</p> + +<p>The adjustment of the carbureter should be made per the above +description of the stove, as the latter is used for meeting weather +conditions and should be set as described.</p> + + +<h4>HEAT CONTROL—CARBURETER JACKETS</h4> + +<p>The carbureter and manifolds have been designed to utilize the exhaust +gases of the engine to insure complete vaporization and a consequent +minimum consumption of fuel. This is accomplished by surrounding the +upper portion of the mixing chamber with a large heat jacket provided +with an inlet and an outlet opening and connected by means of tubes to +an exhaust manifold valve body in the exhaust pipe of the engine; this +valve body, housing a large valve called the main-exhaust-heat-valve +("C" in cut) within the body itself, the return or outlet tube from the +carbureter heat jacket entering the valve-body in the lower portion +below the main-exhaust-heat-valve.</p> + +<p>The main-exhaust-heat-valve "C" is connected by means of a lever and +long connecting rod to the throttle lever of the carbureter so that when +the throttle valve is operated the main-exhaust-valve is operated +simultaneously with it.</p> + +<p>The purpose of the carbureter heat jacket and valve in exhaust line with +connections described, is to provide means for utilizing the heat of the +exhaust gases of the motor for vaporization of the fuel supplied the +engine by the carbureter and to do so automatically. The automatic +feature of same is accomplished by setting the Main-Exhaust-Heat-Valve +"C" by means of the long connecting rod, in closed position with the +closed or idling position of the throttle valve, thus providing for and +causing all of the exhaust gases of the engine to pass through the heat +jacket of the carbureter when engine is idling and to regulate the +volume of this heat as throttle is opened by automatically opening the +Main-Exhaust-Heat-Valve, thus allowing the increasing volume of the +exhaust gases to pass on out through the main exhaust pipe without being +deflected and by-passed to the carbureter heat-jacket as the motor speed +increases.</p> + +<div class="figcenter" style="width: 600px;"><a href="images/image1a.jpg"> +<img src="images/image1.jpg" width="600" height="355" alt="HEAT SETTING No. 1" title="" /></a> +<span class="caption">HEAT SETTING No. 1</span> +</div> + +<p>By referring to the cut shown (See Page 5) and noting "Heat Setting No. +1," it will be noted that valve "C" in main exhaust line is fully closed +with the closed or idling position of the throttle valve. This +adjustment is accomplished by having long connecting rod "R" from valve +"C" Lever set in "Hole No. 1," in Throttle Lever "L," being sure that +when throttle valve is standing in fully closed or idling position that +valve "C" is also in closed position, proving out the latter feature by +loosening connection of valve "C" lever holding long connecting rod; +holding Throttle Lever "L" in closed or idling position and bringing up +valve "C" lever on connecting rod "R" as far as it will go to the right +toward the carbureter and tightening its connection on the connecting +rod in that position. After having made the adjustment as just +described, it is assured that "Heat Setting No. 1" has been properly +made and that all of the heat possible from the exhaust has been +secured.</p> + +<p>This "Heat Setting No. 1," provides as stated, for the most exhaust heat +obtainable and should be used during the entire year, except in +extremely hot seasons or hot climates or when high-test gasoline is +being used in engine and even then unless engine is losing power due to +excessive heat.</p> + +<p><b>If loss of power or mileage due to too much heat is experienced, first +be sure that it is not due to driving on hot-air instead of cold-air.</b> +After making this observation, if there is still too much heat, refer to +cut (See Page 7) describing "Heat Setting No. 2." It will be noted that +connecting rod "R" from valve "C" is removed from "Hole No. 1," in +Throttle Lever "L" and placed in "Hole No. 2," in Throttle Lever. This +change is all that is necessary in order to reduce the amount of heat +applied to carbureter. In "Heat Setting No. 2," when the throttle is in +closed or idling position, valve "C" is quite aways off its seat. This +adjustment provides for a great deal less heat than is provided by "Heat +Setting No. 1" and is all that is required in the reduction of the +volume of heat together with driving on "Cold" air for the +main-air-supply, in the warmest weather or hottest climates.</p> + +<div class="figcenter" style="width: 600px;"><a href="images/image2a.jpg"> +<img src="images/image2.jpg" width="600" height="355" alt="HEAT SETTING No. 2" title="" /></a> +<span class="caption">HEAT SETTING No. 2</span> +</div> + + +<p>NOTE—<b>After original position of valve "C" is made as described in "Heat +Setting No. 1" do not again readjust valve "C" on connecting rod</b> but +when changing from "Heat Setting No. 1" to "Heat Setting No. 2," merely +change position of long connecting rod from "Hole No. 1" to "Hole No. 2" +in throttle lever.</p> + + +<h4>ADJUSTMENT</h4> + +<p>No change should be made in the carbureter adjustments until after an +inspection has been made to determine if the trouble is in some other +unit. It should be noted that the gasoline lines are clear, that there +is gasoline in the vacuum tank, that there are no leaks at connections +between carbureter and engine, that the ignition system is in proper +condition, and that there is even compression in all cylinders.</p> + +<p>If it is necessary to test adjustment or to make a readjustment proceed +as follows:</p> + +<p>Set air screw so that the end is flush with the end of ratchet set +spring. Loosen packing nut on needle adjustment. Turn gasoline +adjustment to the right very carefully so as not to injure the needle +point, until the valve is closed gently against its seat. Then turn to +left approximately one complete turn which will bring notch in the disc +handle directly below the guide post above it. Tighten packing nut to +hold needle firmly as set.</p> + +<p>The notch in disc handle of needle is put in handle after the needle has +been carefully calibrated by a flow-meter at the factory, therefore the +notch in handle should register with guide post above it. This setting +of needle valve <b>is absolutely essential</b> to get the best results. The +object in directing that needle be first turned to the right until +closed is to insure against two or more turns open, as from closed +position to notch (usually about one turn) is the normal setting. This +being true it is not necessary to turn needle in to the right firmly but +merely far enough to be sure that when turning back to the left, to the +notch registering with guide post, that the needle is not more than once +around or one turn from its seat.</p> + +<p>Set stove heat and damper heat as previously instructed above. Pull out +choker to closed position and start engine in usual manner. As soon as +engine has fired release choker three-fourths of way in. Run until +engine has warmed up then push choker all the way in, remembering to +never use choker longer than necessary, as <b>when not needed</b> it has a +tendency to foul up engine and ruin the lubricating oil in the crank +case.</p> + +<p>Next, set air screw for good idle by either turning to the right a +little or backing out to the left as the needs of the engine require, +remembering that <b>first of all, the needle must be set as described</b>. With +the needle so set and the engine warmed up, the adjustment of the air +screw for proper idling is easily accomplished by using a little care. +If the air screw is turned in too tight, the motor will roll. If the air +screw is not tight enough, the motor will hesitate and perhaps stop +entirely. To make a nice clean adjustment for idle, first having set +needle as described, turn air screw in quarter of a turn at a time until +engine, does roll; then turn back to the left until engine hesitates, +indicating that mixture has too much air and is too lean; next turn air +screw in to the right three or four notches at a time until engine runs +smoothly. This accomplished (and it is very easy to do by proceeding as +directed above) the proper adjustment for the entire range of the engine +will have been attained, thus insuring the best economy and power.</p> + + +<p class="center"><b>MODEL "S" MARVEL CARBURETER</b></p> + +<div class="figcenter" style="width: 500px;"><a href="images/image3a.jpg"> +<img src="images/image3.jpg" width="500" height="433" alt="STANDARD EQUIPMENT 1923–24 Series 691 Nash Sixes" title="" /></a> +<span class="caption">STANDARD EQUIPMENT 1923–24 Series 691 Nash Sixes</span> +</div> + + +<p>If the engine idles too fast with throttle closed, the latter may be +adjusted by means of the throttle lever adjusting screw.</p> + + +<h4>RICH MIXTURE</h4> + +<p>An over-rich mixture will cause the engine speed to fluctuate through +more or less regular periods from high to low speeds; the engine will +seem to be mis-firing and there will be noticeable a strong odor, as +well as, usually, a heavy black smoke from the exhaust.</p> + + +<h4>LEAN MIXTURE</h4> + +<p>The best adjustment is obtained with the fuel and air valves set as +described. It must be remembered that too lean a mixture as well as an +over rich mixture causes over-heating and loss of power and is not as +economical as an adjustment which provides just the proper proportion of +gasoline and air.</p> + + +<p class="t2"><b>CAUTION</b></p> + +<p><b>It must be remembered that the low speed needle has been carefully +calibrated to notch in disc handle and guide post above it, at the +factory and that in making an adjustment that the needle must be so set +and the rest of the adjusting done with the air screw as described</b>, +never varying from described needle setting unless in extreme cold +weather, when a little more gas may be carried, or turning off a little +when casing head gas is used in hot weather.</p> + +<hr /> +<p class="t2">MARVEL CARBURETER<br /> MODEL "S"</p> + +<div class="figcenter" style="width: 513px;"> +<img src="images/image4.jpg" width="513" height="460" alt="Nash Series 691 Sixes Parts Price List" title="" /> +<span class="caption">Nash Series 691 Sixes Parts Price List</span> +</div> + + +<div class='center'> +<table border="0" cellpadding="4" cellspacing="0" summary="Marvel Carburetor Parts Price List"> +<tr> + <td align='left'><small>Part No.</small></td> + <td align='center'><small>Name</small></td> + <td align='right'><small>Price</small></td> +</tr> +<tr> + <td align='left'>10-80</td> + <td align='left'>Carbureter Body</td> + <td align='right'>$ 6.00</td> +</tr> +<tr> + <td align='left'>10-580</td> + <td align='left'>Carbureter Assembly</td> + <td align='right'>22.00</td> +</tr> +<tr> + <td align='left'>11-537</td> + <td align='left'>Insert Assembly</td> + <td align='right'>7.00</td> +</tr> +<tr> + <td align='left'>12-77</td> + <td align='left'>Accelerator Lever</td> + <td align='right'>.40</td> +</tr> +<tr> + <td align='left'>12-78</td> + <td align='left'>Throttle Lever</td> + <td align='right'>.40</td> +</tr> +<tr> + <td align='left'>14-2</td> + <td align='left'>Throttle Fly</td> + <td align='right'>.25</td> +</tr> +<tr> + <td align='left'>15-5</td> + <td align='left'>10×24×<span class="above">1</span>⁄<span class="below">2</span> Insert Lock Screw</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-6</td> + <td align='left'>Bowl Support Screw</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-14</td> + <td align='left'>Ratchet Spring Screw</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-15</td> + <td align='left'>Bowl Cover Screw</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-23</td> + <td align='left'>Throttle and Choker Fly Screws</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-28</td> + <td align='left'>Throttle Stop Adjusting Screw</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-29</td> + <td align='left'>6-32×<span class="above">1</span>⁄<span class="below">4</span>" French Head Screw</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-32</td> + <td align='left'>Pilot Set Screw</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-43</td> + <td align='left'>Square Head Set Screw</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>16-5</td> + <td align='left'>Bowl Cover Gasket</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>16-14</td> + <td align='left'>Strainer Gasket (fibre)</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>16-16</td> + <td align='left'>Strainer Gasket (Copper)</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>16-35</td> + <td align='left'>Flange Gasket</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>16-48</td> + <td align='left'>Insert Gasket</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>21-519</td> + <td align='left'>Throttle Stop Damper Control and Shaft Assembly</td> + <td align='right'> </td> +</tr> +<tr> + <td align='left'>22-1</td> + <td align='left'>Heater Jacket Plug</td> + <td align='right'>.20</td> +</tr> +<tr> + <td align='left'>23-8</td> + <td align='left'>Air Screw Shell</td> + <td align='right'>.50</td> +</tr> +<tr> + <td align='left'>24-6</td> + <td align='left'>Choker Spring</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>24-116</td> + <td align='left'>Air Valve Spring</td> + <td align='right'>.30</td> +</tr> +<tr> + <td align='left'>24-28</td> + <td align='left'>Flusher Spring</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>24-50</td> + <td align='left'>Metering Pin Spring</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>24-51</td> + <td align='left'>Ratchet Spring</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>25-524</td> + <td align='left'>Choker Shaft and Spring Assembly</td> + <td align='right'>.75</td> +</tr> +<tr> + <td align='left'>27-10</td> + <td align='left'>Choker Fly</td> + <td align='right'>.25</td> +</tr> +<tr> + <td align='left'>30-504</td> + <td align='left'>Float and Lever Assembly</td> + <td align='right'>.75</td> +</tr> +<tr> + <td align='left'>33-501</td> + <td align='left'>Float Shaft Assembly</td> + <td align='right'>.20</td> +</tr> +<tr> + <td align='left'>35-501</td> + <td align='left'>Float Valve Assembly</td> + <td align='right'>.45</td> +</tr> +<tr> + <td align='left'>36-4</td> + <td align='left'>Strainer Connection to Bowl</td> + <td align='right'>.40</td> +</tr> +<tr> + <td align='left'>38-501</td> + <td align='left'>Insert Connection Screw</td> + <td align='right'>.50</td> +</tr> +<tr> + <td align='left'>43-508</td> + <td align='left'>Gasoline Adjusting Needle Assembly</td> + <td align='right'>.50</td> +</tr> +<tr> + <td align='left'>44-1</td> + <td align='left'>Gasoline Adjusting Needle Packing</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>45-1</td> + <td align='left'>Gasoline Adjusting Needle Packing Nut</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>49-56</td> + <td align='left'>High Speed Jet</td> + <td align='right'>.30</td> +</tr> +<tr> + <td align='left'>56-508</td> + <td align='left'>Bowl Cover Assembly</td> + <td align='right'>.75</td> +</tr> +<tr> + <td align='left'>58-501</td> + <td align='left'>Flusher Assembly</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>64-1</td> + <td align='left'>Bowl Support</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>65-1</td> + <td align='left'>Brass Bowl</td> + <td align='right'>2.50</td> +</tr> +<tr> + <td align='left'>65-502</td> + <td align='left'>Brass Bowl Assembly</td> + <td align='right'>6.00</td> +</tr> +<tr> + <td align='left'>66-3</td> + <td align='left'>Metering Pin Lock Wire</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>67-1</td> + <td align='left'>Strainer Body</td> + <td align='right'>.30</td> +</tr> +<tr> + <td align='left'>67-502</td> + <td align='left'>Strainer Assembly</td> + <td align='right'>1.00</td> +</tr> +<tr> + <td align='left'>78-1</td> + <td align='left'>Throttle Shaft Washer</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>78-5</td> + <td align='left'><span class="above">3</span>⁄<span class="below">16</span> Lock Washer</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>79-8</td> + <td align='left'>Metering Pin Housing Space</td> + <td align='right'>.20</td> +</tr> +<tr> + <td align='left'>80-3</td> + <td align='left'>Metering Pin Plug</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>81-16</td> + <td align='left'>Strainer Nut</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>82-1</td> + <td align='left'>Cotter Pin</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>83-2</td> + <td align='left'>Manifold Stud</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>84-3</td> + <td align='left'>Metering Pin Jet</td> + <td align='right'>.35</td> +</tr> +<tr> + <td align='left'>95-1</td> + <td align='left'>Strainer Gauze</td> + <td align='right'>.20</td> +</tr> +<tr> + <td align='left'>119-504</td> + <td align='left'>Dash Pot Plunger, Plunger Rod and Washer Assem.</td> + <td align='right'>.80</td> +</tr> +<tr> + <td align='left'>125-2</td> + <td align='left'>Metering Pin Spring Seat</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>158-2</td> + <td align='left'>Metering Pin Housing</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>167-502</td> + <td align='left'>Metering Pin Stem and Wire Assembly</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>173-529</td> + <td align='left'>Metering Pin and Lock Wire Assembly</td> + <td align='right'>.45</td> +</tr> +</table></div> + +<hr /> +<h4>REPLACEMENT FOR PREVIOUS MODEL NASH SIXES</h4> + +<p>The Model "S" Marvel Carbureter is interchangeable with the Model "K" +Marvel Carbureter, which was standard equipment on the 1922 and 1923 +Nash Sixes of the early 691 series.</p> + +<p>The previous series 681 Nash Sixes of 1921, 1920, and 1919, which were +equipped with the Model "E" Marvel Carbureter as standard equipment, can +be very greatly improved by the installation of the Model "S" +carbureter, exhaust damper body assembly necessary for same, and the hot +air stove assembly that goes with this installation.</p> + +<p>Following is the complete Parts Price List of the Model "S" carbureter, +damper body assembly and stove parts for same. Notice is called to the +fact again that the damper body and stove parts are not needed on the +early 691 series of 1922 and 1923.</p> + + +<h4>REPLACEMENT PARTS PRICE LIST<br /> For 1919–1922 Series 681 Nash Sixes</h4> + + +<div class='center'> +<table border="0" cellpadding="4" cellspacing="0" summary="Series 681 Nash Sixes Price List"> +<tr> + <td align='left'>10-579</td> + <td align='left'>Carbureter and Heat Equipment Complete</td> + <td align='left'> </td> + <td align='right'>$30.00</td> +</tr> +<tr> + <td align='center' colspan='4'><b>Consisting of the Following Parts:</b></td> +</tr> +<tr> + <td align='left'><small>Part No.</small></td> + <td align='center'><small>Name</small></td> + <td align='left'> </td> + <td align='right'><small>Price</small></td> +</tr> +<tr> + <td align='left'>10-580</td> + <td align='left'>Carbureter Assembly</td> + <td align='left'>1</td> + <td align='right'>22.00</td> +</tr> +<tr> + <td align='left'>128-506</td> + <td align='left'>Damper Body and Stove Assembly</td> + <td align='left'> </td> + <td align='right'>8.00</td> +</tr> +<tr> + <td align='left'>15-16</td> + <td align='left'>10×24×<span class="above">3</span>⁄<span class="below">8</span> F.H. Machine Screw</td> + <td align='left'>1</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-43</td> + <td align='left'><span class="above">1</span>⁄<span class="below">4</span>×20×<span class="above">1</span>⁄<span class="below">2</span> Std. Square Head Set Screw</td> + <td align='left'>2</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-53</td> + <td align='left'><span class="above">5</span>⁄<span class="below">16</span>×18×2-<span class="above">1</span>⁄<span class="below">2</span> Cap Screw</td> + <td align='left'>1</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>15-54</td> + <td align='left'><span class="above">3</span>⁄<span class="below">8</span>×16×1 Standard Square Head Set Screw</td> + <td align='left'>2</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>17-14</td> + <td align='left'>Exhaust Shut-off Valve Connecting Rod</td> + <td align='left'>1</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>17-15</td> + <td align='left'>Damper Connecting Rod (Main Damper)</td> + <td align='left'>1</td> + <td align='right'>.20</td> +</tr> +<tr> + <td align='left'>19-2</td> + <td align='left'>Exhaust Manifold Damper Fly</td> + <td align='left'> </td> + <td align='right'>1.00</td> +</tr> +<tr> + <td align='left'>19-9</td> + <td align='left'>Warm Air Stove Damper Fly</td> + <td align='left'>1</td> + <td align='right'> </td> +</tr> +<tr> + <td align='left'>20-31</td> + <td align='left'>Stove Damper Fly Shaft</td> + <td align='left'>1</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>24-31</td> + <td align='left'>Damper Fly Shaft Spring</td> + <td align='left'>1</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>24-43</td> + <td align='left'>Stove Damper Fly Spring</td> + <td align='left'>1</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>28-4</td> + <td align='left'>Connecting Rod Swivel</td> + <td align='left'>1</td> + <td align='right'>.25</td> +</tr> +<tr> + <td align='left'>62-5</td> + <td align='left'>Escutcheon Pin</td> + <td align='left'>1</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>74-3</td> + <td align='left'>Exhaust Shut-off Valve</td> + <td align='left'>1</td> + <td align='right'>.15</td> +</tr> +<tr> + <td align='left'>78-4</td> + <td align='left'><span class="above">5</span>⁄<span class="below">16</span> Plain Washer</td> + <td align='left'>1</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>81-26</td> + <td align='left'><span class="above">3</span>⁄<span class="below">8</span>×16 Check Nut</td> + <td align='left'>2</td> + <td align='right'>.05</td></tr> +<tr> + <td align='left'>82-1</td> + <td align='left'><span class="above">1</span>⁄<span class="below">16</span>×<span class="above">1</span>⁄<span class="below">2</span> Cotter Pin</td> + <td align='left'>2</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>82-3</td> + <td align='left'><span class="above">1</span>⁄<span class="below">8</span>×<span class="above">3</span>⁄<span class="below">4</span> Cotter Pin</td> + <td align='left'>3</td> + <td align='right'>.05</td> +</tr> +<tr> + <td align='left'>100-16</td> + <td align='left'>Warm Air Stove</td> + <td align='left'>1</td> + <td align='right'> </td> +</tr> +<tr> + <td align='left'>100-17</td> + <td align='left'>Warm Air Stove</td> + <td align='left'>1</td> + <td align='right'> </td> +</tr> +<tr> + <td align='left'>100-520</td> + <td align='left'>Warm Air Stove Assembly</td> + <td align='left'>1</td> + <td align='right'>1.50</td> +</tr> +<tr> + <td align='left'>122-503</td> + <td align='left'>Damper Lever and Shaft Assembly</td> + <td align='left'>1</td> + <td align='right'>1.00</td> +</tr> +<tr> + <td align='left'>122-504</td> + <td align='left'>Exhaust Shut-off Lever and Shaft Assembly</td> + <td align='left'>1</td> + <td align='right'>.40</td> +</tr> +<tr> + <td align='left'>123-1</td> + <td align='left'>Heat Tube Support Ring</td> + <td align='left'>1</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>123-3</td> + <td align='left'>Damper Body Packing Stop Ring</td> + <td align='left'>1</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>123-4</td> + <td align='left'>Exhaust Damper Body Packing Ring</td> + <td align='left'>1</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>124-1</td> + <td align='left'>Heat Tube Collar</td> + <td align='left'>4</td> + <td align='right'>.20</td> +</tr> +<tr> + <td align='left'>125-1</td> + <td align='left'>Damper Shaft Spring Seat</td> + <td align='left'>2</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>126-2</td> + <td align='left'>Heat Tube Outlet</td> + <td align='left'>1</td> + <td align='right'>.50</td> +</tr> +<tr> + <td align='left'>126-12</td> + <td align='left'>Heat Tube Inlet</td> + <td align='left'>1</td> + <td align='right'>.50</td> +</tr> +<tr> + <td align='left'>127-1</td> + <td align='left'>Heat Tube Packing</td> + <td align='left'>4</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>127-2</td> + <td align='left'>Exhaust Damper Body Packing, per foot</td> + <td align='left'>1</td> + <td align='right'>.10</td> +</tr> +<tr> + <td align='left'>128-3</td> + <td align='left'>Exhaust Damper Body</td> + <td align='left'>1</td> + <td align='right'>3.00</td> +</tr> +<tr> + <td align='left'>128-506</td> + <td align='left'>Exhaust Manifold Damper Body and Stove Assembly</td> + <td align='left'>1</td> + <td align='right'>8.00</td> +</tr> +<tr> + <td align='left'>163-1</td> + <td align='left'>Choker Rod Extension</td> + <td align='left'> </td> + <td align='right'>.10</td></tr> +</table></div> + +<hr /> +<p class="t2"><b>MARVEL CARBURETER DISTRIBUTORS</b></p> + +<p><b>Distributors who carry a complete stock of Carbureters and Parts and who +are prepared to overhaul and rebuild Carbureters:</b></p> + +<p class="hang"><small> +Marvel Carbureter Sales Co.,<br /> +335 Newbury Street, Boston, Mass.</small></p> + +<p class="hang"><small> +Marvel Carbureter Sales Co.,<br /> +242 West 69th Street, New York, N.Y.</small></p> + +<p class="hang"><small> +Marvel Carbureter Sales Co.,<br /> +2120 Fourteenth Street, N.W., Washington, D.C.</small></p> + +<p class="hang"><small> +Marvel Carbureter Sales Co.,<br /> +6520 Carnegie Avenue, Cleveland, Ohio.</small></p> + +<p class="hang"><small> +Marvel Carbureter Sales Co.,<br /> +1406 McGee Street, Kansas City, Mo.</small></p> + +<p class="hang"><small> +Marvel Carbureter Sales Co.,<br /> +2119 S. Michigan Avenue, Chicago, Ill.</small></p> + +<p class="hang"><small> +Marvel Carbureter Sales Co.,<br /> +926-928 E. Washington Street, Indianapolis, Ind.</small></p> + +<p class="hang"><small> +Marvel Carbureter Sales Co.,<br /> +1138 Broadway, Denver, Colo.</small></p> + +<p class="hang"><small> +Marvel Carbureter Sales Co.,<br /> +1837 South Flower Street, Los Angeles, Calif.</small></p> + +<p class="hang"><small> +Edwards Warden Motor Parts Co.,<br /> +309-315 E. Broadway, Salt Lake City, Utah.</small></p> + +<p class="hang"><small> +Fauver-Cavanagh Co., Inc.,<br /> +46-52 Canfield Avenue E., Detroit, Michigan.</small></p> + +<p class="hang"><small> +McAlpin & Schreiner Co.,<br /> +1520 Tenth Avenue, Seattle, Washington.</small></p> + +<p class="hang"><small> +Moloney Battery & Ignition Co.,<br /> +108-110 Wyoming Street, El Paso, Texas.</small></p> + +<p class="hang"><small> +W.S. Nott Company,<br /> +Second Ave. N. & 3rd Street, Minneapolis, Minn.</small></p> + + +<p><b>Distributors who carry a complete stock of Carbureters and Parts:</b></p> + +<p class="hang"><small> +Auto Supply Co., Inc.,<br /> +1107–1111 Broadway, Nashville, Tenn.</small></p> + +<p class="hang"><small> +Herrick Hardware Co.,<br /> +Waco, Texas.</small></p> + +<p class="hang"><small> +Joseph Schwartz Company,<br /> +729-735 St. Charles Street, New Orleans, La.</small></p> + +<p class="hang"><small> +Shelton Motor Company,<br /> +Abeline, Texas.</small></p> + +<p class="hang"><small> +Wholesale Auto Supply House,<br /> +309-311 Washington Street, Tampa, Florida.</small></p> + +<p class="hang"><small> +Westbrook Motor Co.,<br /> +San Antonio, Texas.</small></p> + + +<p class="center"><b>EXPORT BUSINESS</b></p> + +<p><b>All export business and shipments handled by Overseas Motor Service +Corporation, 1760 Broadway, New York, N.Y.</b></p> + +<div class="figcenter" style="width: 108px;"> +<img src="images/image5.jpg" width="108" height="100" alt="" title="" /> +</div> + + + + + + + + +<pre> + + + + + +End of Project Gutenberg's Marvel Carbureter and Heat Control, by Anonymous + +*** END OF THIS PROJECT GUTENBERG EBOOK MARVEL CARBURETER AND HEAT CONTROL *** + +***** This file should be named 27298-h.htm or 27298-h.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/2/7/2/9/27298/ + +Produced by Gerard Arthus, Greg Bergquist and the Online +Distributed Proofreading Team at http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Marvel Carbureter and Heat Control + As Used on Series 691 Nash Sixes Booklet S + +Author: Anonymous + +Release Date: November 20, 2008 [EBook #27298] + +Language: English + +Character set encoding: ASCII + +*** START OF THIS PROJECT GUTENBERG EBOOK MARVEL CARBURETER AND HEAT CONTROL *** + + + + +Produced by Gerard Arthus, Greg Bergquist and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + + + + +MARVEL +CARBURETER +AND +HEAT CONTROL + + +AS USED ON +SERIES 691 NASH SIXES + + +BOOKLET +S + + +MARVEL CARBURETER CO. +FLINT, MICHIGAN +U.S.A. + + + + +MODEL "S" CARBURETER + +Used on Series 691 Nash Sixes + + +The carbureter measures the fuel charges for the engine and +automatically mixes them with the proper amount of air to form a highly +combustible gas. The Marvel Model "S" Carbureter is of the automatic air +valve, heat controlled type. Its outstanding advantages are: + +1. Simplicity of construction and operation. + +2. Quick starting in any weather. + +3. Automatically controlled heat application to ensure complete +vaporization of fuels. + +4. Economy in fuel consumption. + +5. Ease of adjustment to meet varied driving and climatic conditions. + + +CONSTRUCTION + +The construction embodies a main body or mixing chamber and a +conventional float chamber bowl with fuel strainer attached at point of +entrance of fuel to bowl. Within the mixing chamber are two nozzles +which proportion the amount of gasoline used in the mixture. One of +these nozzles, called the "low speed," is regulated by the gasoline +adjustment screw at bottom of carbureter and the other, called the "high +speed," is controlled by the automatic air valve. An air screw is +provided which regulates the pressure of the air valve spring enclosed +therein. Within this screw is also enclosed a plunger connected by a +link to the air valve. The function of this plunger is to provide a +resistance in addition to that of the air valve spring to assist in +acceleration. This arrangement of plunger and air valve screw is termed +the dash pot. + +A further control of the high speed jet is provided by the fuel metering +valve operated by the carbureter throttle. This valve provides the +maximum fuel feed to the "high speed" nozzle when the throttle is fully +opened for high speeds and for quick "pick up." During the ordinary +driving ranges this valve controls the amount of fuel being used, thus +providing all the economy possible. This valve is entirely automatic and +requires no adjustment. + +The passage-way from the mixing chamber to the intake manifold is +controlled by a butterfly valve which is called the throttle-valve and +is connected to the throttle-lever on the steering wheel as well as to +the foot accelerator, its position determining the amount of gas and air +or mixture being fed the engine. + + +STARTING + +A choke button is provided on the instrument board to assist in +starting. Pulling out this button closes a butterfly choker valve (see +cut) in the air intake passage of carbureter which restricts the air +opening of the carbureter, and consequently produces a richer mixture. + +To start engine, pull out choke button all the way. Advance spark lever +about half way and throttle lever about one-quarter way and depress +starter pedal. + +As soon as motor fires when starting, this control should be released +part way, otherwise too much fuel will be drawn from carbureter, causing +flooding of the motor and failure of the latter to continue to promptly +fire. After starting, motor should be allowed to run "part choke" as +stated for a few minutes while warming up, then the choker control +should be fully released, or pushed in completely on the instrument +board, and engine allowed to run normally for sometime until water in +cylinder jackets is thoroughly warmed up before starting to make final +carbureter adjustments. + + +HEAT CONTROL--STOVE + +In the colder seasons warm air is fed to air intake of carbureter +through the warm air elbow "F" (see cut). This elbow connects the +carbureter with the warm air stove, which is a casting surrounding the +two exhaust heat tubes which supply exhaust heat to the carbureter +jackets as described below. + +The amount of heat required for proper carburation depends on the +temperature of the outside air. The first means of control is in the +warm air stove just described, which should be connected to the +carbureter furnishing warm air to carbureter air intake in all seasons +of the year when the outside air temperature is below 50 deg. F., whenever +the outside air temperature runs above this point cold air should be +furnished to carbureter air intake. This can be done by loosening the +wing nut holding the warm air elbow "F" on the stove and also loosening +the set screw holding this elbow in the air intake of carbureter, after +which slide elbow out of air intake and revolve it--180 degrees about an +horizontal axis and re-insert in carbureter air intake and lock in place +with set screw. The opening in the elbow now is turned down away from +the stove and draws in only cold air. + +The above procedure, it must be understood, will vary somewhat due to +differences in locality, altitude and fuels used, but it should be borne +in mind that the best economy can be had with cold air passing to the +carbureter, and the stove should not be connected until the acceleration +and performance of the job requires the use of warm air for the best +results. + +The adjustment of the carbureter should be made per the above +description of the stove, as the latter is used for meeting weather +conditions and should be set as described. + + +HEAT CONTROL--CARBURETER JACKETS + +The carbureter and manifolds have been designed to utilize the exhaust +gases of the engine to insure complete vaporization and a consequent +minimum consumption of fuel. This is accomplished by surrounding the +upper portion of the mixing chamber with a large heat jacket provided +with an inlet and an outlet opening and connected by means of tubes to +an exhaust manifold valve body in the exhaust pipe of the engine; this +valve body, housing a large valve called the main-exhaust-heat-valve +("C" in cut) within the body itself, the return or outlet tube from the +carbureter heat jacket entering the valve-body in the lower portion +below the main-exhaust-heat-valve. + +The main-exhaust-heat-valve "C" is connected by means of a lever and +long connecting rod to the throttle lever of the carbureter so that when +the throttle valve is operated the main-exhaust-valve is operated +simultaneously with it. + +The purpose of the carbureter heat jacket and valve in exhaust line with +connections described, is to provide means for utilizing the heat of the +exhaust gases of the motor for vaporization of the fuel supplied the +engine by the carbureter and to do so automatically. The automatic +feature of same is accomplished by setting the Main-Exhaust-Heat-Valve +"C" by means of the long connecting rod, in closed position with the +closed or idling position of the throttle valve, thus providing for and +causing all of the exhaust gases of the engine to pass through the heat +jacket of the carbureter when engine is idling and to regulate the +volume of this heat as throttle is opened by automatically opening the +Main-Exhaust-Heat-Valve, thus allowing the increasing volume of the +exhaust gases to pass on out through the main exhaust pipe without being +deflected and by-passed to the carbureter heat-jacket as the motor speed +increases. + +[Illustration: HEAT SETTING No. 1] + +By referring to the cut shown (See Page 5) and noting "Heat Setting No. +1," it will be noted that valve "C" in main exhaust line is fully closed +with the closed or idling position of the throttle valve. This +adjustment is accomplished by having long connecting rod "R" from valve +"C" Lever set in "Hole No. 1," in Throttle Lever "L," being sure that +when throttle valve is standing in fully closed or idling position that +valve "C" is also in closed position, proving out the latter feature by +loosening connection of valve "C" lever holding long connecting rod; +holding Throttle Lever "L" in closed or idling position and bringing up +valve "C" lever on connecting rod "R" as far as it will go to the right +toward the carbureter and tightening its connection on the connecting +rod in that position. After having made the adjustment as just +described, it is assured that "Heat Setting No. 1" has been properly +made and that all of the heat possible from the exhaust has been +secured. + +This "Heat Setting No. 1," provides as stated, for the most exhaust heat +obtainable and should be used during the entire year, except in +extremely hot seasons or hot climates or when high-test gasoline is +being used in engine and even then unless engine is losing power due to +excessive heat. + +If loss of power or mileage due to too much heat is experienced, first +be sure that it is not due to driving on hot-air instead of cold-air. +After making this observation, if there is still too much heat, refer to +cut (See Page 7) describing "Heat Setting No. 2." It will be noted that +connecting rod "R" from valve "C" is removed from "Hole No. 1," in +Throttle Lever "L" and placed in "Hole No. 2," in Throttle Lever. This +change is all that is necessary in order to reduce the amount of heat +applied to carbureter. In "Heat Setting No. 2," when the throttle is in +closed or idling position, valve "C" is quite aways off its seat. This +adjustment provides for a great deal less heat than is provided by "Heat +Setting No. 1" and is all that is required in the reduction of the +volume of heat together with driving on "Cold" air for the +main-air-supply, in the warmest weather or hottest climates. + +[Illustration: HEAT SETTING No. 2] + + +NOTE--After original position of valve "C" is made as described in "Heat +Setting No. 1" do not again readjust valve "C" on connecting rod but +when changing from "Heat Setting No. 1" to "Heat Setting No. 2," merely +change position of long connecting rod from "Hole No. 1" to "Hole No. 2" +in throttle lever. + + +ADJUSTMENT + +No change should be made in the carbureter adjustments until after an +inspection has been made to determine if the trouble is in some other +unit. It should be noted that the gasoline lines are clear, that there +is gasoline in the vacuum tank, that there are no leaks at connections +between carbureter and engine, that the ignition system is in proper +condition, and that there is even compression in all cylinders. + +If it is necessary to test adjustment or to make a readjustment proceed +as follows: + +Set air screw so that the end is flush with the end of ratchet set +spring. Loosen packing nut on needle adjustment. Turn gasoline +adjustment to the right very carefully so as not to injure the needle +point, until the valve is closed gently against its seat. Then turn to +left approximately one complete turn which will bring notch in the disc +handle directly below the guide post above it. Tighten packing nut to +hold needle firmly as set. + +The notch in disc handle of needle is put in handle after the needle has +been carefully calibrated by a flow-meter at the factory, therefore the +notch in handle should register with guide post above it. This setting +of needle valve is absolutely essential to get the best results. The +object in directing that needle be first turned to the right until +closed is to insure against two or more turns open, as from closed +position to notch (usually about one turn) is the normal setting. This +being true it is not necessary to turn needle in to the right firmly but +merely far enough to be sure that when turning back to the left, to the +notch registering with guide post, that the needle is not more than once +around or one turn from its seat. + +Set stove heat and damper heat as previously instructed above. Pull out +choker to closed position and start engine in usual manner. As soon as +engine has fired release choker three-fourths of way in. Run until +engine has warmed up then push choker all the way in, remembering to +never use choker longer than necessary, as when not needed it has a +tendency to foul up engine and ruin the lubricating oil in the crank +case. + +Next, set air screw for good idle by either turning to the right a +little or backing out to the left as the needs of the engine require, +remembering that first of all, the needle must be set as described. With +the needle so set and the engine warmed up, the adjustment of the air +screw for proper idling is easily accomplished by using a little care. +If the air screw is turned in too tight, the motor will roll. If the air +screw is not tight enough, the motor will hesitate and perhaps stop +entirely. To make a nice clean adjustment for idle, first having set +needle as described, turn air screw in quarter of a turn at a time until +engine, does roll; then turn back to the left until engine hesitates, +indicating that mixture has too much air and is too lean; next turn air +screw in to the right three or four notches at a time until engine runs +smoothly. This accomplished (and it is very easy to do by proceeding as +directed above) the proper adjustment for the entire range of the engine +will have been attained, thus insuring the best economy and power. + + +MODEL "S" MARVEL CARBURETER + +[Illustration: STANDARD EQUIPMENT 1923-24 Series 691 Nash Sixes] + + +If the engine idles too fast with throttle closed, the latter may be +adjusted by means of the throttle lever adjusting screw. + + +RICH MIXTURE + +An over-rich mixture will cause the engine speed to fluctuate through +more or less regular periods from high to low speeds; the engine will +seem to be mis-firing and there will be noticeable a strong odor, as +well as, usually, a heavy black smoke from the exhaust. + + +LEAN MIXTURE + +The best adjustment is obtained with the fuel and air valves set as +described. It must be remembered that too lean a mixture as well as an +over rich mixture causes over-heating and loss of power and is not as +economical as an adjustment which provides just the proper proportion of +gasoline and air. + + +CAUTION + +It must be remembered that the low speed needle has been carefully +calibrated to notch in disc handle and guide post above it, at the +factory and that in making an adjustment that the needle must be so set +and the rest of the adjusting done with the air screw as described, +never varying from described needle setting unless in extreme cold +weather, when a little more gas may be carried, or turning off a little +when casing head gas is used in hot weather. + + +MARVEL CARBURETER MODEL "S" + +[Illustration: Nash Series 691 Sixes Parts Price List] + +Part No. Name Price + +10-80 Carbureter Body $ 6.00 +10-580 Carbureter Assembly 22.00 +11-537 Insert Assembly 7.00 +12-77 Accelerator Lever .40 +12-78 Throttle Lever .40 +14-2 Throttle Fly .25 +15-5 10x24x1/2 Insert Lock Screw .05 +15-6 Bowl Support Screw .05 +15-14 Ratchet Spring Screw .05 +15-15 Bowl Cover Screw .05 +15-23 Throttle and Choker Fly + Screws .05 +15-28 Throttle Stop Adjusting + Screw .05 +15-29 6-32x1/4" French Head Screw .05 +15-32 Pilot Set Screw .05 +15-43 Square Head Set Screw .05 +16-5 Bowl Cover Gasket .05 +16-14 Strainer Gasket (fibre) .05 +16-16 Strainer Gasket (Copper) .10 +16-35 Flange Gasket .10 +16-48 Insert Gasket .10 +21-519 Throttle Stop Damper Control + and Shaft Assembly +22-1 Heater Jacket Plug .20 +23-8 Air Screw Shell .50 +24-6 Choker Spring .15 +24-116 Air Valve Spring .30 +24-28 Flusher Spring .15 +24-50 Metering Pin Spring .15 +24-51 Ratchet Spring .15 +25-524 Choker Shaft and Spring + Assembly .75 +27-10 Choker Fly .25 +30-504 Float and Lever Assembly .75 +33-501 Float Shaft Assembly .20 +35-501 Float Valve Assembly .45 +36-4 Strainer Connection to Bowl .40 +38-501 Insert Connection Screw .50 +43-508 Gasoline Adjusting Needle + Assembly .50 +44-1 Gasoline Adjusting Needle + Packing .10 +45-1 Gasoline Adjusting Needle + Packing Nut .15 +49-56 High Speed Jet .30 +56-508 Bowl Cover Assembly .75 +58-501 Flusher Assembly .15 +64-1 Bowl Support .10 +65-1 Brass Bowl 2.50 +65-502 Brass Bowl Assembly 6.00 +66-3 Metering Pin Lock Wire .05 +67-1 Strainer Body .30 +67-502 Strainer Assembly 1.00 +78-1 Throttle Shaft Washer .05 +78-5 3/16 Lock Washer .05 +79-8 Metering Pin Housing Space .20 +80-3 Metering Pin Plug .15 +81-16 Strainer Nut .15 +82-1 Cotter Pin .05 +83-2 Manifold Stud .05 +84-3 Metering Pin Jet .35 +95-1 Strainer Gauze .20 +119-504 Dash Pot Plunger, Plunger + Rod and Washer Assem. .80 +125-2 Metering Pin Spring Seat .05 +158-2 Metering Pin Housing .15 +167-502 Metering Pin Stem and + Wire Assembly .10 +173-529 Metering Pin and Lock Wire + Assembly .45 + + +REPLACEMENT FOR PREVIOUS MODEL NASH SIXES + +The Model "S" Marvel Carbureter is interchangeable with the Model "K" +Marvel Carbureter, which was standard equipment on the 1922 and 1923 +Nash Sixes of the early 691 series. + +The previous series 681 Nash Sixes of 1921, 1920, and 1919, which were +equipped with the Model "E" Marvel Carbureter as standard equipment, can +be very greatly improved by the installation of the Model "S" +carbureter, exhaust damper body assembly necessary for same, and the hot +air stove assembly that goes with this installation. + +Following is the complete Parts Price List of the Model "S" carbureter, +damper body assembly and stove parts for same. Notice is called to the +fact again that the damper body and stove parts are not needed on the +early 691 series of 1922 and 1923. + + +REPLACEMENT PARTS PRICE LIST For 1919-1922 Series 681 Nash Sixes + +10-579 Carbureter and Heat Equipment + Complete $30.00 + +Consisting of the Following Parts: + +Part No. Name Price + +10-580 Carbureter Assembly 1 22.00 +128-506 Damper Body and Stove + Assembly 8.00 +15-16 10x24x3/8 F.H. Machine + Screw 1 $ .05 +15-43 1/4x20x1/2 Std. Square + Head Set Screw 2 .05 +15-53 5/16x18x2-1/2 Cap Screw 1 .05 +15-54 3/8x16x1 Standard Square + Head Set Screw 2 .05 +17-14 Exhaust Shut-off Valve + Connecting Rod 1 .10 +17-15 Damper Connecting Rod + (Main Damper) 1 .20 +19-2 Exhaust Manifold Damper + Fly 1.00 +19-9 Warm Air Stove Damper + Fly 1 +20-31 Stove Damper Fly Shaft 1 .10 +24-31 Damper Fly Shaft Spring 1 .10 +24-43 Stove Damper Fly Spring 1 .15 +28-4 Connecting Rod Swivel 1 .25 +62-5 Escutcheon Pin 1 .05 +74-3 Exhaust Shut-off Valve 1 .15 +78-4 5/16 Plain Washer 1 .05 +81-26 3/8x16 Check Nut 2 .05 +82-1 1/16x1/2 Cotter Pin 2 .05 +82-3 1/8x3/4 Cotter Pin 3 .05 +100-16 Warm Air Stove 1 +100-17 Warm Air Stove 1 +100-520 Warm Air Stove Assembly 1 1.50 +122-503 Damper Lever and Shaft + Assembly 1 1.00 +122-504 Exhaust Shut-off Lever + and Shaft Assembly 1 .40 +123-1 Heat Tube Support Ring 1 .10 +123-3 Damper Body Packing + Stop Ring 1 .10 +123-4 Exhaust Damper Body + Packing Ring 1 .10 +124-1 Heat Tube Collar 4 .20 +125-1 Damper Shaft Spring + Seat 2 .10 +126-2 Heat Tube Outlet 1 .50 +126-12 Heat Tube Inlet 1 .50 +127-1 Heat Tube Packing 4 .10 +127-2 Exhaust Damper Body + Packing, per foot 1 .10 +128-3 Exhaust Damper Body 1 3.00 +128-506 Exhaust Manifold Damper + Body and Stove Assembly 1 8.00 +163-1 Choker Rod Extension .10 + + +MARVEL CARBURETER DISTRIBUTORS + +Distributors who carry a complete stock of Carbureters and Parts and who +are prepared to overhaul and rebuild Carbureters: + +Marvel Carbureter Sales Co., +335 Newbury Street, Boston, Mass. + +Marvel Carbureter Sales Co., +242 West 69th Street, New York, N.Y. + +Marvel Carbureter Sales Co., +2120 Fourteenth Street, N.W., Washington, D.C. + +Marvel Carbureter Sales Co., +6520 Carnegie Avenue, Cleveland, Ohio. + +Marvel Carbureter Sales Co., +1406 McGee Street, Kansas City, Mo. + +Marvel Carbureter Sales Co., +2119 S. Michigan Avenue, Chicago, Ill. + +Marvel Carbureter Sales Co., +926-928 E. Washington Street, Indianapolis, Ind. + +Marvel Carbureter Sales Co., +1138 Broadway, Denver, Colo. + +Marvel Carbureter Sales Co., +1837 South Flower Street, Los Angeles, Calif. + +Edwards Warden Motor Parts Co., +309-315 E. Broadway, Salt Lake City, Utah. + +Fauver-Cavanagh Co., Inc., +46-52 Canfield Avenue E., Detroit, Michigan. + +McAlpin & Schreiner Co., +1520 Tenth Avenue, Seattle, Washington. + +Moloney Battery & Ignition Co., +108-110 Wyoming Street, El Paso, Texas. + +W.S. Nott Company, +Second Ave. N. & 3rd Street, Minneapolis, Minn. + +Distributors who carry a complete stock of Carbureters and Parts: + +Auto Supply Co., Inc., +1107-1111 Broadway, Nashville, Tenn. + +Herrick Hardware Co., +Waco, Texas. + +Joseph Schwartz Company, +729-735 St. Charles Street, New Orleans, La. + +Shelton Motor Company, +Abeline, Texas. + +Wholesale Auto Supply House, +309-311 Washington Street, Tampa, Florida. + +Westbrook Motor Co., +San Antonio, Texas. + + +EXPORT BUSINESS + +All export business and shipments handled by Overseas Motor Service +Corporation, 1760 Broadway, New York, N.Y. + +[Illustration: THE FLINT PRINTING CO.] + + + + + +End of Project Gutenberg's Marvel Carbureter and Heat Control, by Anonymous + +*** END OF THIS PROJECT GUTENBERG EBOOK MARVEL CARBURETER AND HEAT CONTROL *** + +***** This file should be named 27298.txt or 27298.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/2/7/2/9/27298/ + +Produced by Gerard Arthus, Greg Bergquist and the Online +Distributed Proofreading Team at http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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