Fuel System: Carburetor question

[studebro2]

Did Studebaker make a 2 barrel with a horizontal air horn that will accept a PCV valve or some other method of positive crankcase ventilation? Question involves moving my STU-V dual carb setup with WW carbs on my 53 to my 54 that has an 63 R1. I understand I could change the R1 oil pan, valley cover and add a road draft tube, but would rather update carbs if available.

Thanks in advance,
Gary

[gordr]

You don't need to mount the PCV valve in the throttle body. It is exposed to full manifold vacuum, and many Brand X engines had them inserted into a grommet in the manifold. Why not drill a hole in the bottom of the Stu-V manifold, where it is out of sight, tap it for 3/8" pipe thread, and screw in a street ell, and then the PCV valve? Do double check the pipe thread size!!! I don't want to lead you astray. Should you ever decide to dispense with the PCV, or do it differently, the tapped hole can be plugged with a low-profile hex drive pipe plug, and ought to be completely invisible with the manifold installed. So it's not like you would be "ruining" a rare and valuable speed part.

[Mike Van Veghten]

Or...if you don't want to mess up (if it's a virgin..!) your manifold, look around, there are plates that go under the carburetor (about 3/8" thk.) that have a vacuum port for that. You'll have to raise both carbs, but that shouldn't be a problem.

Mike

[PackardV8]

It's not that easy, guys. The old WW carbs have the idle circuits designed for all the idle air to go through one throttle body. Introducing a lot of air underneath will make stabilizing the idle difficult. With two carbs as on a Stu-V intake it's even more difficult, as each circuit is now handling only half the air, so is likely to be rich. BTDT.

To compound the problem, each PCV is sized for a particular engine and carb. There are a thousand variations of spring, valve and orifice. Finding one which has the balance needed is a needle in a haystack. Think about making a neat Y-pipe into both air cleaners and plumbing your R1 setup into there. That provides some vacuum to handle crankcase fumes but doesn't upset the mixture.

FWIW, on such a setup, I'd not even attempt it without a wideband O2 digital readout. After fifty years of twisting carb screws, I didn't know how much I didn't know about carbs until I got one.

jack vines

[StudeRich]

The only GOOD PCV access I have seen for the Rear Draft Top, WW Strombergs was the Calif. and New York AC Brand PCV mod Kits required in 1961 that had a Bakelite adapter with a PCV Port at the rear to go under the Carb.

[Phatfenders]

You don't need to mount the PCV valve in the throttle body. It is exposed to full manifold vacuum, and many Brand X engines had them inserted into a grommet in the manifold. Why not drill a hole in the bottom of the Stu-V manifold, where it is out of sight, tap it for 3/8" pipe thread, and screw in a street ell, and then the PCV valve? Do double check the pipe thread size!!! I don't want to lead you astray. Should you ever decide to dispense with the PCV, or do it differently, the tapped hole can be plugged with a low-profile hex drive pipe plug, and ought to be completely invisible with the manifold installed. So it's not like you would be "ruining" a rare and valuable speed part.

This is what I did on my 259 with an Edmonds intake and a pair of Stromberg rear draft ww's. The only difference is that the intake already had a factory 3/8" threaded access.