Thanks for the information.
As evidenced by the fuel circuits illustrated in the Chrysler factory service manual (free download at
www.mymopar.com), things happen pretty normally in that carb. Is the starter fluid being sprayed into the throttle bores, then dies when it has burned off? At what general rpm range is this happening . . . idle, or main system?
What happens if the carb linkage is on the fast idle speed cam, rather than the choke being open (and that linkage not involved)? The reason I ask this is that when on the fast idle cam, the idle system is not operating, with the fuel coming from the main system, bypassing the idle system.
From my experiences with 2bbl carbs, including the WWC3 that was on our '66 Newport 383, "varnish" is worse than it looks, usually happening on the external surfaces as fuel eventually wicks through the pressed and treated paper gasket for the air horn to the main body/float bowl castings. Once the fuel starts to wick, the only way to stop it is with new gaskets (not unlike what happens with rubber-cork valve cover gaskets and engine oil doing similar). This also happens with all of the retention bolts/screws being tight. But varnish internally can happen, but usually not inside of a fuel circuit, as the fresh fuel washed things and keeps them clean. Although a carb which has sat for a long time might also have some varnish from the "dead" fuel, possibly. Still, all of this should be able to be removed with a suitable cleaner fluid or carb soak fluid.
ONE area where varnish can deteriorate engine performance and fuel economy is it can slowly block the air bleeds on the venturi's top-side surfaces. As those holes become restricted, it richens the mixture from if they were open. But, usually, being accessible, a spritz or two of carb cleaner can wash that away.
What will NOT be removed by any carb cleaner fluid are "hard deposits" from fuel "metal"(?) additives which will accumulate in the fuel calibration and fuel transport passages in the venturi assy. These accumulations physically decrease the cross-section of the passages and decrease the amount of fuel they can flow, until the total flow is too diminished to support engine operation from that fuel circuit. Such hard deposits was one "battle" I fought with my '80 Newport's Carter BBD 2bbl on a 360 V-8. It would start as expected when cold and run well as long as the automatic choke was operating, but when it opened and the idle speed came down to normal hot idle levels, the engine would die immediately. Even when decelerating for an off-ramp at 60mph.
The two brass tubes installed on the bottom of the venturi cluster are the idle feed tubes. THAT is where my problem was discovered to be. Using spray carb cleaner, they appeared to be open and good, but they would not let ENOUGH fuel through. I eventually got a selection of twist drills at a hobby shop. I determined they were clogged, then probed the tubes with a bent-wire spark plug gap gauge. Starting with the smallest diameter, working larger as the crusty deposits were removed. Then I probed further with the twist drills until I "got brass", flushed the tubes with spray cleaner, back-flushed that is, and that fixed that issue.
I even considered putting on a different carburetor and even going to a 4bbl, but for many reasons, these things were problematic and would have meant many more changes that I was prepared to get involved in. So "repair" was the best choice.
Personally, I like the Stromberg WWC3 carbs a lot. I like their design and look, plus their performance. As there is ONE is issue with them and the later Holley 2210 2bbls. But PM me for that. One alternative for you is the later Carter BBD 1.5" 2bbl carb. Chrysler later went to that one in 1967, I believe. It usually does not have that same issue and should be a bolt-in change, I believe.
As I recall, there are several gaskets for each position they are placed in. Unless a gasket might have been inadvertently mis-installed (which is usually hard to do), then from the information supplied, I suspect a blockage in one of the fuel circuits, unless something is broken or similar.
Had the car been running before the carb rebuild? Or daily-driven prior to being parked? Just curious.
Sorry for the length. Keep us posted on your progress.
CBODY67
