Can’t really see it too well but the new seat on the left is a tad longer than the old unit. According to the instructions you need to use three of the gaskets supplied for Carter models. Turns out that is way too high for where the float fulcrum sits and there is no room for adjustment. Back to one gasket and there is room for adjustment. So much for blindly following the instructions!
This is the new needle! The red part is a floating ‘fluorocarbon elastomer rubber disc”
Sorry for the blurred photo, but you can see that this new needle sits atop a raised circular opening at the bottom of the seat. This is “designed to prevent flooding, caused by dirt, rust, excess fuel pressure, etc.” As a result it is supposed to maintain a constant fuel level. ” In addition, it will increase performance, give smoother idling and increase fuel economy.” Sounds like an ad from the back of a ’50s car mag.
Sits nicely in the seat, but without an attaching wire to the float. I guess it isn’t supposed to stick to the seat.
Floats in place and adjusted to spec as listed in the Studebaker manual as opposed to the kit instructions. The settings for the float level as seen above were a bit obscure. GT Hawks at 9/32″ other models at 3/8″. However the Stude manual shows 3/8″ for JT engines and 9/32″ for other 289/259 units. I’ll go with the 3/8″ as see how it goes.
I opted to clean off the needles with alcohol and a scrub pad. I then lubed the springs and plungers with a little fluid film to be sure they slipped up and down easily.
Another handy little tool that I picked up years ago and I have often used if for small screws. I imagine the newer models have a simpler mechanism to hold the screw heads.
Next I’ll get into the carb base and the side mechanisms.