Historical Dive
In the fall of 1931, the auto world saw the debut of two groundbreaking updraft carburetors set for 1932 cars. One was the trendy Stromberg SF/SFM series (which we talk about in another section), and the other star was the Carter BB1.
The Carter BB1 made waves, with four variations designed especially for cars like the Chrysler C1, DeSoto SC, Dodge DL, and Plymouth PB.
Though Carter's records are somewhat vague about the timeline, around 1933, they picked up on something curious. Their carburetors were flying off the shelves, way more than expected from just replacing old ones. A little digging revealed that mechanics were quite keen on swapping older updraft carburetors for the fresh O.E. Chrysler versions.
Eureka! They'd stumbled upon a new market niche! Now, the challenge was to tap into it most effectively.
By the end of 1934, Carter was on a roll, unveiling three revamped BB1 carburetors and a whopping twenty-one adapters for mounting. The trio comprised the 245S (for S.A.E. size 1), BB1A (for S.A.E. size 2), and the 289S (for S.A.E. size 3). They also rolled out a variety of adapters. Some could swap the mounting from side-to-side, some could adjust for specific mounting setups like the offset Marvel, and others let smaller, more efficient Carter models replace the bigger carburetors like Johnson and Schebler.
Here's a fun fact: While Stromberg carburetors offered a variety of airflow capacities, Carter’s mantra was "one-size fits pretty much everyone." For the techies, while Stromberg had five venturi sizes for each physical size, Carter kept it simple with two. Both the 245S and BB1A sported a 1-inch venturi. The 289S? Just a tad bigger at 1 1/16 inches. Carter also threw in a cool feature: an adjustable main metering jet for tweaking fuel levels. For those wondering why some folks (like me) lean towards the Stromberg SF/SFM series, it’s partly because they're just more compact than the Carters.
Diverse Range of the BB Units
Carter rolled out three distinct BB models, often distinguished by their size, which was set by the SAE:
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Size 1: Boasting a one-inch bore and a 23/8-inch manifold mounting pattern.
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Size 2: Features a 1¼-inch bore and a 211/16-inch base for mounting.
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Size 3: Comes with a larger 1½-inch bore, complemented by a 215/16-inch bolt pattern for the manifold.
What sets the Ball & Ball units apart? Their sleek design! This slender body slides effortlessly into tighter engine spaces, far better than many of their contemporaries. An added perk is the easy external adjustability of their main metering jets. Plus, they sport an adjustable idle circuit. Their throttle shafts, elongated and flexible, integrate a universal clamp-style throttle lever, enabling effortless adaptation to diverse accelerator setups.
Blueprint Insights
Initially, the BB-1 models boasted a solid cast iron build. But after WWII, there was a switch-up. The bottom casting got an upgrade to a zinc alloy. As a result, the model numbers got a slight change: 245S morphed into 245SD, BB1A became BB1D, and 289S evolved into 289SD.
Each of these universal models was kitted with some neat features: adjustable idle and main metering circuits, a manual accelerator pump (another reason I have a soft spot for Strombergs and their vacuum accelerator pumps), and a customizable power circuit. When you crack open the carburetor, the "power valve" can be taken apart to fit different orifice power jets.
Choosing the Right Carter Ball & Ball
On the hunt for a top-notch Carter Ball & Ball? Prioritize those tailored for automotive engines. Remember, several were crafted specifically for trucks and boats, making their adaptation to cars a tad more challenging. Notably, marine versions come with distinctive accelerator pumps, and many truck models are equipped with vacuum-type governors. While you can modify these, be prepared to shell out more.
Replacement kits for these carburetors are easily accessible even today. Adapting components from truck or marine units to fit passenger cars can be found but might pinch your pocket a bit. One key tip for Carter B&B carburetor users: avoid the temptation to repeatedly press the accelerator. A gentle primer tap on the pedal followed by choke usage is all you need to get it roaring!
Watch Outs!
When these carburetors were all the rage, a persistent issue was the orifice size of the fuel valve. Carter had two standards: a 0.101-inch orifice for carburetors paired with fuel pumps and a slightly bigger 0.118-inch one for gravity-fed fuel systems. A little side note: that 0.118 valve can pump out about 40% more fuel than its smaller counterpart. And a big heads-up: if you mistakenly pair the smaller valve with a gravity-fed system, you're looking at fuel shortages. And, oh boy, Carter didn't make it easy—they used the same part numbers, leaving the dealer to ensure the right fit.
Fast forward to today, the BB-1's popularity has led to some... let’s say "interesting" market practices. Some folks might try to pass off an O.E. BB-1 as a universal model. Remember, Carter had a vast range (51 different models, to be exact) of the BB-1. And though they might seem similar, each had distinct air jets (because, yup, carburetion isn't just about fuel; air's in the mix too). So, tweaking with an aftermarket jet doesn't guarantee a perfect fit.
Finally, a quirky tidbit: the Carter BB-1 model 871SC is pretty common out there. Why? Well, apart from Chevrolet's penchant for C.O.E. trucks, Carter goofed up their price tags. In a classic facepalm move, the 871SC carburetor was priced lower than its own rebuild kit. Seems most in the car biz caught this blunder, except Carter. So, a Chevy owner with a pesky 871SC might end up with a brand-new carburetor, billed for a "rebuild," while the old one got junked or shelved
