New Stromberg fuel fittings

To complement the launch of our new Big Bore 3×2 fuel line (Part No. 9146-BIG) for small block Chevy intakes, we have introduced a range of Stromberg fuel fittings. Some are specific to Stromberg products, like the new 9564K-BIG S jet for 5/16in line. Others are just handy, traditional looking 1/4NPT brass fittings with stacks of uses around your fuel system. Like getting fuel into and out of a traditional hot rod fuel block. Or mounting a liquid-filled fuel pressure gauge. As you can see in our last picture, these fittings can be used with our 9146-BIG fuel line, which has 1/4NPT threads at each end of the fuel block.

Here’s a quick round-up of what’s available:

9182K          1/4NPT hose fitting. The most common hose barb for traditional style fuel blocks. Perfect for the Stromberg 9146-BIG 3×2 line for Small Block Chevy, but NOT to be used in your Stromberg 97 inlet valve (use 9080K instead).

9181K          1/4NPT hex head plug. If you’ve got a traditional style fuel block with 1/4NPT ports, and need to block one off, this will get you straight out of trouble.

9180K          1/4NPT hard line adapter. If you want to fit a 5/16in OD hard fuel line into a 1/4NPT fuel block, this is the fitting you need.

9179K          1/4NPT to 1/8NPT bush. This male to female reducer bush is a must have item if you’re fitting a liquid-filled fuel pressure gauge (which typically comes with a 1/8NPT thread) to your 1/4NPT fuel block port.

9178K          1/4NPT 90deg elbow. Our 1/4NPT male to 1/4NPT female 90deg elbow solves many fuel line problems, like fitting a liquid-filled fuel pressure gauge to your fuel block so you can read it! – perfect for the Stromberg 9146-BIG 3×2 line for Small Block Chevy.

9081K-BIG   Ford Nut compression fittings (x 3) for bigger 5/16in hard line. Has the correct 1/2in x 20 UNF thread for Stromberg inlet valves, but must ONLY be used with Stromberg 9564K-BIG S-jet inlet valves (available now from Stromberg dealers). Regular 97 inlet valves only take 1/4in hard line.

9564K-BIG   A specially designed S-jet inlet valve for use with 5/16in OD fuel lines – eg. 9146-BIG 3×2 line for Small Block Chevy.  Fitted as standard on all Stromberg BIG 97s, it accepts regular 9080K Superseat hose fittings, but for hard line, it must be used with 9081K-BIG 5/16in Ford Nuts.




Price cuts for Stromberg fuel lines

DSC_7871We have cut prices on all our current fuel lines, and introduced new ones too – all at far more attractive prices. As part of our relaunch of the whole Stromberg TwoStep Fuel Line range, we’ve spent a lot of time finding new ways to source the parts and the processes needed to make kits at a more competitive cost. And we’re pleased to say, this is the result.

So how much are they? How does $55.95 (or £29.96) grab you, for complete bolt-on 2×2 Stromberg fuel lines (carbs to fuel pump) for Offenhauser 1090 or 1075 intakes? Our new 2×2 RP lines for remote pump are just $69.95 (or £33.29). And you can get our cool 3×2 sets for Edelbrock 1108 intakes for just $89.95 (or £41.63).

We mentioned new kits. If you’re looking at chrome Stromberg 97s (9510A-CHR), you’ll be pleased to hear that you can now get fully polished lines, with traditional chromed Ford nut compression fittings, starting at $85.95 (or £41.63). Check them out on our website – click here.

All these prices are plus local sales taxes, but they’re all significantly reduced. And it goes without saying that all our new fuel lines come with exactly the same high quality for fit and performance as ever – plus full installation instructions and further help via our website Tech Center.


Special 4×2 for Jalopy Journal

Jalopy 4x2 1Wow, big mention yesterday on the Jalopy Journal. We built the carbs and a double tricky linkage for the Y-block mounted 4×2 blower plate for their Project 38 nostalgia drag racer. And it all turned out real nice.

Our buddy and Stromberg reseller Aaron Von Minden supplied one of his 6-deuce tops for 6-71 blowers and the car’s builder, Keith Tardel, cut and shut it (awesomely, I might add) into a very cool and unique 4-carb blower plate.

So why so tricky? Man, these carbs sat so close to each other that the accelerator pump rods were touching the carb in front! There is no space to get any linkage in between the carbs so we made some cool stainless steel throttle shaft extensions to get the right-side carburetors to meet the left hand linkage, but the fat ends literally hit the jet plugs on the left-side carbs. We solved that with a further lathe visit to skinny them up, then our ace fabricator Rick P made up some little support brackets with oilite bushes to keep the extension ends from waving back at us in the breeze.

Next? Well, race cars need a rod end linkage so we made each carb link individually adjustable – four swivels linked together on a straight rod like a convict work party just wouldn’t cut it.  We didn’t want weird-looking short links either. Rick came up with this crazy plan involving two levers on the front carb. Good on the intake and good on the eye too. But even then we had to shave some iron off the left-hand bases to ensure unhindered WOT on all four carbs (..too close together!). Remember that crazy Navarro 4-carb deal we posted recently? That was for a blower plate too. Same issues…no space. Anyway, problem solved. You can read all about it on the Jalopy Journal..

And….Looks like we might make some more of those throttle shaft extensions, by the way, as they came out real nice. They cover the steel throttle shaft bush, which helps the looks, and using stainless instead of brass helps reduce the torsional twist you get on all long throttle shafts. Stay tuned…


Stromberg Chrome Linkages

Good news for all our chrome Stromberg 97 customers. The full TwoStep linkage range is now available with chromed die-cast levers and polished stainless steel. Designed specifically for use with multiple Stromberg 97 carburetors, the TwoStep range of direct and progressive kits covers all of the commonly available 2×2 and 3×2 intake manifolds – principally for flathead Ford, small block Chevy and Ford, plus various other vintage OHV V8 engines. Chrome linkages for 4×2 and 6×2 applications are also available to order.

The new chrome range perfectly complements our popular chrome Stromberg 97 carburetor (9510A-CHR), and chrome fuel delivery parts. With our show chrome models now accounting for a significant percentage of carburetor sales, customers were naturally asking about matching linkages. So we’re particularly pleased that we can offer real show quality chrome and polished stainless pieces….and at very competitive prices.

Designed and manufactured exclusively by us here at Stromberg Carburetor, the TwoStep linkage range combines clean, traditional looks with maximum leverage and huge versatility. All kits come pre-assembled and install in just two simple steps, without the need for extended throttle shafts. Here are just a few of the features and benefits:

Direct linkages available with swivels or rod ends – opposite threaded for easy adjustment.

Versatile progressive linkages allow you to choose when the secondary carburetors open.

Every kit includes two Stromberg ‘Snapback’TM throttle return springs. Wrapped around the linkage end of the throttle shaft, these chemically blacked, stainless steel torsion springs snap the carburetors shut, yet virtually disappear from view.

Every Stromberg TwoStep linkage kit comes with full instructions, and further help with selection, installation and tuning is available at the Stromberg Tech Center at

You’ll find all of our linkages, regular and chrome, on the Stromberg website. Click the link to check them out.

Tuning the Stromberg 6×2 linkage

You’ve chosen your Stromberg 6×2 kit. Now let’s get it working…

It’s not hard to see why every hot rodder loves a Stromberg 6×2 system. It’s an eyeful from every angle. And it hauls ass too. But don’t forget that 6×2 systems were generally designed for racing, so making them work effectively on the street is another question altogether. Now, we’re not going to be talking about which Stromberg 6×2 kit to select for your intake here. We cover that in another Tech Center How-to (and elsewhere on this Bulletin). What we’re talking about is how a 6×2 intake can be set up, with a linkage that helps your whole application work better…

First off, we better remind everyone that a 6×2 system is no place for worn out old 97s. You need good reliable carburetors with good fuel metering, no play in the shafts and no air or fuel leaks. Six air leakers is a problem for good idle. Six fuel leakers is a problem for your personal safety.

Racing. If you’re genuinely using six 97s to go racing then it’s simple. Buy a Stromberg 6×2 direct linkage. And set the pedal link to open all six at the same time – quickly.

On the street. OK, so what about the 6×2 linkage in your grocery-getter? The truth is, we can’t give you a definitive answer for every application. But we can say that, whatever you do, you’re probably going to look at a linkage based around two Stromberg TwoStep 3×2 progressive linkages, plus a Back-bar kit to join the two banks of carburetors together. Linkage installation instructions can be downloaded at our Tech Center, of course.

Let’s look at some basic principles and remind you that all Stromberg progressive linkages are hugely flexible in operation, so you can tune it for many different outcomes. One setting does not fit all applications, and the weight of the car, gearing and rearend ratios, engine tune and drivability, your favored freeway cruising speed, and more, can all play a part.

Pedal response. As a rule, you want smooth throttle operation with a slow pedal ratio, ie. you push the pedal further for a set response at the carburetors. Do the opposite and the throttle becomes like an on/off switch, which is no fun on the street. Now, your pedal ratio and travel are probably fixed, so being able to change things at the linkage end is important. There are three adjustment holes at the top of the long back bar levers. And if you link your pedal to the highest hole and set the link to the carbs in the lowest hole, you will get the slower throttle response. The opposite is true of course, if you find you are bottoming out your pedal before you hit WOT and you need faster response at the carburetor end of the linkage. Remember, of course, that you must never hit Wide Open Throttle (WOT) with any pedal travel left to go, as forcing the pedal further could damage the linkage, stress all the links and, worse, break it and leave your motor uncontrolled.

Four carbs working. Here’s the next thing to think about. Just because you have six 97s on the manifold, it doesn’t mean you have to use them all. One option is to use our 29447K Blank-off plate kit under the center carbs on each bank (remembering to use a gasket above and below the plate) and blank off the fuel to them too, keeping the outer four operational. So it looks like a 6×2, but operates like a 4×2. You’d keep one carb pretty much over each set of intake ports. Plus you’d be looking at 4x162cfm = 648cfm – enough to run a 350 Chevy and rev any older motor well beyond its comfort zone.  You could run a Stromberg 6×2 direct linkage opening the four outers together, or you could hedge your bets and go for the progressive option in case you ever change your mind on the center carburetors. The 3×2 progressive on each bank can be set up so it pulls the outer carbs from idle.

Six carbs working. Ok, so you want the full 6×2 street experience? Let’s talk about linkage adjustment. With the progressive sliding links on the top adjustment holes in the center carburetor levers, and the sliding stops adjusted so that all three carbs on each bank reach Wide Open Throttle (WOT) at the same time, the system will run on the center two carburetors from idle, bringing the outer carburetors in from around 50% throttle. On a 3×2 you have a a lot of versatility on bringing the outer carbs in earlier or later, but on a 6×2, it’s not that easy because the slider rod MUST be attached to the top hole in the long center lever because the bottom hole is taken by the link to the back-bar. And if you swap them, those back-bar links hit the back carb fuel inlet.

Even then, we’re not completely out of the woods. On a 6×2 progressive linkage, the sliding rods on each bank must join to the front carburetors. They cannot join to the back carbs (as you would usually with a 3×2) because of clearance issues with the back-bar. Why is that a problem? Because on a front-facing 3×2 progressive, with the sliding rod in the top adjustment hole, that sliding rod will rub on the underside of the center carburetor hose (if you use traditional fuel hoses). The good news, though, is that we offer a special fitting to help you out. 9080K-E, our extended Superseat hose fitting, moves the hose and clamp further out a little to leave a gap for the sliding rod to clear. Check out the pictures on our website. You may have seen pics of old school 6×2 progressives with slider rods bent like a big L shape to miss that center carb fuel inlet. Use a 9080K-E and bendy rods are history.

Warning! ….Do not use the linkage in any configuration that will cause sticking and binding, which could result in uncontrolled engine speed, property damage, serious personal injury or death.

Return springs. Make sure all six carburetors snap shut when you lift off at the pedal. We mean it! All Stromberg linkage kits are supplied with our Snapback torsion throttle return springs. They’re almost invisible. They work great and you can get more from your Stromberg dealer (ask for 9154K). Remember you already have the accelerator pump springs helping return the throttle so you shouldn’t need a crazy number of springs. If there is any slowness in the throttle return it is probably at the pedal end or because your swivels are misaligned. Eye the system from above and adjust the levers along the throttle shaft or Back-bar as required.

Jetting. We cover jetting in other How-to’s and the message is the same for a 6×2 system as any other. With engine tune, elevation, local gas laws, ethanol content and more all having a bearing, each application will be different, so it’s almost impossible for us to estimate what you need. So we usually say start with the standard 0.45 mains that Stromberg 97s come with and see how it works from there. Though as a rule you’ll probably need small power valves – nearer the number 71 mark.

Just remember, the main jets come in almost immediately off idle and control the fuel air mixture at cruise speeds. Once you get past around half throttle, the power valves join the party. The power valve controls the amount of enrichment at higher revs. While it does pass through the power valve, the volume of accelerator pump ‘squirt’ is not really dictated by it. In tuning, you might want to try disconnecting some of the accelerator pump lever links (like all outer four at first) to test reducing that top end enrichment and also the amount of at raw gas injected when you pump the throttle. Remember, most 6×2 intakes were designed for racing at full throttle. If you crawl around town and rev it at the lights, you will get wet fuel in the bottom of the intake.

As always, getting the car/engine onto a dyno of some sort will help you measure what is happening and make informed decisions about tuning. One small tip: Once the linkage is set-up, it is often easier to leave it in place and remove the carburetor bowls off the bases to change jets. Keep persevering and you will find a good level of tune that suits your engine and your driving style.

Your link to the pedal. We have said this before, but it’s worth repeating. Stromberg recommends a mechanical pedal link for all multi-carb systems. Ideally, your 6×2 Back-bar can be connected to the pedal via one of the long levers that work the two banks of carburetors. But if these don’t line up with your pedal link, you can add a third long lever to the Back-bar shaft with Stromberg kit 9096K (Long linkage arm/swivel) positioned to align with your throttle pedal ‘pull’ point.

You can download this How-to at the Stromberg Tech Center (click the link). As with all our Tech articles, we welcome customer feedback and other input. Add a comment right here, or email us (tech@stromberg­ with your thoughts and if it adds to the debate, we’ll add it in.