Tag Archives: 3×2

Stromberg Chrome Linkages

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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 www.stromberg-97.com.

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

Phil Spruit’s Edelbrock 5412 equipped Ford/Dodge

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If you click on the Community link at the Stromberg website, you’ll find a box that says, “Show us your ride! Send us your pictures. Let’s see your 97s in action!”  And that’s exactly what Phil Spruit did. His email said, “Hello, I thought you might get a kick out of my Ford 5.0 with the new Edelbrock 5412 intake, three of your ‘new’ carbs and a 9253PRO progressive linkage……very impressed with the quality and workmanship of your product. I’ll be putting 6 of them on my Moonshine Baby – a 1960 vintage 7-Litre hydroplane with a Ford 427 that competed between 1961-1976 and was well known for always running 6 x 97 carbs.….more later. Phil Spruit. So, true to our word, here’s a few pictures of Phil’s ride.

In his own words, ‘the body appears to have originally been a marriage of a 1926-27 Ford Model T (front section, up to the end of the seat) and a 1924-25 Dodge Coupe. During restoration, I extensively remodified the the body. The body was channeled, sectioned, cowl filled & windshield – altered & chopped. The body sits on top of a 1947 Ford frame. The three new Genuine Stromberg 97 carbs feed gas through an Edelbrock intake manifold into Ford GT-40 aluminum heads, fired by MSD, by the Ford 302 cu. in. (5 litre), 320 hp roller cam motor, turning a 2800 stall converter into a Ford C-4 transmission. The drivetrain is all Ford too – most of the front suspension and the narrowed 9″ housing with 3.89 gears. If you’d like to see more of the car, as the rebuild progressed, click here:  http://www.technicalfinishing.com/26modelt/1926modeltbuild.html

Phil has owned the car since 1993, and while he’s pretty much changed most of it since, you won’t be surprised to hear that we love the recent induction update best.  Nice work Phil!  Now, about that hydroplane 6×2…

Crazy stacked 97 air scoops

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We’re lovin’ these. Our man in Utah, Max Musgrove turned out some cool old polished small logo Stromberg 97s for a local guy, Don Southam for a a supercharged French-block flathead built by Joe Abbin. Full of our service parts, of course! But it was those crazy stack air scoops – and the blower adapter – that got my attention. Don says they were made his pal, Jim Gibb. Can’t wait to see them on a car. Nice work Jim…and Don…and Max..!

Small block Ford 3×2. 5.0 HO. Three 97s.

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It started with a worrying email, and ended with a very happy customer, AND a lesson we can all learn about using teflon tape on fuel fittings. Gary Cone from Las Vegas, NV, owns a cool red 1940 Ford with a small block Ford 5.0 motor and three new 97s on an Edelbrock intake manifold. Here’s a couple of pics – one of the first small block Ford 3×2 new 97 set-ups we have seen. It’s a very tidy installation. Anyway, Gary’s email went:  “DROVE MY CAR TO THE LOCAL CAR MEET THIS MORNING, STARTED THE CAR TO RETURN HOME WHEN THE CARBS CAUGHT ON FIRE FROM GAS RUNNING OUT FROM THE PUMP ROD HOLE. MY FUEL PRESSURE IS AT  2 1/2 POUNDS. I ALMOST LOST MY CAR TODAY. WHAT NOW?”

Gulp. Well, that got our attention! Any 97 inlet valve – old needle and seat or our twin-ball S-jet will only stick open in the event of a float failure (and we’ve never had one ever with our brass floats) or a piece of debris from the tank, for example, lodging in the inlet. And that’s almost impossible too, with an S-jet because the balls spin and eject the dirt. So we emailed straight back and asked Gary to send us his carbs. Our top man Max checked the carbs out with his usual thoroughness and reported on the damage:

“After checking the floats for leaks and then having a good look with the trusty otoscope and magnifying glass, I found a miniscule strand of teflon tape, about an inch long, had migrated from somewhere downstream and wound its way around the big ball in one of the S-jets, causing the valve to be stuck full open. He’s using Superseat hose barbs, so I’m thinking the teflon must’ve swum upstream from a fuel line fitting.”

Anyway, as we state in our 97 Installation Manual, we strongly warn against the use of teflon tape anywhere in a fuel system, and this is exactly why. We have seen pieces inches long work their way into a carburetor like a damn tape-worm. That’s why we designed our Superseat hose ends with the correct seat so they do not need teflon tape. Neither should NPT fittings.

And the happy customer bit? Despite our stated warranty terms (and without prejudice, or admission of fault, as our lawyers like to add), we fixed those toasted carbs like new so he could get his hot rod back on the road. Gary was full of thanks, of course.

New Stromberg linkages – 6×2 & 4×2

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To be honest, it feels like our modular linkage kits for Stromberg 97 carburetors on Edelbrock, Offenhauser and other 4×2 and 6×2 intakes have been in development for years – and in truth they probably have. But now they’re at the warehouse ready to go. And we’re double proud of them. Eight new direct and progressive kits for commonly available 6×2 and 4×2 intakes, plus versatile Trim-to-Fit kits covering the full range of vintage applications.

It goes without saying that they are all developed from scratch, in-house. And it was no easy task. If you want quality linkages (ie. with rod ends), multi-carb linkages are a real challenge as almost every intake differs in carburetor spacing, width and the offset between the two banks. How do we cover all those bases? With tailored solutions for those intakes still available new, like the Offy Pacesetters and the Edelbrock X1 ram, plus Trim-to-Fit options, which cover pretty much everything else out there. Unlike many a linkage, ours come pre-assembled with full instructions – including ‘Trimming to Fit’. Each kit comes in a cool zinc/stainless finish but chrome and polished stainless is available to special order.

So here’s the deal: The direct (non-progressive) linkages are supplied as complete kits with our Snapback return springs.  And the 6×2 progressive kits are modular, so you simply purchase two 3×2 progressive kits from our current range to suit your carb intake spacing, then add the new Back-bar Kit to link both carburetor banks together.

At the heart of the new systems is our unique low-line Back-Bar brackets that won’t over-whelm your shiny new 97s. Precision rolled in stainless steel and reamed for the Oilite self-lubricating bushes, they support the Back-bar shaft at BOTH ENDS for zero flex and positive operation. You simply cannot say that if your Back-bar is supported at one end only. With so much return spring involved, the free end of the shaft flexes like crazy without full support.

All our Back-bar levers are clamped AND PINNED onto the shaft. With ‘3-position’ adjustment, you can alter the leverage and throttle response, too. And our stainless Back-bar end stops prevent lateral movement. We strongly recommend a mechanical link to the pedal with any 4×2 or 6×2 system, so we’re also making our long Back-bar levers available separately as kit 9096K. Complete with swivel, clamping screw and 3/32” roll pin, they can be drilled and pinned to the Back-bar to ensure positive  location and correct alignment with your pedal pull point.

We’re putting all the new kits onto our website this week, so you can check them all out here…Stromberg TwoStep Linkage Kits. And we’ve also posted the full Installation Guide onto the Stromberg Tech Centre right here…TwoStep 4×2 & 6×2 Linkage & Back-bar kits Installation Guide