I have a Winfield carburetor and manifold (see pictures). Anyone have a set of original instructions? There is a pair of mixture adjustments, and float adjustment, and of course idle adjustment. Any ideas about where to start and how to proceed would be welcome.
This thing has a large 1 1/4" air opening that I assume will flow a lot better than a straight thru NH and a cast iron intake.
Looks like yours is a 5V, Royce. I have run a 5H on the Fronty for 15 years. These early aluminum carbs are much more durable than all the later pot metal Winfields.
The above instructions are scans I made of an original that Kim Dobbins gave me back in 1998. Here's the rest:
Thanks Ralph! That last page in particular will be of great value in trying to get this thing percolating properly.
Found this online:
He got his start young to become one of hot rodding's pioneers
Feature Article from Hemmings Muscle Machines
February, 2008 - Daniel Strohl
The quote's familiar to anybody who's hung around high-performance cars for more than a minute: "There's no replacement for displacement." It's a genuinely American attitude toward extracting power out of a block of iron with some holes in it--just make the holes bigger, we got plenty of room.
But, of course, it takes more than big holes to build an engine. It takes knowledge of timing, understanding of the at-times complex interdependencies between engine components and earnest study of fluid dynamics. Edward A. Winfield could boast of all of the above before he exited his teenage years.
Many consider Winfield the foremost pioneer of American performance and definitely the first high-performance camshaft grinder. Leo Levine, writing in his book, Ford, the Dust and the Glory, labeled Winfield "the father of hot rodding and its first prodigy."
Born north of Los Angeles in 1901, Ed and his younger brother, William (better known as Bud, developer of the famed Novi racing engine), began hot rodding early. At age 11, Winfield had stripped down a Model T--on the market for less than four years at that point--in search of higher speeds. A year later, he began grinding his own camshafts for motorcycle engines.
During high school, he concentrated on mathematics and physics, but his real education came when he started working in Harry Miller's shops--specifically in the carburetor department--at age 14. There, as Gordon Eliot White wrote in his book, Offenhauser: The Legendary Racing Engine and the Men Who Built It, Winfield became fascinated with cylinder head, camshaft and carburetor design.
According to the recollections of Harvey Crane Jr., Winfield began experimenting with his own camshaft designs in 1919, when he built his first camshaft grinder. Soon after, his mother gave him the money to purchase a used grinding machine that he then converted into a camshaft grinder and set up in his mother's garage to regrind Model T camshafts.
"Ed told me he first made only two masters, a semi race grind and a full race grind," Crane wrote. "He later made a third master that was more duration and lift than the semi but less than the full. He then used the full race master as an intake and the new master as an exhaust. He called this new reground camshaft a three-quarter race cam. Ed said, 'It was three-quarters of the way to a full race cam.' "
By 1921, Winfield parted ways with Miller. He didn't seem interested in pursuing a formal education in engineering. Nor did he seem to require one.
Barney Navarro said that Winfield "pursued information to a greater degree than most engineers, even though he wasn't an engineer himself. He could calculate the curvature of the cam lobes to tell you at what rpm you'd experience valve float if you told him the weight and length of the valve and the valve spring tension."
Though successful in camshafts and the model of inspiration for another pair of Eds--Iskendarian and Donovan--Winfield found his largest degree of success in carburetor designs for the aftermarket. Thus, the Winfield Carburetor Company formed in 1924 to build, market and sell the carburetor designs, and Winfield carburetors soon dominated Indianapolis 500 racing. Pete DePaolo's Duesenberg won the race in 1925 using two of the carburetors, and by 1930, all but one entry in the race used a Winfield carburetor.
About this time, Winfield built another Model T with a revolutionary 180-degree crankshaft, which made the best use of the two siamesed intake ports of the Model T engine. Winfield called it the two-up, two-down engine, increased its compression ratio to 6:1, fitted it with a roller camshaft and proceeded to dominate the Southern California dirt track and dry lake racing scenes.
That is, until he retired from racing in 1927. After that, Winfield essentially became a recluse. "He retreated to his home and worked on his designs for automotive camshafts, seldom going to the races, saying there was no point to his going either to the track or out to Muroc Dry Lake to watch the hot rodders run," White wrote. "Marvin Jenkins said many years later that Ed would tell anyone he didn't care for to 'go jump in the lake' no matter how much money they were offering for his help."
Similarly, racer Ray Brown once related that he would occasionally have to go pick up camshafts from Winfield as a youth working for speed equipment manufacturer Eddie Meyer. "[Winfield's shop] had no number on the door, and if you knocked, he'd open the door maybe six inches, and your cams would come out, all wrapped in paper."
Despite his reclusiveness, Winfield continued to experiment with fuel systems and engines, developing what's widely regarded as the first harmonic balancer, new carburetor designs, a continuous-flow fuel injection unit in 1934, along with overhead-valve heads and high-compression heads for Model T four-cylinders. He also continued to grind camshafts, mostly for race engines, until not long before he died in 1982.
This article originally appeared in the February, 2008 issue of Hemmings Muscle Machines.
Link to another very useful Winfield adjustment thread:
That is a great carburetor. I have two of them running now. In my opinion, that is the best carburetor option for a Model T.