Introducing the new and Improved 9Super7!
The Stromberg 97 and its siblings, the larger 48 and more diminutive 81, are arguably one of the most popular lines of carburetors among hot rodders ever produced. While the Carter AFB, Edelbrock, and Holley four-barrels have definitely taken some of the wind out of the Stromberg's sails over the years, the faithful have stuck to the old two-barrel jug for everything from stock Flatheads, their original motor of intent, to fire-breathing, Nitro-drinking, tire-smoking dragsters. Getting more fuel and air into the engine was the name of the game and guys have been using the old carbs for just that since the late '40s. Since then, they've been used to emulate the setups ran in the early days of hot rodding but their rise in popularity has likewise caused the demand, and have therefore caused the price, to rise as well. And with the availability of decent, rebuildable cores steadily on the decline over the past ten or so years, it's getting harder and harder to build a reliable multiple carburetor setup until now.

Speedy Bill Smith and his crew at Speedway Motors, in Lincoln, Nebraska have been catering to the hot rod and racing market for over the past half century, providing parts and service unequaled in the aftermarket world. From suspension parts to rolling roadster kits, to say that they've kept the proverbial hot-rod torch burning all these years would be an understatement. They've managed to keep their finger on the pulse of hot rodding all these years, so it should come as no surprise that they saw the writing on the wall when it came to the dwindling Stromberg resource.

That's when they decided to step in and do something about it by introducing a 100 percent completely new carburetor based on the legendary Stromberg 97. Dubbed the 9Super7, the old 97 has been reproduced to the closest legal allowances and is everything the original Stromberg 97 is, was, and then some.

Aesthetically, the 9Super7 is nearly identical to the stock unit, minus the large 97 logo that graced the side of some of the older jugs and the patent numbers commonly found on the float bowl area. They've also upgraded some of the internal bits, notably the float, needle, and seat. Jetting and power valve settings remain as they were for the original 97 carbs as well as the cfm and vacuum specs.

The other similarity that the 9Super7 shares with its antique counterpart is the setup and tuning necessary to yield a well-running machine. While perhaps not as simple as bolting on a single four-barrel, the 9Super7 makes setting up a multiple-carburetor induction system easier than when Strombergs were available new. All that's required is an intake, a linkage system, a Uni-Syn syncing tool, and a little patience.

We scored a decent small-block Chevy recently and figured it would make a perfect engine for the setup. Equipped with an Edelbrock Victor Jr. intake manifold topped by a 750-cfm Edelbrock carb, the little 327ci engine lacked both low-end torque as well as curb appeal when it came to the engine compartment. And with fuel prices being what they are, the thought of cruising around on a single two-barrel with a pair of secondary carbs at the ready when warranted, a tri-power setup was just too hard to resist.

We started out with a trio of Speedway's 9Super7 carbs, all set up with their idle circuits intact, before contacting Edelbrock for a 3x2 intake and fuel block. A progressive linkage kit was also picked up, provided by Eelco, that will allow the carbs to be set up to open progressively, with the center carb operating as the primary and the outer two operating later as secondary carbs.

Setting up the carbs proved easier than I thought and just as Speedway advertises. Once we got the primary carb adjusted to provide sufficient idle to keep the engine running, it was a simple dance between the secondary carbs with the Uni-Syn and a screwdriver to adjust their idle settings. Back and forth between the three carbs got them all in sync while keeping the idle at a reasonable rpm (we had it down below 800 rpm and it ran like a clock). About 20 minutes after bolting the carbs down, we had them tuned and were running up and down the local "strip" smiling with glee every time those secondary carbs came on, bringing with them a sudden rush of acceleration and that "whoosh" of air as six barrels of carbureted fury suck air and fuel into the engine. The thought of a bolt-on carburetor ready-to-run out of the box based on a 70-year-old design just doesn't seem possible, but it did, and I did it. And if I can do it, Speedway must've made a REALLY nice product, because I can't usually tune a radio let alone a carburetor. So if you're engine compartment is in need of a vintage vibe, check out the Speedway catalog or go online at www.speedwaymotors.com.

Making Hard Lines Easy
I wasn't real happy with the rubber fuel hose setup and decided to take the time to make a few hard lines and clean up the tri-power install. I found a handful of Ford compression fittings to install at the carb inlets from Mac's Antique Auto parts and proceeded to scour the hardware store for the rest. I also decided to get rid of the bulky fuel block with a sleaker 3-in-1 fuel line made from 1/4-inch stainless steel. It was a little tricky welding the three lines together, but with a little patience, I was able to pull it off. The end result is much cleaner and a bit more professional than it was before with all those black hoses.

SOURCE
Edelbrock (Carbs)
800-416-8628
http://www.edelbrock.com
Eelco
p.o. box 1127
Canby
OR  97013
503-651-3352
http://www.eelco-usa.com/
Mac's Antique Auto Parts
800-979-0122
www.macautoparts.com
Speedway Motors
340 Victory Lane
Lincoln
ME  68528
800-979-0122
http://www.speedwaymotors.com
Summit Racing
Akron
OH
800-230-3030
330-630-0240
http://www.summitracing.com/
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