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Fri Mar 19, 2010 5:48 pm

can i use a 28 pict carburetor on my 1500?
thank you

Fri Mar 19, 2010 7:21 pm

It'll fit a SP manifold, and it'll run the engine. Might not be ideal but it'll work. You might want to up the main jet a size or two. And it won't have a carb return spring on the carb, keep that in mind too.

-Andy

Fri Mar 19, 2010 8:43 pm

glutamodo wrote: .... You might want to up the main jet a size or two. And it won't have a carb return spring on the carb, keep that in mind too.

-Andy

I second that opinion. If it's too lean, you could burn an exhaust valve.

You should at least check the spark plug color after the engine has warmed up and ran under load for some distance. Start out with clean plugs. Drive at speed (35 - 45 mph), cut ignition, coast (clutch in or shifter in neutral) to some safe place off the road like a parking lot, and pull a plug.
Insulator on the plug should be a medium tan/gray color. White or light gray is too lean. Black or sooty= too rich.

The early carbs used a return spring that fit on the accel cable. Check the repair manual for illustration or a parts vendor's web site.

Fri Mar 19, 2010 9:28 pm

Make sure you match the carbuertor with the correct distributor or you will not be happy with your experiment.

Sat Mar 20, 2010 12:03 am

Yes, the 1500 in my '63 Bus runs a 28 PICT. This is the original setup.

I do have a larger main jet than stock but have not done the spark plug check mentioned above.

Sat Mar 20, 2010 12:22 am

I would go for a 30 PICT as this carb has a high rev power injector. I think this carb will give you better performance than the 28 PICT

Sat Mar 20, 2010 2:45 am

I forgot about the Bus 1500 setups with the 28PICT carb. Those had a different version of the 28PICT than was seen on the 1200. Both of them have a power fuel sytem (high speed enrichment) but the 1500 version does not have a check ball in the carb body to cut back on flow to it like the 1200 does. And the jet sizes on the Bus/1500 28PICT were different than on the bug - I think partially to match the different gearing from the type 2 reduction boxes against the weight of the vehicle, plus that extra flow to the high speed circuit allowed for actually a smaller main jet.