On February 16, 2006, about 1830 eastern standard time, a Piper PA-28-140, N14MA, registered to Corporate Enterprises, Inc., and operated by a private individual, collided with brush then nosed over during a forced landing to a road, following loss of engine power, near Lehigh Acres, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight from Placid Lakes Airport, Lake Placid, Florida, to Wing South Airpark, Naples, Florida. The airplane was substantially damaged and the private-rated pilot and one passenger sustained minor injuries. The flight originated about 1800, from Placid Lakes Airport. The pilot stated that he checked the fuel tanks for contaminants after the fuel tanks were filled; no contaminants were found. The flight departed and when flying at 2,500 feet over Lehigh Acres with the fuel selector positioned to the left tank, the engine experienced a loss of power. He reduced throttle, turned the fuel pump on and noted there was fuel pressure, then increased throttle, placed the mixture control to the full rich position, moved the fuel selector to the right tank, and pumped the primer but was unable to restore engine power. He initiated a descent for a forced landing on a road but while lined up to the road for landing, a car pulled onto the roadway. He pulled up to clear the car and headed for the left side of the road. The airplane collided with brush then nosed over. The main cabin door located on the right side of the airplane could not be opened so a tow bar was used to break the rear window. He turned off the master switch, fuel pump, and removed the ignition key then he and the passenger evacuated the airplane. The airplane was recovered but was not examined by FAA or NTSB. Following recovery of the airplane, the carburetor was examined at an FAA certified repair station approximately 4.5 months after the accident. Visual inspection of the carburetor revealed the mixture control arm was bent, and the throttle shaft/accelerator pump linkage was distorted. Bench testing of the carburetor revealed the fuel level was "stable" under varying fuel pressure up to the specified test level of 6lb/in2, and the float was set .011 inch closer to the gasket face of the throttle body than specified which resulted in a slightly high fuel level in the carburetor bowl. The accelerator pump operated satisfactory. A small restriction of the fuel nozzle was noted; the restriction was consistent with a spider. Flow testing of the fuel nozzle revealed the flow was measured at 850 cc per minute (cc/minute). The specified flow rate for the nozzle is 750 to 770 cc/minute. Additionally, the "...main flow restriction in the nozzle was measured to be 0.096" diameter versus an observed measurement of many such parts of 0.093" diameter." The pilot further stated that approximately 8 days before the accident date, while flying the accident airplane, the engine experienced a loss of engine power which resulted in a successful forced landing in a field. A nearby mechanic inspected the airplane and installed an overhauled carburetor. The airplane was then flown out of the field to a nearby airport where the same mechanic again inspected the airplane. A review of the maintenance records revealed the airplane was approved for return to service on February 16, 2006. The fuel tanks were topped off, and the accident flight departed. The carburetor installed at the time of the accident was a model MA-4SPA, with a carburetor setting or manufacturer P/N of 10-5135. The airplane type certificate data sheet indicates with the installed engine (Lycoming O-320-E3D), the carburetor setting or manufacturer P/N should be 10-5009. A representative of the carburetor manufacturer indicates that the difference in P/N relates to the atomizer type tip nozzle, and jet, which are designed to improve engine roughness.