3 1bbl's

[mugsy]

I read somewhere on the Internet (so you know its true ) that "back in the day" the hot trick for our small sixes was to put the triple one barrel on the log with the standard 200 carb as the center and the 144 carbs (small venturi) as the end carbs.

The 144 carb is rated at 150 CFM IIRC from Dave's and Dennis' book.

Tanx,
Mugsy

 

[Anonymous]

I used one of the smaller carbs in the middle and the largest ones for the outers. I think the 170 carb middle ... 200 carbs on the ends.

 

[Anonymous]

Mr Wilson, how close are you to Winona MN

 

[mugsy]

Turbo2,

Hummmmmmm, small primary and large secondary venturii. Sounds like an in-line variation of a QuadraJet/Thermo-Bog. Did you have any drivability problems? any bog at transition? at what throttle position on the center carb did the end carbs kick in?

Tanx,
Mugsy

 

[Anonymous]

Mr Wilson, how close are you to Winona MN....

turbo 2256

178 miles straight up Highway 61. Pine City, MN

I suppose it would work either way if tuned correctly. The small primary(center)/larger secondaries(outer) would be similar to the logic behind a Quadrajet vs a square bore. I do have some GM experience and have always been a fan of the tiny primaries with a ton of vacuum and then opening those huge secondaries. One of the 1100's I have is off of a 170 (with a stick so it is the single diaphragm accel pump-is that a problem?) the other is the one that is one my 200 now (stock-California model-auto trans).

Is there any indication on the 1100 carb body as to the throat diameter?


I was writing this when Mugsy posted his.

 

[CZLN6]

Howdy All:

Here's some more details to add to the info.
Autolite 1100-
144- cfm 130, Throttle bore 1 7/16" ( commonly called 1.5")
170- cfm 156. " ".
200- cfm 185, Throttle bore of 1 7/16 or 1 3/4"
All appear the same externally, differences inside is the size of the removable plastic venturi throat, jetting and internal channel restrictions.

All '63 to '67 have the Spark Control Valve. '68 & '69 do not. The spark control valve should be removed from outboard carbs and the hole plugged. If the engine has a different than stock cam or otherwise altered vacuum characteristics, the function of the SCV, to send a good signal to the Load-A-Matic distributor, will be questionable. When tuning this set up it would be wise to upgrade to a '68 or later distributor to eliminate SCV and get Centrifugal advance in addition to vacuum.

Another carb option is the early Holley glass (or Zinc) bowl carbs, Model 1904, 1906, 1909. They are very cool. They are slightly shorter than 1100s, 1940s and YFs, which may help with hood clearance issues. All were manual choke with one very minor exception. They are getting somewhat scarce. They are ultra simple and less sophisticated, but cool as hell. Or, is that Hot as Heaven? Hummm...

Holley Model 1904
1955-'62- 215 & 233 engines- 170 cfm.
1960- 144 engines- 130 cfm, 170 engines- 150 cfm.
Holley Model 1908
1961- 144 engines- 130 cfm, 170 engines- 150 cfm.
Holley Model 1909
1962- 144 engines- 125 cfm, 170 engines- 150 cfm.

Adios, David

 

[Hot 6t Falcon]

Hello Mr. Wilson,

First a picture... the one you are looking for???

This was Lyle Bones '66 Mustang 200 engine. (page 31 and 32 in our Performance Handbook). I think he sold it. From what I remember, he used heavy exhaust tubing and flanges from an exhaust shop.

About carbs sizes - The early '60 - '68 Offy and Edelbrock manifold adapters used smaller carbs on the ends than in the middle, BUT (don't you hate big butts?) I THINK that the reason they did that was because their end carb holes were quite small, AND because they went on 144's and 170's which don't need as much CFM as a cammed and headered 200/250. It's always been the American way to go for too much -- Why else would we even bother to watch Pamela Anderson - she certainly can't act. But I digress. Co-ordination is the proper way - especially for carbs.

I THINK that the best route for throttle response and gas milage is to us a smaller center carb and larger end carbs. The later '69 - '83 adaplers from Offy allow same-sized center and end carbs.

Another picture. This time, some shots of the Offy adapter (pages 30-31 of the Performance Handbook). Note the taper in the end carb bores. Note how small the end bored hole in the manifold is. Holman/Moody made adapters that looked like the ends of an Offy, but without the middle part. The last pic shows how the manifold log has to be modified.

This Offy adapter is for the '69m to '83 flat-topped manifolds ONLY. The '60 to '68 adapter is MUCH smaller.

I'll look in the Pony Carb Guide to see if they have CFM for the 1100 carbs, but what everyone has told you seems to be spot on. Good Job, guys!!

PS What I think is only that.
Good Luck

 

[Anonymous]

I just got back in from practicing for this project. I had to clean the carb on my snowblower. Now if I only had two more of those little carbs...and why isn't it a DrivewayMan instead of a YardMan.

This info is fanatastic. Thanks to all for the help. I have to go scrounging for 1 more 1100. I currently have 1 170 and 1 200 carb. The 170 is off of a manual so it has the single accelerator pump. Is that a problem with my auto trans? Would it be preferrable to have it as a secondary carb? I suppose as the carb bodies are the same a guy could swap throats. I see I'm babbling.


Dennis and David, I'm sending off for your book TODAY. I've been putting it off too long.