A
Anonymous
Guest
How much would gas mileage suffer by putting a 2100 in place of a 1 bbl. carb? How much would power increase?
A
Anonymous
Guest
Also, do the jets have to be changed in this carb.?
Howdy Falcon64:
My experience with Autolite 2100 is on a modified 250 engine. I went from a 1101 one barrel to a 1.08 two barrel with an electric choke adapted, mounted directly to a modified log head. Overall milege did not change. The 1101 is rated at 210 cfm and the 2100 is rated at 287 cfm. This is still a little small for my engine package.
Power and driveability characteristic did change throught the driving range- for the better. The change in carb alone was good for about a 5% increase in power, allowed it to rev quicker, and move more easily to the higher rpm ranges. About the only glitch is I was not able to tune out of it is a very lean idle circuit. If I leave the low speed air screws in the usual 1 1/2 turns out, it is very lean, and runs very hot at an idle. It seems to draw the best idle vacuum and run best at about 3 turns out. The idle circuit is not easily adjusted on these carbs as it is pre determined at manufacture by a channel restriction and a sealed button blocking access to the channel.
I intend to try an earlier 1.14 size 2100 soon. I understand that they were calibrated a little richer and are rated to flow 300 cfm. There are three more versions sized larger, if the 1.14 doesn't do it. They were designed for and used on the larger V8 appilications.
Is that what you needed to know?
Adios, David
My experience with Autolite 2100 is on a modified 250 engine. I went from a 1101 one barrel to a 1.08 two barrel with an electric choke adapted, mounted directly to a modified log head. Overall milege did not change. The 1101 is rated at 210 cfm and the 2100 is rated at 287 cfm. This is still a little small for my engine package.
Power and driveability characteristic did change throught the driving range- for the better. The change in carb alone was good for about a 5% increase in power, allowed it to rev quicker, and move more easily to the higher rpm ranges. About the only glitch is I was not able to tune out of it is a very lean idle circuit. If I leave the low speed air screws in the usual 1 1/2 turns out, it is very lean, and runs very hot at an idle. It seems to draw the best idle vacuum and run best at about 3 turns out. The idle circuit is not easily adjusted on these carbs as it is pre determined at manufacture by a channel restriction and a sealed button blocking access to the channel.
I intend to try an earlier 1.14 size 2100 soon. I understand that they were calibrated a little richer and are rated to flow 300 cfm. There are three more versions sized larger, if the 1.14 doesn't do it. They were designed for and used on the larger V8 appilications.
Is that what you needed to know?
Adios, David
A
Anonymous
Guest
Yes, that helps a lot.
So, would this carb. be beneficial to a stock engine (I have a '78 head w/the 1.75" intake)?
If so, what vehicle would have originally had the right carb. I need? Also, how/from what did you adapt the electric choke?
So, would this carb. be beneficial to a stock engine (I have a '78 head w/the 1.75" intake)?
If so, what vehicle would have originally had the right carb. I need? Also, how/from what did you adapt the electric choke?
A
Anonymous
Guest
So, I would need a 1.08? Is that the size that came on the early V8 Mustangs?
Since they are very similar, will the Holley electric or manual choke conversion work on the Autolite?
Since they are very similar, will the Holley electric or manual choke conversion work on the Autolite?
Easiest way to find out, ask them to look on the carb. On the one of the sides (forget which side) there will be a number stamped. any where from .98 to 1.33
Here is the break down:
.98=190cfm
1.01=245
1.02=240
1.08=287
1.14=300
1.21=351
1.23=356
1.33=424
Personally, on a stock to mild modded 200, I'd shoot for .98 - 1.02.
You can't really go by year, because it was more dependent on Engine type. Generally, the 1.08 is the most common because it usually came on the normal non Hi-Po 289s.
the .98, 1.01, and 1.02 were usually on the 260s and very early 289s.
Hi Po was usually 1.14 to 1.23.
351s were usually 1.21 - 1.33 (at least those that were 2V).
But these days, you may find any venturi size on any 2V engine just do to people blinding swapping these carbs thinking they are the same. Just ask for the number on the side to find out.
Slade
Here is the break down:
.98=190cfm
1.01=245
1.02=240
1.08=287
1.14=300
1.21=351
1.23=356
1.33=424
Personally, on a stock to mild modded 200, I'd shoot for .98 - 1.02.
You can't really go by year, because it was more dependent on Engine type. Generally, the 1.08 is the most common because it usually came on the normal non Hi-Po 289s.
the .98, 1.01, and 1.02 were usually on the 260s and very early 289s.
Hi Po was usually 1.14 to 1.23.
351s were usually 1.21 - 1.33 (at least those that were 2V).
But these days, you may find any venturi size on any 2V engine just do to people blinding swapping these carbs thinking they are the same. Just ask for the number on the side to find out.
Slade
Howdy All:
The numbers refer to the inner diameter of the venturi of each barrel. The .98 and 1.02s came on '62, '63 and 64, 221s and 260s respectively. 1.14s began in '64 and used til '67 with the 289/302s in small cars. The 1.14s were used in all big cars with 289/302 in '65, '66, & '67. '67 260/289s were either a 1.02 or 1.08 depending on application. '68 and later 302s used the 1.08s.
1.21 size and up were used on FE engines and 351/400 and other large displacements in Ford Lincoln and Mercurys and trucks.
The CFM rating is not the only factor in selection an appropriate two barrel for a ford six. As I said previously, the idle circuit is internal and virtually non-adjustable. Each model application had a specific and different idle restriction and jetting. I'm still trying to figure out the variables. But, for a fairly stock 200 I would not go larger then a 1.14 and more likely a 1.08.
Many Holley parts appear to be interchangeable. I intend to try the Holley power valve in my 2100. I'm using an electric choke from a later model 2150 that was on a 351. I have not tried a Holley electric choke, but will when I find one. Any NAPA will have a universal manual choke adaptor kit for these carbs. The sad thing is that Holley jets do not interchange and sources for Autolite jets are fast drying up. I'm constantly scavanging jets from the junk yard. Pony Carb in NY is a good source. <ponycarb@aol.com>
Will you be mounting directly to a modified log? Or using an adaptor?
Adios, David
The numbers refer to the inner diameter of the venturi of each barrel. The .98 and 1.02s came on '62, '63 and 64, 221s and 260s respectively. 1.14s began in '64 and used til '67 with the 289/302s in small cars. The 1.14s were used in all big cars with 289/302 in '65, '66, & '67. '67 260/289s were either a 1.02 or 1.08 depending on application. '68 and later 302s used the 1.08s.
1.21 size and up were used on FE engines and 351/400 and other large displacements in Ford Lincoln and Mercurys and trucks.
The CFM rating is not the only factor in selection an appropriate two barrel for a ford six. As I said previously, the idle circuit is internal and virtually non-adjustable. Each model application had a specific and different idle restriction and jetting. I'm still trying to figure out the variables. But, for a fairly stock 200 I would not go larger then a 1.14 and more likely a 1.08.
Many Holley parts appear to be interchangeable. I intend to try the Holley power valve in my 2100. I'm using an electric choke from a later model 2150 that was on a 351. I have not tried a Holley electric choke, but will when I find one. Any NAPA will have a universal manual choke adaptor kit for these carbs. The sad thing is that Holley jets do not interchange and sources for Autolite jets are fast drying up. I'm constantly scavanging jets from the junk yard. Pony Carb in NY is a good source. <ponycarb@aol.com>
Will you be mounting directly to a modified log? Or using an adaptor?
Adios, David
A
Anonymous
Guest
If I go that route, I will use an adaptor.
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