I need suggestions for my new offenhauser manifold's carbs

[Jett's_Pony]

Hey everyone,
I just purchased a new offenhauser intake manifold and a big valve head to put on my 200. I'm using a stock center carburetor, and I was wondering if anyone had any suggestion on what to use for the two smaller carbs. I would like to find something relatively common, nothing obscure or difficult. Thanks for the help,
Jett

 

[Anonymous]

Autolite 1100's are the most readily available carb that will fit the application.

Bob

 

[saltwaterfalcon1960]

I am putting 3 autolite 1100`s on my 170.I heard it is possible to retap the main jet threads to accept holley jets.Haven`t got the nerve to try it yet.Since 1100`s were jetted to run whole engine I am afraid of flooding with 3 of them without rejetting.I am installing a progressive linkage so it will run on center carb until nearly wide open.Very hard to figure out as the center carb bellcrank arm that attatches to linkage at back of engine swings in an arc as throttle opens.I can`t switch to cable since I have an automatic trans car and have to keep kick down linkage.

 

[mustang652]

I settled on the 1100 Autolite, found three from 1963 models. Curious as to why a retap for Holley Jets as a full range of Autolite jets are availible. I'm still 3-4 months out from getting the set up on the engine, but while doing the 3 carb rebuild, I got a pair of size 60's on ebay for the outboards, and will start with the original 84 in the center and work from there, probably down. Test running each rebuild as a single, I have found out that as single carb , the engine did not like anything much smaller than the 60s

 

[kspageddie]

I will have to agree with everyone else. I am running 3 autolite 1100s on my 200. I have not been able to do any on the road testing. I am still in the middle of repairing the rear torque boxes and front frame rails. But so far so good.

 

[wallaka]

I am putting 3 autolite 1100`s on my 170.I heard it is possible to retap the main jet threads to accept holley jets.Haven`t got the nerve to try it yet.Since 1100`s were jetted to run whole engine I am afraid of flooding with 3 of them without rejetting.I am installing a progressive linkage so it will run on center carb until nearly wide open.Very hard to figure out as the center carb bellcrank arm that attatches to linkage at back of engine swings in an arc as throttle opens.I can`t switch to cable since I have an automatic trans car and have to keep kick down linkage.

I've heard of people switching to a cable kickdown but don't know what it entails...maybe you could look into that.

 

[Anonymous]

.Since 1100`s were jetted to run whole engine I am afraid of flooding with 3 of them without rejetting.

the jet doesn't control the amount of mixture going into the engine just the richness. This basically means that the jetting for 1 carb is the same as the jetting for 3 carbs. For a daily driver application the jetting is likely fine. Some fine tuning with rejetting would be crucial for a race application where 2-3 horses are critical. On a progressive linkage you keep them out of the picture till you're at a point where the engine can handle the volume. Also since you are on a shared intake log minor differences in cylinder useage really doesn't cause the problems that individual cylinder ports do.

 

[CZLN6]

Howdy Jett:

One thought for you to consider is the distributor and its advance system you plan to use. The 3 x 1 setup will definitely effect the signal the SCV on a '67 Autolite will send to a Load-a-Matic type distributor. I guess the question is, What distributor are you planning to use?

Also know that Autolite 1100 came in three CFM ratings, although they appear the same externally. The 144 engines 1100 had a flow rating of 130 cfm, the 170s were rated at 150 cfm and 200s were rated at 185. The difference is the inner diameter of the venturi. Autolite 1100s used on '68 and '69 model years do not have a SCV and are rated at 150 cfm.

Just some more to consider.

Adios, David

 

[Jett's_Pony]

Hey everyone,

Thanks for the responses. I'm going to start trying to hunt down an early pair of 1100's. Any suggestions for sources would be apreciated, all the stuff in the junkyards near my house are later models.

David, my car has been messd with before I got it. Is there a way to tell externally if the carburetor is for a load-a-matic or not? Thanks for all the help in the Falcon Preformance Manual. It's been a great help, because my dad's only delt with Studebaker sixes, and Ford V8s, and that's no use.

Thanks again
Jett

 

[addo]

The LOM carbies have a thing sticking out off the side that is about 1" in diameter, and octagonal edged. It has a 5/16" or so hole in the outer face of its "shell".

Also, this unit has a threaded take-off for the vacuum line to the dizzy. Non LOM carbies have a push-on rubber line for the vacuum.

Cheers, Adam.

 

[CZLN6]

Howdy back Jett:

The dead give-a-way is the presence or absence of a Spark Control Valve. It there is no SCV the carb is either a '68 or '69 model year, or has been modified.

In addition to Adam's excellent description of a SCV, know that it faces the passengers side of the engine bay. It may be time for you to invest in a rebuild kit for one of your 1100, or a shop manual. Both have good visuals to give you more orientation.

Other thought. And please know that I have never actually set up 1100s for a 3 x 1 set up, but I've sure talked to many who have and given it alot of thought. If I were doing it;
*I'd look for two end carbs from a standard trans 170. These carbs will not have the auto trans dash pot on the engine side of the float bowl.
*I would also look for 1100s made prior to '65. They will not have an automatic choke and it would be easier to remove the manual choke pieces.
*I would remove the SCV and plug the hole.
*It is critical to get end carbs with a very tight shaft and butterflys. This will help in tuning by minimizing vacuum fluctuations.

I'm still wondering which distributor you will be using.

Adios, David

 

[Jett's_Pony]

Hello again,

Thanks again. My car is a California emissions car, and does not have the load-a-matic stuff. It does have very low compression from the factory, but we can fix that as we rebuild it.
I am going to use the stock distributor with a pertronix upgrade, it has worked very well for my dad in the past.
Now I get to go back to hunting down a couple more Autolite 1100s.
I already have a D7 head, and my dad has already helped me set it up for the offy manifold. Header and cam are on order, along with a set of wheels, and disk brakes and front suspension are in the near future. Thanks again for all the help, and I have many more annoying questions in the works.

Jett

 

[CZLN6]

Howdy back Jett:

Oops! There's another exception. The '66 & '67 C/E 200s have a non-SCV 1100, but downsized to the 170, 150 cfm venuri. If you could find 2 more C/E carbs, you'd be in fat city.

As always, the devil is in the details.

Adios, David

 

[saltwaterfalcon1960]

I did not know jets were available for the autolite 1100 .Where can I purchase them?
Tried my local parts store and the dummy behind the counter said they weren`t available anymore.thanks

 

[Anonymous]

Another option is the Weber 34 ICH carbs. You can get them new on E-bay for 160.00 free shipping.

 

[mustang652]

I decided to use the early Autolites, but while asking question on what to use, one of the FSP members sent me the direct link to the Weber web site. http://www.webercarbsdirect.com/inc/pdetail?v=1&pid=280