I have a 1966 Mustang hardtop with the original 200 inline 6 and it is all stock (no modifications whatsoever) but the carburetor has a leak and is constanly dripping while its running. I was thinking of buying the New Autolite 1100 Vaporizer which has the Annular Fuel Discharge from Pony Carburators. Has anyone had any experience with using this carburetor and what kind of performance and fuel economy gains (if any). Thanks.
New Autolite 1100 Vaporizer Carburetor (by Pony Carburetor)
- Thread starter JMB
- Start date
First off, welcome to Fordsix...
Second about Pony Carbs.
I've had the pleasure of using one of their 1100s before. They live up to their advertisment in that they run so much better then a normal 1100. Is it worth the price tag? I'm not sure...I bought my second hand but I was happy with it for the $90 I paid for it. I can't say I noticed any direct economy gains but the acceleration was a lot smoother then a normal 1100.
Not sure of your skill level but have you thought about rebuilding your current one? A rebuild kit is like $30 or so and can be done relatively quickly. the 1100 is a really simple carb to rebuild. I've seen lawn mower carbs more complicated then the 1100.
But then again, I can be cheap sometimes...
Second about Pony Carbs.
I've had the pleasure of using one of their 1100s before. They live up to their advertisment in that they run so much better then a normal 1100. Is it worth the price tag? I'm not sure...I bought my second hand but I was happy with it for the $90 I paid for it. I can't say I noticed any direct economy gains but the acceleration was a lot smoother then a normal 1100.
Not sure of your skill level but have you thought about rebuilding your current one? A rebuild kit is like $30 or so and can be done relatively quickly. the 1100 is a really simple carb to rebuild. I've seen lawn mower carbs more complicated then the 1100.
But then again, I can be cheap sometimes...
CobraSix":2vcc44x8 said:
The upside of this is that you know who your real friends are and who are just hanging around for the handouts.
Vaporizer is like $400. I have on of the Pony 1100s and I like it a lot. OTOH, if I could get real close to that performance for a tenth of the cost, I would rebuild. If you do get the Vaporizer, get the plated one. At least that way everyone can SEE that you have a special rig.
Thanks for the input guys. I was thinking of rebuilding my 1100 carburetor but the reason i got second thoughts to do this is because Pony Carbs said that this New 1100 "Vaporiser" may look the same on the outside but is totally re-engineered on the inside where in it has the Annular Fuel Discharge incorporated into it where fuel is disgharged into the bore of the carburetor from a series of small holes around the perimeter of the booster venturi which breaks up and partially atomizes the fuel for better response, improved fuel economy, and more power.(I got those exact words from them.)
And they were telling you the truth. However, an old observation is that you accomplish 80% of the work with 20% of the effort. Conversely, it takes 80% of the effort to close the last 20%.
In this instance you can get 80% of the gain with 10%. Once I start working on my car again in ernest I will try that Vaporizer -- after the head gasket and the interior rebuilt and the door locks and the paint/body job.
In this instance you can get 80% of the gain with 10%. Once I start working on my car again in ernest I will try that Vaporizer -- after the head gasket and the interior rebuilt and the door locks and the paint/body job.
1965fastback
Well-known member
I have on my car and it runs great. Solved flat spots in acceleration and hard starting problems. What Pony Carbs does that you can't when you rebuild it is re-work the internals to make it work better. They put a bigger venturi in it to get more cfm's too. I'd buy one, but you want the factroy plating finish it will cost. They did it to mine and we didn't want it but man it looks sharp!
When they released the fisrt carbs this summer, they had problems with the material used to cast the bowls, and they leaked. That has been rectified with new castings, however the delays created a long waiting list. I have several customers that have been waiting for a carb for two months, or better. So be prepared to wait, as you will be put on a backorder list. However, the sooner you order, the sooner it will ship. Just wanted to give you a heads up.
A couple of my customers should have recieved their carbs this week. Once they get them installed and report back, I'll post the results. I've got two more being shipped the first part of next week.
A couple of my customers should have recieved their carbs this week. Once they get them installed and report back, I'll post the results. I've got two more being shipped the first part of next week.
Another issue is that Pony Carbs told me that i have to identify which distributor i have because the Autolite 1100 Vaporizer that they sell would depend on the type of distributor that is in the engine.
I think he said that if the Mustang was originally a California vehicle, which is what mine is, then it might have a distributor like one from a 1968 Mustang. If so, then it would have 2 vacuum hoses facing upward. Othewise it would have the distributor with 1 vacuum line coming out horizontally from the distributor.
But, aside from which distributor I have, I was thinking of using the DUI distributor from Classic Inlines with the New Autolite 1100 Vaporizer because the discription of the DUI disrtibutor said that dyno testing showed a 20 hp increase by doing this alone. Does anyone know if this Carb with this DUI distributor will work good?
I think he said that if the Mustang was originally a California vehicle, which is what mine is, then it might have a distributor like one from a 1968 Mustang. If so, then it would have 2 vacuum hoses facing upward. Othewise it would have the distributor with 1 vacuum line coming out horizontally from the distributor.
But, aside from which distributor I have, I was thinking of using the DUI distributor from Classic Inlines with the New Autolite 1100 Vaporizer because the discription of the DUI disrtibutor said that dyno testing showed a 20 hp increase by doing this alone. Does anyone know if this Carb with this DUI distributor will work good?
JMB":109q8wd2 said:
I can't speak to specific compatability with DUI, but I'm running a Mallory DP with centrifugal/mechanical advance only. As you should be able to see in the photobucket pic (should be able to enlarge for better detail), I've plugged the SCV vacum source on my carb (note little brass plug with teflon tape). I have not had the 1100V hooked up long, but she is silky smooth, power is good. I think DUI requires manifold vacum source off intake, but please DO NOT quote me on this.
I had read that using a non-SCV dizzy with an SCV carb could be an issue (non-SCV won't work with SCV vacum source), or that plugging/capping the scv to dizzy port (brass plug) could be an issue (create internal vacum leak). I have had no issues so far with the new carb except the smoothest idle I've had in 20+ years. Unfortunatley I can't give any stats as yet since I don't know how accurate my speedo is (need to check with GPS) and am trying to change the rear end soon which will change gearing again.
I did not tell John at Pony exactly how my ignition was set up. I requested a stock set up for load-O. Based on others comments and some on my experience, John @ Pony is not really keen on mod apps although Mike and others work with him on the dyno earlier this year maybe changing his mind (see posts). Point being, if you're purchasing a V1100 and want support/help with future mods I woud think it is better to go through Classic Inlines (same price on V1100 as Pony Carbs last I saw).
NOTE: Some past posts have suggested using epoxy down in the passages behind where I placed my plug to close the port. I did not want to do this in case I found it necessary to go back to a Load-O with Petronix, but it is more likely I'm going to DUI in the future.
Thanks alot for the info and for the photo. I hope the DUI Distributor will work especially if it really will give an increase of 20+hp. Did you see an improvment on MPG and power with the 1100 Vaporizer or not? John at Pony Carbs says that it will do 25 to 30 MPG (if tuned right).
JMB,
It's too early for me to tell what improvement the V1100 will make in mpg and power given my particular situation. I have not recorded mpg numbers since updating to an overdrive tranny, and won't be able to record mpg's till the rest of my mods are done.
However, I have no reason as yet to doubt John @ Pony Carbs claims. I can tell you the V1100 runs better than any standard autolite 1100 I've had on the car (which is a few). How much better is too subjective at this point.
I'd visit Classic Inlines site if I were you and review some of the tech info (especially the dyno runs they did at Pony...see link below, and notice the jump in HP with DUI hooked up to manifold vacum).
http://www.classicinlines.com/PCdyno.asp
It's too early for me to tell what improvement the V1100 will make in mpg and power given my particular situation. I have not recorded mpg numbers since updating to an overdrive tranny, and won't be able to record mpg's till the rest of my mods are done.
However, I have no reason as yet to doubt John @ Pony Carbs claims. I can tell you the V1100 runs better than any standard autolite 1100 I've had on the car (which is a few). How much better is too subjective at this point.
I'd visit Classic Inlines site if I were you and review some of the tech info (especially the dyno runs they did at Pony...see link below, and notice the jump in HP with DUI hooked up to manifold vacum).
http://www.classicinlines.com/PCdyno.asp
NC-Fordguy
Well-known member
I'm interested in how this carb will work with a DUI as well
I've been fighting with this 66 bronco since I bought, trying to get it to run like it supposed to.
I dunno guys, V-8 engines seem to be so much less hassle
If I can't get this six to run right it may soon get a 302
I've been fighting with this 66 bronco since I bought, trying to get it to run like it supposed to.
I dunno guys, V-8 engines seem to be so much less hassle
If I can't get this six to run right it may soon get a 302
NC-Fordguy
Well-known member
jahearne":1o8ohr5p said:
Well For me at least
Parts availability
Parts selection
ease of aquiring parts
After market support
More options for tranny swaps
Many more vendors supporting V-8s
The list goes on and on
I have owned many cars and trucks over the years with windsor series engines so that's what I am familiar with.
Picking up this bronco with a six was and is a whole new back of tricks for me. Seeing how this Bronco is one of the first to roll of the production line and hasn't been cut my goal is to keep things as original as possible which includes keeping the little six in it, so long as I can find parts for it and can keep it running correctley
Your more than welcome to stop by and share your expertise
I disagree NC. I'm not opposed to a 302, not in the least. But for parts, a 302 has nothing on a six. Not really.
For 5 years I've run my 170 as a daily driver, over 30k on the clock. Parts are cheap and available everywhere. The aftermarket can get you all you need to get the six to do 10 second quarters. As for the tranny swaps, you usually only do it once and a C4 can be built to handle any amount of hp you can throw at it. A T5 will get you rowing if you choose to do that.
For 5 years I've run my 170 as a daily driver, over 30k on the clock. Parts are cheap and available everywhere. The aftermarket can get you all you need to get the six to do 10 second quarters. As for the tranny swaps, you usually only do it once and a C4 can be built to handle any amount of hp you can throw at it. A T5 will get you rowing if you choose to do that.
I came in a bit late when I read your posts and you've been getting quality information, so there's really nothing that I can add. I feel your fustration with the older distributors and I understand your familiarity with the SB Fords, but once you get familiar with these inline sixes...
The load-o-matic dist. is the first thing I replace, but it's easy for me because I have 200 cu in motor and not the 170. Actually, the first thing I'd do would be to replace the 170 with 200 that's a direct bolt in and you get more hi-po parts and 7 mains. You probably could get a good 200 motor for the price of DUI dist. But once you get past that these motors are real easy to work on and parts are readily available. I find that NAPA part stores have what I need most of the time.
Besides, there must be hundreds of 302 powered Broncos... if all things were equal, you could get more torque out of a six than a V8, but there's no replacement for displacement.
http://en.wikipedia.org/wiki/I6#Balance_and_smoothness
I think a Bronco with a 250 or 300 cu in six cylinder and an AOD would be killer combination!
The load-o-matic dist. is the first thing I replace, but it's easy for me because I have 200 cu in motor and not the 170. Actually, the first thing I'd do would be to replace the 170 with 200 that's a direct bolt in and you get more hi-po parts and 7 mains. You probably could get a good 200 motor for the price of DUI dist. But once you get past that these motors are real easy to work on and parts are readily available. I find that NAPA part stores have what I need most of the time.
Besides, there must be hundreds of 302 powered Broncos... if all things were equal, you could get more torque out of a six than a V8, but there's no replacement for displacement.
http://en.wikipedia.org/wiki/I6#Balance_and_smoothness
I think a Bronco with a 250 or 300 cu in six cylinder and an AOD would be killer combination!
NC-Fordguy
Well-known member
Let's back up the truck guys...It's not my desire to turn this into a 6 vs v-8 thread here. Obviously that's not the intent of this forum
As I stated earlier it's my desire to keep the little six in this Bronco. The 200 is something I might do when and if the 170 dies. Seems to be running well now, is holding oil pressure close to spec and compression is pretty good. For beeing 42 years old it's showing to be quite hearty
The 250 was never offered in a 4wd truck so there's the issue of the oil pan and pick up tube to overcome. I've seen the 300 installed in a classic bronco but it's a shoehorn job which requires cutting some of the firewall and other fabbing.
One of the things that has been frustrating is that virtually everything has to be special ordered. With a population of 100k people around here and 5 advance auto parts, 4 auto zones, two napas and a carquest finding things are still a challenge
Specail order items have included
carb rebuild kits
starter
water pump
tune up parts for the old distributer
fuel pump(deemed obsolete so I installed an electric pump)
distributer(opted for a dui)
Radiator
10 second quarter miles are impressive but remeber a classic bronco wheighs in at around 4500 pounds. Not sure I'd want to try that one with a Bronco
Not sure if there is an adapter for a t-5 to dana 20 transfer case. The c-4 was available in classic broncos. I have one in my 74 with a 302. The bronco c-4 is slightly different than a car c-4 as it is pan filled with a different tail area to mate to a transfer case. It also had a different output shaft and more clutches. Unfortunately this tranny was never offered with a 6 cylinder bronco. Right now I'm stuck with a rat 3 speed on the tree
As I stated earlier it's my desire to keep the little six in this Bronco. The 200 is something I might do when and if the 170 dies. Seems to be running well now, is holding oil pressure close to spec and compression is pretty good. For beeing 42 years old it's showing to be quite hearty
The 250 was never offered in a 4wd truck so there's the issue of the oil pan and pick up tube to overcome. I've seen the 300 installed in a classic bronco but it's a shoehorn job which requires cutting some of the firewall and other fabbing.
One of the things that has been frustrating is that virtually everything has to be special ordered. With a population of 100k people around here and 5 advance auto parts, 4 auto zones, two napas and a carquest finding things are still a challenge
Specail order items have included
carb rebuild kits
starter
water pump
tune up parts for the old distributer
fuel pump(deemed obsolete so I installed an electric pump)
distributer(opted for a dui)
Radiator
10 second quarter miles are impressive but remeber a classic bronco wheighs in at around 4500 pounds. Not sure I'd want to try that one with a Bronco
Not sure if there is an adapter for a t-5 to dana 20 transfer case. The c-4 was available in classic broncos. I have one in my 74 with a 302. The bronco c-4 is slightly different than a car c-4 as it is pan filled with a different tail area to mate to a transfer case. It also had a different output shaft and more clutches. Unfortunately this tranny was never offered with a 6 cylinder bronco. Right now I'm stuck with a rat 3 speed on the tree
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