Problems Solved!

[Anonymous]

My sputter, smoke, rich smell, soot and power loss at low RPM's has finally been taken care of!

The heart of the problem was the pre-'68 1100 matched with the '68 dizzy sending the wrong vacuum signal to the advance b/c of the spark control valve. What a difference in power, response and idle!

An addtional problem was the unknown 10/15 weights in the rebuilt dizzys giving the wrong ammount of centrifical advance b/c I assumed it was the orginal 18/13 combo. This accounted for the sputter at top end and power loss.

I found an NORS Ford rebuilt '68 1100 and a '68 Autolite dizzy. I did a complete tune up and roughly plotted the advance curve. It is easy with a dial back timing light and vacuum pump to check the advance.

To tune the carb, I used the shop manual and the tips I learned here. I had to do very little adjusting afterward.

During this whole process, I had a conversation with a FORD Obsolete parts supplier who told me he has been in the business for over 25 years and never knew that the '68 1100 was any different from the 63-67's.

I went back into my receits from two years ago and noticed that I ordered the correct carb, but was sent the wrong carb, but I never knew the difference until I fond this site. Two years of aggrevation b/c of a simple part mismatch by the parts supplier and ignorance by me.

Thanks to this site, the Montego is happily cruising with ample power from its 200 six!

I hope this info helps others avoid my issues!

Happy Motoring!

Jay

 

[Anonymous]

So what is your current configuration now?

A 68 1100 with no SCV...and a 68 Dizzy?

Glad to hear it's running good.

Steve-O

 

[CZLN6]

Howdy Jay:

Good going! FYI just know that the '68 1100 will have a 1.10" venturi in it which flows 156 cfm. The earlier, '67 and pre, 200 1100 have a 1.20" venturi which is rated at 185 CFM. That difference is enough to notice.

The venturis on the 1100 are a plastic insert which are removeable, but not easily. If you can figure a way to replace your '68s venturi with the venturi out of one of your pre '68 1100, you'll love the performance increase.

Adios, David

 

[wsa111]

David, that is an excellent point on the difference in carburetor venturi flow.
Lets go one better, get in touch with John at pony carburetors, & he can in stall a venturi sleeve from a 223 six which will flow 215 cfm.
I ran one on my 67 before I converted to a later head & direct carb mount on the log manifold.
Good luck Jay. William

 

[Anonymous]

Steve,

The difference is incredible. I ran the car with its original set-up only for a short while back in 2001-2002 before I tore the car apart, so I forgot how it should have operated. The mismatched carb really robbed power and I almost gave in to the V8 swap fever!

Right now, I am running a stock '68 Autolite 1100. The Ford replacement part number is C8OZ-A. I got it from an obsolete parts supplier. The only thing I did was give it a fresh rebuild and checked and double checked the accelerator pump settings. Interestingly, although a manual car is not supposed to have the dashpot on it, this one does. The car did not stall during hard braking as it did with the non-dashpot carb on it.

The distributor is a '68 Autolite, C8DF-C. I didn't adjust the spring tention and the 13R weight is on the cam. I have 12 degrees initial timing. I also have the original vac advance on it, with one thick washer and one thinner washer. I get about 17 degrees total advance from that can. I have both vacuum lines hooked up to the canister, with the ported vac from the carb going to the advance side, per the factory spec. Regular points for now. I gapped the plugs a little wider than suggested to 40.

Have you plugged up the SCV port yet? how did it run?

David and William,

Thanks for the tip on the venturi size. Anything I can do to get more performance without loosing the stock look, I will consider. I think I will try that and maybe a '69 1101 jet in the near future. The head is a C9DE-R head, but the thermactor holes are plugged and the pump is long gone, well before I owned the car, thank goodness!

I received a pertronix set-up last year for a gift and I tried it once with the old set-up and it ran rough. I want to put it in soon, any suggestions on that? I know I should gap the plugs wider, I am running Autolite platinums. I have the coil as well.

Jay

 

[Anonymous]

I'm running what I think is a stock 68 dizzy with my SCV plugged 1100. Not too spectacular performance.
But then my average compression is 125 psi.

I'll be deploying to the gulf in 24 days ...so any further changes will have to wait until June 2006.

Thanks for the reply, I appreciate it.

Steve-O

 

[wsa111]

Jay, if you used the pertronix II thats why you had the rough idle. Get the pertronix I, thats what I used before the duraspark. Yes you can regap the plugs to .045-.050. William

 

[Anonymous]

wsa111,
Ball park price for the venturi swap?
Any information if price would be less per unit for 2 or 3 at a time?
Thanks.
DaveP

 

[wsa111]

www.ponycarburetors.com
Ask John for a price. William