Norman":18gpk2f4 said:
Rebuilt a 66 Mustang 200 6cyl with 250 head and built to Clifford specs with a weber progressive carb
but have not been able to make it idle right. Thinking about going to fuel injection any pros or cons and
what brand. Or what carb would be best.
Thanks For Any Help
Its all
1. Fuel delivery system hygene and maintenance (pipe degreatation, precipitate formation, non ethanol reistant rubber degredation)
2. Ignition
3. Postive Crank Case Ventilation valve and
4. Weber spec float level and
5. idle air bleed and
6. fuel pressure related for 2-bbl Webers.
Adding EFi won't solve the problems that can be easily solved with the correct Weber 2-bbl set up.
The Best 2--bbl carb in my opinion is
1. the Autolite 2100 and Motorcraft 2150 for operation,
2. the Holley 2300 7448 and 4412 series for space utilisation,
3. the Weber 2-bbl 32/36 DGAS/ 38 DGEV for parts back-up and information.
Regards
ignitions, well, the aftermarket supplies Ignitions for a sharp price, but the increasing "Gray Haired" Gurus like Bill Ambler Race (
wsa111) and
FalconSedanDelivery who retune those things to suit modern fuel and modern carb calibration with the right kind of vacuum source to eliminate idle problems and create snappy, well torqued responses on a 6 cylinder multiple barrel car.
Nothing Ford stock (even Duraspark 1, or 11) works flawlessly out of the wreckers yard.
You HAVE to get your ignition recurved to suit your planned engine tuning end point. Period.
Regards
PCV. The line to the carb has to be baffled, or at the very least, given a length of pipe to create a pressure standoff. The float bowl level gets hammered with the PCV valve and often people do danged stuppid, non standard stuff with the 2-BBL Weber float bowl vent. AE Wagners make a balanced PCV is a low flow copy of the Ford PCV that
Mustang_Geezer found worked so well to stop oil and crank case ventilation hurting the float bowl level in his Carter YFA and then Holley 2300 "7448" carb...lot of really good work done by him on this forum back in 2001. FrenchTown Flyer suggested it again with everyone who had problems tuning their 2100/2150 Ford carbs. AMC guys found out all about this issue back in the late 60's and early 70's with YFA equiped 1-bbls...never idled right if they had the wrong PCV. 90% of idle problems are based on manifold vac source and the wrong PCV routing.
For Weber float level, there are three or four specs depending on carb number, the US forum Jeep and AMC, and MG boys found the right info on that back in the 00's.
Idle air bleeds, the Weber is a bit of a disaster. The same with fuel pressure, which has to be limited. Periodic clean, good componests, great results.
You don't want to be running an EFi system unless it has a specfically designed fuel tank stillage pot, or it'll create untold other problems.
EFi requires Specfic Engineering. Its the old dog with the bone thing. Anything extra than you already have...lookes better. Its not the case. Some people have it easy with EFi swaps, that's because "they" get lucky with not ever running them down to the last oz of gas, and "they" don't test the handiwork like Ford had to to cover fuel delivery fires in a tail end shunt like Ford had to. I favour EFi, but only if done to better than as new 1980 to date Ford EFi standards of engineering. We now have ethonal gas and oxygenated blends, and then you have a EFi Old Car without the Ford Motor Company Fail Safe Devices.
We don't know more than the Ford Motor Company. Ford over seas (Europe, England and then Australian) made 2-bbl Weber carburation work, but only after very serious under bonnet fires in Mark IV Zephyrs and Cortinas and Taunas cars.
IMHO, if Europe, England and then Australia were the US, the Weber Under hood fires would have forced corporate lawyers into bankrupcy court before civil cases, and that situation forced a whole raft of changes to make the overseas Weber 2-bbls safe, and operate cleanly. Ford USA totally re-engineered its Holley Weber version of the Weber 32/26 carbs to cover off fuel fires, and fuel pressure and PCV valves were specifically changed to suit the application. Then the Pinto Fuel tank came and bit them on the a$$. Ford really did an heck of a lot of work to fix that kind of stuff up from 1967 to 1971, and utlimatley, because it did make every step practicable, it made the grade.
Don't think EFi will help you avoid other problems. Form my personal experience. EFi creates other problems that you then have to deal with responsibly, and that requires an extra dose of fail safe devices.
My back ground is propane and I have friends in the fire and emergency services, and I hear the horror stories.