Any have any experience with these on the GT (Motorcraft 2100/2150)? Pulled one out of a junkyard and wanted to toy around with it. This one is the 1.08 (287 CFM). Looking for tips on this for fun, not as a replacement for the Webber 32/36. Already have a holey flange on this intake.
Gigsworth
I have rebuilt motorcraft 2100's and 4100's (the four BBL versions).
But not for Opel use.
My 1963 390ci Thunderbird uses a 4100 and I have found sources for some of the replacement parts for the 1100/2100/4100 carbs all of which belong to the same Motorcraft family.
But not for Opel use.
My 1963 390ci Thunderbird uses a 4100 and I have found sources for some of the replacement parts for the 1100/2100/4100 carbs all of which belong to the same Motorcraft family.
Dunno if anyone has tried the Autolite/Motorcraft 2bbl on an Opel yet. IDK if they would even fit the Opel intake manifold.
Got to admit I know much more about Ford performance engines then Opels.
It is considered a very good carb by the Ford performance guys. And used in triplet and singly on modified Ford engines
instead of Holley's.
Here is some flow info for the various size 2100/2150 out there.
they are extremely plentiful at swap meets and still can be found in junk yards since
the were used from 1958 thorough about 1975 on various Ford and American Motors products.
Plus rebuilt ones are still available many places.
2V 2100/2150 at 3"Hg. Venturi size listed first. Food for thought:
0.98 = 190 CFM
1.01 = 240 CFM
1.02 = 245 CFM
1.08 = 287 CFM
1.14 = 300 CFM
1.21 = 351 CFM
1.23 = 356 CFM
1.33 = 424 CFM
In order to compare these carbs to 'metric' carbs, here is a conversion list. Remember that venturi size is not the same as bore size. In example, a Weber 32/36 has venturies of 26mm/27mm. The MC2100/2150 carbs have syncronous butterflies, just like the Weber 38/38 DGS carbs.
0.98 = 24.9mm/24.9mm = 190 CFM
1.01 = 25.6mm/25.6mm = 240 CFM
1.02 = 25.9mm/25.9mm = 245 CFM
1.08 = 27.4mm/27.4mm = 287 CFM
1.14 = 29.0mm/29.0mm = 300 CFM
1.21 = 30.7mm/30.7mm = 351 CFM
1.23 = 31.2mm/31.2mm = 356 CFM
1.33 = 33.8mm/33.8mm = 424 CFM
Autolite 2100 on left. Motorcraft 2150 (used later on emissions engines) on right.
The nice thing about these Ford produced carbs is that they were designed based on the Holley's and current tuning
parts like main metering jets, power valves and some other things from Holley
screw right into them.
Got to admit I know much more about Ford performance engines then Opels.
It is considered a very good carb by the Ford performance guys. And used in triplet and singly on modified Ford engines
instead of Holley's.
Here is some flow info for the various size 2100/2150 out there.
they are extremely plentiful at swap meets and still can be found in junk yards since
the were used from 1958 thorough about 1975 on various Ford and American Motors products.
Plus rebuilt ones are still available many places.
2V 2100/2150 at 3"Hg. Venturi size listed first. Food for thought:
0.98 = 190 CFM
1.01 = 240 CFM
1.02 = 245 CFM
1.08 = 287 CFM
1.14 = 300 CFM
1.21 = 351 CFM
1.23 = 356 CFM
1.33 = 424 CFM
In order to compare these carbs to 'metric' carbs, here is a conversion list. Remember that venturi size is not the same as bore size. In example, a Weber 32/36 has venturies of 26mm/27mm. The MC2100/2150 carbs have syncronous butterflies, just like the Weber 38/38 DGS carbs.
0.98 = 24.9mm/24.9mm = 190 CFM
1.01 = 25.6mm/25.6mm = 240 CFM
1.02 = 25.9mm/25.9mm = 245 CFM
1.08 = 27.4mm/27.4mm = 287 CFM
1.14 = 29.0mm/29.0mm = 300 CFM
1.21 = 30.7mm/30.7mm = 351 CFM
1.23 = 31.2mm/31.2mm = 356 CFM
1.33 = 33.8mm/33.8mm = 424 CFM
Autolite 2100 on left. Motorcraft 2150 (used later on emissions engines) on right.
The nice thing about these Ford produced carbs is that they were designed based on the Holley's and current tuning
parts like main metering jets, power valves and some other things from Holley
screw right into them.
Attachments
that's some good info. Thanks a lot for posting.
i got an adapter plate for the holley flange on that motorcraft carb from summit racing (i can provide the product number if needed), got it to fit with some modification. Made a spacer plate out of plastic (1/4 inch) and new gaskets to cover the base of the carb. The spacer is needed because the adapter is a bit smaller than the flange. I rebuilt the carb. got the holley power valve (single stage, 7mmHg i think) and have it mounted to the intake. I haven't adjusted the float wet, or the idle mixture, also it looks like linkage to the accelerator pump is a bit long for adjustments. Will let you know how it goes from here on out.
i got an adapter plate for the holley flange on that motorcraft carb from summit racing (i can provide the product number if needed), got it to fit with some modification. Made a spacer plate out of plastic (1/4 inch) and new gaskets to cover the base of the carb. The spacer is needed because the adapter is a bit smaller than the flange. I rebuilt the carb. got the holley power valve (single stage, 7mmHg i think) and have it mounted to the intake. I haven't adjusted the float wet, or the idle mixture, also it looks like linkage to the accelerator pump is a bit long for adjustments. Will let you know how it goes from here on out.
Wrench, that is exactly what my setup looks like. I have the throttle cable installed already, previous owner had the Holley/Weber installed on here. Any pointers on adjusting this out for the GT?
Nah
Just tune it the same way as any other carb.
One of the very few that you adjust the float with the top off while
running
The accel rod can be adjusted by putting a Z bend into it.
Just tune it the same way as any other carb.
One of the very few that you adjust the float with the top off while
running
The accel rod can be adjusted by putting a Z bend into it.
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