Re: [DML] Contemplating a Carb Swap
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Re: [DML] Contemplating a Carb Swap



Warning: carb specific discussion following. If you don't want to read it, close this message now.

Horsepower will increase slightly.

Motorcraft 2100 series carburetors were very much contemporary with DeLorean production, and several years afterwards  -- basically through 1985-1986. Chrysler continued to use them on carry over Jeep designs until 1991 (the last carbureted American vehicles were 1991 Grand Wagoneers with 2350's -- electronic feedback 2100's). Whatever virtues K-Jet may or may not have, the 2100 predated it, and the 2100 outlasted it. 2100's certainly were installed on many more vehicles than K-Jet ever was (Chrysler and AMC also used them, albeit in far fewer numbers than Ford). The 2100 is often evaluated as the best/one of the best 2 barrel carburetors ever built. Ford can't take credit for the design BTW: Autolite designed it before Ford's purchase of the company -- Ford gets credit for not screwing it up. 

If third party service is ever needed, the 2100 is familiar to most mechanics. Rebuild kits are stock items at all parts houses. There really isn't much of anything to rebuild on a 2100, but you do get a new needle valve, which could prove useful in these days of adulterated gasoline. Cost is $13-$15 for a complete kit (more than just a needle valve). FWIW I am still running my 2004 needle valve OK.

Every owner who has carbureted seems satisfied with the results. No one has asked for his money back. As previously stated, carbureted components simply bolt on in place of K-Jet components -- it is an imminently reversible conversion if an owner should ever change his mind. Conversion takes a couple of hours start to finish, about half of which is removal of K-Jet. Best results are achieved by cutting the throttle cable shorter -- a big loop in a K-Jet length cable tends to bind. If I provide the manifold and carb, your car will be 100% roadable as soon as they are bolted down and connected to the new low pressure fuel pump.

Had I known you were contemplating converting from K-Jet I would have discussed it with you in person, shown you my car, let you test drive my car, etc while we were in Orlando.

Bill Robertson
#5939

--- In dmcnews@xxxxxxxxxxxxxxx, "vladivdracula" <lordvadus@...> wrote:
>
> Bill is right here; the technology I work with for my livelihood is 1970s cars with carbureted setups.  As such, I have a better understanding of it and can fix things a lot easier.  I've fixed many a carbed car on the side of the road and can easily route in a secondary fuel tank for a temporary setup to get me home with a spare gas can or the like.  You can't do that with K-Jet or EFI; regardless of how finely-tuned the system is.  EFI is unfavorable to me because I'm not familiar with the computer setup or how to adjust it.  I like my cars to have as few superfluous systems as possible.  Adding another piece of electronically-controlled equipment to the DeLorean is the LAST thing I want to do.
> 
> Moreover, I don't consider carbs to be a "downgrade" to the car.  They make it more versatile and I'm fairly certain that the horsepower remains the same; at the very most, the difference is not a compelling argument for either.
> 
> I've decided on going the carbureted route with my car, though I will be retaining all the original K-Jet parts because I want to be able to undo the setup and revert the car to original; the classic car salesman in me wouldn't accept any other option.
> 
> After all, I make my money fixing cars with the setup that will be implemented on my car; why shouldn't I put it on the one I drive most frequently?
> 
> Chad R. Krause
>




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