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

Why in the world would you change the distributor for a carb swap? The distributor isn't even on the same side of the engine! That's just silly, unless you want to upgrade to a Duraspark distributor at the same time, which many 1960's Mustang owners do indeed do (Duraspark gives you longer discharge by virtue of its bigger diameter cap, and it's breakerless).

If you want to stick with your original distributor and are still running points, I recommend upgrading to Pertronix's Ignitor breakerless ignition. The module bolts inside the cap using the original points screws -- absolutely no modifications are necessary and it is invisible with the cap in place. Ignitor can handle HEI with ease. I'm running a 45,000 volt coil on my 1969 Lincoln engine off full charging voltage (.05" plug gaps). 

As far as fuel injection is concerned: I have one truck with EEC IV -- it is light years ahead of K-Jet, not as badly in the way, much more predictable & reliable, etc. 

It's also on probation -- if it ever misbehaves I am tearing it and its manifold off and tossing a common as dirt 2 barrel cast iron manifold & carb on in its place (302).

I have ripped all the emissions garbage off, which totally blows the onboard computer's mind. In this case you want the "Check Engine" dash light illuminated. Every once & awhile the onboard computer goes looking for its missing emissions components -- dash light goes out -- the truck runs like crap for a few moments, then the computer gives up and turns the light back on.

I can live with EFI when its responding to the throttle position sensor alone, and perhaps coolant temp, but that's it. For all I know my O2 sensor died years ago. Doesn't bother me because the cat is hollow. Plugs look good so something's going right inside the block.

Bill Robertson


--- In dmcnews@xxxxxxxxxxxxxxx, Marc Levy <malevy_nj@...> wrote:
> Changing the carburetor would also require that I change the distributor..  This little modification you propose to the Mustang is getting expensive!  If I am going to make it that complex, I would for sure instead opt for an EFI conversion, where it can continually adjust the amount of fuel needed for optimum performance no matter the temperature, fuel quality, altitude, or driving style.. 
> Thanks again for the advice, but it has nothing to do with the point I was trying to make.
> You do bring up another strange double standard;   Faulting carburetors  because of the shortcomings of a particular model (1100, in this case) is bad...  But faulting all fuel injection for the short comings of K-Jet is OK?
> --- On Wed, 6/27/12, content22207 <brobertson@...> wrote:
> [Non-text portions of this message have been removed]


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