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Small Block Intake Manifold and Carburetors
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The induction system is the centerpiece of performance. No single performance upgrade can make
a difference in power as quickly as a manifold and carb swap. You can do a carburetor and
manifold swap in an afternoon and be enjoying the differences by evening. From the factory, Ford
didn’t offer much in the way of factory performance induction packages until the 289 High
Performance engine was introduced in 1963.
All 221, 260, 289, 302, 351W and 351C two-barrel engines were equipped with the Autolite 2100
series carburetor from the factory. Beginning in 1972, the Autolite name was abandoned for
Motorcraft, but carburetor basics remained the same from the beginning in 1957 until the end in the
late 1980s. The 2100, and later the 2150, provided excellent service for nearly 30 years. Good rule
of thumb is to remember that “2100” and “2150” apply to two-barrel carbs while “4100” applies to
the four-barrel. The 4100 carburetor was introduced the same year as the 2100 in 1957. The 4100
was replaced by the 4300 in 1967. The Autolite/Motorcraft 4300 four-barrel emissions carburetor
will be addressed later.
Though the 4100 didn’t set any land speed records, it is likely the most reliable carburetor ever
made. Likewise for the 2100. The 4100 carburetor offers the same size benefits as any mid-size
Holley 500 or 600cfm four-barrel. However, the 4100 offers greater reliability and longevity than the
Holley. You can install an Autolite 4100 atop your Edelbrock Performer or Weiand Stealth dual-
plane and enjoy greater benefits than you will with the Holley.
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Carburetion
Induction systems for these engines is a no brainer. There was one basic cast iron intake manifold
topped with one type of carburetor. The Autolite 2100 two-barrel carburetor was specific to each
application, with no two applications having the same Ford part number. Identification of these
carburetors is straightforward. Throttle bore size is your first visual clue. For example, a Autolite
2100 big-block carburetor has much larger throttle bores than 2100s designed for the 221 and 260
engines. So the big-block 2100 carburetor’s throttle plates will not open to full capacity if installed
on the 221/260 in error. Likewise, a small-block carburetor installed on a big-block in error will
dramatically reduce performance.
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This is the Autolite 2100
series two-barrel
carburetor. Look for throttle
bore size cast into the body
(arrow). This is a 1.14-inch
throttle bore for the 289-2V.
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The type of carburetor is determined by the venturi diameter size which is cast in the left-hand
(driver’s) side of the carburetor body beginning in the 1960 model year. What you can expect to
see are numbers like .98, 1.01, 1.02, 1.14, 1.23. This is the venturi diameter in inches. The higher
the number, the larger the venturi diameter in inches. The 221ci small-block was fitted with eight
possible 2100 types, all with .98-inch diameter venturis (190cfm ). The 260 and 289ci engines were
fitted with 2100 carburetors with 1.01 (245cfm ) and 1.02-inch (240cfm) diameter venturis,
depending upon application. Venturi size originally depended upon transmission, vehicle
application and original sales district. California emissions carburetors, for example, were jetted
differently. This was also true for vehicles delivered to high elevation areas like Denver. For 1964,
the 289 received a larger throttle bore 2100 with 1.14-inch (300cfm ) venturis. This gave the 289
improved low-end torque.
There are a few things to remember about the 2100. Carburetor identification tags weren’t used
until 1965. The most significant improvements in the 2100 came in 1964—accelerator pump, choke
unloading system (choke piston set-up), and National pipe threads at the fuel line inlet. More
changes came in 1966 with the deletion of the brass fuel bowl vent tubes. In 1970, a choke
unloader diaphragm appeared in the air horn as a means to improved cold engine emissions
performance.
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Beginning in 1970, the
Autolite 2100
carburetor received a
choke pull-off
diaphragm (arrow) for
a cleaner warm-up.
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The 289 High Performance engine introduced in 1963 was the first small-block Ford equipped with
an Autolite 4100 series carburetor. The 289-4V low-compression engine that was offered briefly in
the Mustang beginning in March of 1964 was fitted with the 4100 series four-barrel carburetor with
1.08-inch (480cfm ) venturis. For 1965-66, the same basic 4100 carburetor body was employed
with 1.08-inch (480cfm ) venturis. However, the 289 High Performance utilized a 4100 with 1.12-inch
venturis (600cfm ) and a manual choke. Improved air flow enhanced performance.
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The Autolite 4100 series four-barrel
carburetor is an outstanding piece -
easy to tune, reliable, and offers good
performance. This carburetor was
used on 289-4V and High Performance
engines from 1963-66, and in 1967
only on the Hi-Po. The 1967 289-4V
engine was equipped with the 4300
carburetor.
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Autolite/Motorcraft 4300
Beginning in 1967, Ford set its sights on improved emissions. The Autolite 4300 four-barrel
carburetor was conceived to replace the 4100 as a means to both improved emissions and
performance. The 4300 differed greatly from the 4100 with its slightly larger secondary throttle
bores and smaller primaries. From the start, there were teething problems with this carburetor. It’s
first year out, only one version of the 4300 was implemented at 441cfm—not enough carburetor in
any case. The following year, 1968, a larger 4300, a 600cfm unit, was employed for specific big-
block applications only. The 441cfm 4300 carb was dropped in 1970. In 1974, the 4300 was
replaced by the 4350.
In 1971, the Autolite 4300D yielding 715cfm came into play on certain 351 Cleveland engines—the
Boss 351 and the 351 Cobra Jet. What made the 4300D different from the 4300 was its spreadbore
design, like the Rochester QuadraJet, Carter Thermo Quad and Holley Spread Bore. The 4300D
offered huge quantities of air when power was needed.
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In 1971, Ford went to
a compression throttle
return spring instead
of the pull spring used
through 1970.
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The 4300D is a temperamental carburetor, a challenge for the performance buff. What’s more, it is
not interchangeable with any other spreadbore carburetor. This means that manifold and
carburetor are married and must be used together. The key here is to learn how to live peacefully
with this carburetor.
The 4300 and 4300D are identifiable by the Ford part numbers cast into the casting. This number
is located at the base at the left-front of the carburetor if the identification tag has been lost. Living
peacefully with the 4300 takes understanding how it works. Performance depends upon calibration,
adjustment and using the right 4300 for the application—just like any other carburetor.
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Previous | Next
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This has been a sample page from
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High Performance Ford Engine
Parts Interchange
by George Reid
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First-ever book about Ford parts interchange
Covers the entire range of Ford engines from
221-CID to 460-CID
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This is one of the best books ever written about Ford engines.
Covering both big- and small-block Ford V-8 engines, this
first-ever book on the subject provides indispensable information
to the Ford enthusiast. Included are high performance factory
parts, interchangeability between Ford Windsor and Cleveland
engines, extensive coverage of the 302 and 351 series as well as
the 352, 390, 406, 427, 428, 429, and 460 big block engines,
factory casting numbers, etc. Read the sample pages from each
chapter to learn more!
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Click below to view sample
pages from each chapter
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"If you are trying to mix and match cranks and rods, this book
will tell you if it can be done. If you are trying to find the correct
casting number for a Boss 429 distributor, this book will have it
listed. What we really find appealing about the book is that, not
only is it a perfect resource for those interested in factory
correct restorations, but it is equally as useful for the
performance oriented engine builder. Each chapter points out
building tips, such as how to improve a Cleveland's oiling
system, or what heads will yield the best horsepower gains. As
with all SA Design books, this one is filled with pages of detailed
photographs and diagrams. This book will prove to be a
priceless resource, as many of the original Ford V-8 parts
become harder and harder to come by." -- FORDMUSCLE
webmagazine, February, 2000
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Small Block Fords
Chap. 1 - Small Block Ford
Chap. 2 - Cylinder Block
Chap. 3 - Crankshaft & Rods
Chap. 4 - Oiling System
Chap. 5 - Cylinder Heads
Chap. 6 - Intake System
Chap. 7 - Ignition System
Chap. 8 - Exhaust Manifolds
Chap. 9 - Cooling System
Big Block Fords
Chap. 10 - Big Blocks
Chap. 11- Cylinder Block
Chap. 12 - Crankshaft & Rods
Chap. 13 - Oiling System
Chap. 14 - Cylinder Head
Chap. 15 - Intake System
Chap. 16 - Ignition System
Chap. 17 - Exhaust Manifolds
Chap. 18 - Cooling System
All Ford Engines
Chap. 19 - Gaskets
Chap. 20 - Engine Math
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Softbound
8-3/8 X 10-7/8
128 pages
Over 300 b/w photos
Item # SA56
Price: $18.95
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Click here to buy now!
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This is a great book that any Ford engine enthusiast or
engine builder is sure to love!
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How to Rebuild the Small-Block Ford
This 144 page book guides you step by step through a rebuild,
including: planning, disassembly and inspection, choosing the
right parts, machine work, assembling your engine, first firing and
break-in. It also gives you helpful hints and tips on performance
upgrades, including cams, heads, ignition, induction, and more. It
also points out problem areas to watch for, professional builder
tips, jobs that need special care or special tools, and more.
Includes 495 color photos and covers the Ford 289, 302, 351W,
351C, 351M and 400.
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Price:
$22.95
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The Step by Step Guide to Engine Blueprinting
Practical methods for racing and rebuilding, selecting and
preparing parts, and how to buy machine shop work. This
completely revised and updated version containing an
additional 32 pages is simply the best book you can buy on
engine preparation for street or racing! Engine Blueprinting
shows the reader how to use precision measuring tools,
calculate compression ratios, degree a camshaft, and much
more!
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Price:
$
18.95
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How to Build Big-Inch Ford Small Blocks
By increasing the bore and stroke of your current engine, you can
add those cubic inches without the hassle of switching to a big
block. George Reid thoroughly explains the building of a small
block Ford stroker, paying special attention to the effect that
increasing the bore and stroke have on the engine as a whole.
Also included is a complete guide to factory head and block
castings, as well as aftermarket block and head guides, so you
can choose exactly the right parts for your project.
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Price:
$18.95
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How to Build Max Performance Ford V-8s on a Budget
This book addresses high-performance V-8 engines such as the
289, 302, 351ci small-blocks found in Mustangs, as well as the FE
series of big-blocks. Emphasis throughout is a budget approach
to building high performance powerplants through the use of
over-the-counter factory components and selected aftermarket
pieces. Includes realistic, low-cost formulas for building serious
horsepower in Ford V-8 engines.
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Price:
$18.95
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Payment, Shipping & Sales
Tax: Iowa
residents must pay 7% sales tax. Items usually ship
within one
business day of receipt of payment! Standard shipping is a flat rate of
$4.95 to
anywhere in the United States with USPS Media Mail.
Priority Mail shipping is available for an
additional $2.95, or
$7.90 for shipping. Shipping is combined and discounted for multiple item
purchases as follows: first item regular shipping price, add
$1.95 for each additional item. For
purchases of 3 or more items
shipping is automatically upgraded to Priority for no additional
charge! We offer world wide shipping and ship to Canada and Mexico
with USPS Priority Mail
International for $11.95, and to most
locations in Europe, Australia, Asia, Japan and South
America for
$14.95. Satisfaction is Guaranteed. Our store has a NO HASSLE RETURN
POLICY
within 7 days of purchase.
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