There is a very large class of people that own 65/66 Mustangs that, as far as I can tell, anyway, have been, for the most part, ignored entirely. They don't really want that 100 pt. show car that is so nice and was soooo expensive that they're afraid to drive it, they also don't want to make their car capable of achieving warp factor three. They just want this car that they dearly love to be able to cruise around smoothly and reliably, without having it dump them out on the side of the road or have it start making weird noises or belching out big clouds of funky-smelling smoke. And I think, truth be told, that this is by far the largest class of Mustang owners. They take their car to some technician when what they actually need is a mechanic, and this, frequently, does not work out very well at all for the owner. They don't want to re-engineer the entire car, they just want someone to fix what broke. These are the people that I am trying help out with this blog. Some problems require a little bit of back and forth, as in, "Try this." "I tried that and it didn't change anything."
" Oh. well, you probably need to try that." " I tried that and it helped, but it still isn't quite right." "Now you need to try this...." If you go to http://www.allfordmustangs.com/ and then go to the classics forums, you will be able to do that with a pretty hefty gathering of some very knowledgeable people that also happen to be very friendly. None of that ridiculous one-upmanship, no flaming or abuse, none of that stuff. Just good, solid advice from people that know what they are talking about.

Sunday, April 28, 2013

Translating this blog

Good afternoon. I was wandering around cyberspace and I stumbled across this.

It appears that some industrious fellow in Switzerland has started translating this blog into German. I do get a fair amount of traffic from Germany, Austria and Switzerland, so, I think that this is a wonderful idea. I just wish that I was able to do that. So, just in case someone would like to maybe translate this blog into Finnish,  Italian, French, Russian or any other language spoken anywhere on earth, please feel free to do so, and you have my gratitude for doing for me what I would do for myself if I was able.

Thursday, April 4, 2013

Pre-1964 Autolite 2100 Carburetor Rebuild

Here is a follow-up on the last post. These are the pages from the technical manual that Ford gave to people   learning to be factory-trained service personnel in 1963. This shows how Ford expected their people to go through a carb that was causing problems. If you do what this says to your Autolite 2100 it should function flawlessly. These pages look like they've had the right hand side chopped off, but, if you click on the first on, it will pop up and show the entire page. You can then go through them, save them to your computer, and print them, so that you can have this stuff sitting right beside the carburetor while you are working on it. 

Tuesday, April 2, 2013

Autolite 2100 Accelerator pump system for 1961-1963

This carburetor was never used on a Mustang by Ford, but, occasionally, one might find that this is what someone has put on their car at some time in the past, and it looks different enough to sort of throw somebody off for a moment. The first picture is a page out of the training manual that Ford gave to the people that were preparing to become factory trained service personnel.
 In this next picture, you will notice that there are what appears to be two holes in the front of the carb instead of the usual one hole for the pump inlet. This is actually a deception. The upper hole is not a hole at all, but is plugged up. The lower hole is the inlet hole. This hole does not get one of those rubbery flap thingies that people are accustomed to seeing.
 In this picture you see that hole drilled down into the top of the pump housing, and, if you look carefully, you will notice a check ball down in the bottom of the hole.

 In this picture, the screw has been placed in that hole with the check ball down inside it. You want to run that screw in far enough to prevent it from leaking, but, not so far that it prevents the check ball from being able to come up and let fuel into the pump housing. How this works is that when you step on the gas, and actuate the accelerator pump, the pressure pushes the inlet check ball down to prevent fuel from just being pumped back into the float bowl, giving it only one place to go, which would be through the cast channel, up into the banjo bolt, and out through the discharge in the booster venturis. This part of the system is the same as the system on the 2bbl carb that Mustang left the factory with.