The Autolite 1100 one-barrel carburetor was offered on the 170 and 200ci sixes from '63-'69, in three venturi sizes - 1.00-, 1.10-, and 1.20-inches. Mustangs had either 1.10- or 1.20-inch depending on model year and configuration. The carb bore size was
1 7/16", however it is commonly referred to as a 1.5" bore.
Understanding how the 1100 works takes some imagination, but it isn't much different than any other one-barrel carburetor of the era. What makes it different is how it interacts with the ignition system. The '63-'67 the 1100 carburetors had a Spark Control Valve (similar to a Holley/Autolite/Motorcraft power valve), which was used in conjunction with the Autolite single-point Load-O-Matic distributor. This distributor had no provisions for mechanical advance (centrifugal weights), instead it used venturi vacuum (throttled vacuum) to sense changes in engine rpm.
In the late 1960's
the Autolite 1100-1V experienced two significant changes that adversely affected performance. First... the Spark control valve was eliminated, first in the '66-'67 California emissions carbs, then in all '68-'69 carburetors. Secondly.... the '68-'69 carbs
were downsized to a 1.10-inch venturi, to reduce emissions.
Autolite 1100 carburetor identification is done by examining the base plate and searching for the Ford part number for initial identification. A physical inspection can also be done. Prior to '67 all 1100 carburetors had one accelerator pump diaphragm. From '67-'69, there were two, with the second diaphragm acting as an anti-stall dashpot on automatic transmission models. If you see a Spark Control Valve, which looks like a power valve, you've found a pre-'68 1100 carburetor. The best way to identify the size, is by checking the venturi's inside diameter ( 1.00, 1.10, or 1.20-inches). Obviously, the 200ci six runs better with the 1.10 or 1.20 inch venturi, however the 1.20 offers the best performance.
If you plan to swap either the stock 1100 carb or the distributor, it is crucial to understand how the 1100 worked in conjunction with the distributor. Basically you can swap the dizzy for the later Duraspark II distributors, or an aftermarket dizzy like the DUI, by capping of the Spark Control Valve vacuum port on the 1100 and using manifold vacuum. However, if you swap out the carb, thus eliminating the Spark Control Valve vacuum port, you must swap out the distributor as well.
The stock Load-O-Matic distributors will not function properly with an aftermarket carb such as a Weber, Holley, or any Autolite carb without a Spark Control Valve. For more information we recommend reading our tech article on the Load-O-Matic
The all-new 1100 Vaporizer carburetor from Pony Carburetors, while being similar to the Autolite 1100, is a totally new carburetor. Pony Carbs took the vintage design carburetor, and turned it into a well-engineered carburetor by employing the best technology available. To achive maximum performance Pony Carbs eliminated all of the original engineering flaws, then incorporated annular discharge design, found in 2100/4100 carburetors. Annular discharge improves fuel atomization, resulting in a smooth transition from idle to power circuit, better throttle response, improved mileage, and increased performance. Each Vaporizer is run-tested in Pony Carburetors' engineering lab, prior to packing and shipping. Like all Pony Carburetors' products, each new Vaporizer 1100 is shipped with detailed instructions, plus a filter and gasket for installation. When you consider how challenging it is to find a serviceable 1100 carburetor core, plus the cost of rebuilding, the Vaporizer is an excellent choice.
Carter YF & RBS
Although the Autolite 1100 gets a lot of attention for its extensive use on Ford sixes, it wasn't the only six-cylinder carburetor. Carter is a name normally associated with Chrysler products of the era, but Ford also used its share of Carter carburetors. The Carter YF first saw use on California emissions 170 and 200ci sixes in 1967. In '68-'69 it was used on the 170ci and 240ci sixes. And in 1970, when the Autolite 1100 was phased out, Mustangs got the Carter YF on 200ci sixes. The Carter YF is a little squat-box one-barrel carburetor with metering rod function like the larger Carters. It is a better carburetor than the Autolite 1100, although the YF suffers from a poor accelerator pump design. The YF carburetor does not have a Ford part number on the body. Your best shot is the carburetor tag if it remains. There is a Carter number stamped into the body, which helps. You're looking for a Carter YF #6051. YF's came in 150, 170, 187, and 200-cfm sizes.
The Carter RBS was used only on the Mustang's largest six-cylinder engine, the 250ci six, from '70-'73. Like the Carter YF it replaced, the RBS is a metering rod design actuated by intake manifold vacuum. And like the YF, it also struggles with poor accelerator pump function. A Carter number #2191 is cast into the RBS body. In 1972, Carter began producing these carburetors with the words "Mfd. By Carter for Motorcraft," which makes them easy to identify. Only one size, a 215 cfm, was produced.
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