Lately I have been questioning myself if the carb that was installed on my engine when it was rebuilt if it is even right for my application. I will be checking for a tag tomorrow as I can not remember if there is a tag on the carb.


But in the mean time I looked in the parts and illustration guide I have and the follow four carb calibrations come up and I am curious what the difference between the carbs.


F150 2wd C6 exc. Hi-Alt : 2-54K-R0
F150 2wd C6 exc. Hi-Alt : 2-54K-R12


F150 2wd C6 w/AC exc. Hi-Alt : 2-54D-R0
F150 2wd C6 w/AC exc. Hi-Alt : 2-54D-R10


I know the difference between the two groups is one is with A/C and one without, mine is originally no A/C it has dealer A/C installed after it was built so it would be one of the two first carbs, but I am just wondering what the difference is as I might try sourcing the proper carb to see if it fixes my performance problem that I have bandaided for the time being. So far I have already got the ball rolling on building a 332 stroker out of a roller 302 but that will be years in the making.

 

I have a carb off of an 82 351W. I think the difference is one is a feedback carb and the other isn't. Which ignition do you have the DSII or the EEC IV?

 

DSII is what I have non feedback.

 

This carb I have is going to be the feedback style.

 

............

 

High altitude calibrations would have the yellow grommet DuraSpark box with a third plug for a pressure sensor.

One of each pair is going to be California calibration.

 

This is the blue strain relief not yellow like my 351w is.


I just am not sure on this I do have a early '70s replacement 2bbl carb on my 292 that appears to have some big boosters and probably jets as well.


I am at this point contemplating of doing a swap down the road or just pull my carb off and try going up a size in jetting in my current carb.


When I pulled the exhaust off the turn down after the muffler was dry and had no black carbon so I know its not too rich but it does have a bog from stand still most of which was corrected by going up to the max hole for the accelerator pump. At the same time I am doubting if upping the jet size would even resolve this issue might be something I will have to live with till I do my engine swap.