I'll echo Carl on this one. There definately was a 2V option on 390s in those years; I knew people who had them.

'46, check out this link: http://home.earthlink.net/~bubbaf250...rb/carb01.html

I didn't read what he had to say, but in looking thru the pictures he had, on the internal parts page, he showed what I would guess is the difference between the 2150 and the 2100: the metering rods that affect the high speed air bleeds.

That's about all that I see different from the 2100 that I can recall.

 

Wild Bunch, that is the same site that 390 provided on another forum. However I missed the bulk of the presentation until just now. Will take a closer look. It does appear that there are quite a few external additions to the 2150, at least compared to both of my 2100's: Fuel bowl evap vent tube, throttle postion solenoid, choke pull down diaphragm, and EGR valve.
With all of that I am glad to have the 2100s. They are apparently real basic, which is what I need. The carb with 1.14 venturis came with an automatic choke, but it is going to be changed to manual.

 

'46, the bowl evap tube was, I think, present in teh 2100s, and the choke pull down diaphagm is common with divorced choke arrangements, where the bimetallic strip sits on the heat riser of the manifold. The old integral round choke mechanisms used to have a piston for vacuum pull down in them, and I'm not sure why they eliminated that part on the round choke housing shown, except that it is probably more expensive to bore a hole and fit a piston than it is to stamp out a vacuum diaphragm.

The throttle position solenoids were also used in some air conditioned cars pretty far back. Later on, when they had all the pollution junk, they would used them for the throttle stop, and they were wired into the ignition system. You'll recall that cars of the late 70s and early 80s had a tendency to run on on hot days, so they hooked up a solenoid to the throttle stop, so that when you shut the key off, the throttle plates would close all the way.

I once, on a thermoquad 440 Chrysler, hooked one of these up and wired it to the A/C compressor clutch, so that the idle stayed the same speed, no matter whether the air conditioning was running or not, and it worked well. (I used the lean burn thermoquad and plugged the idle air bypass passages with screw shanks. I think I had to thread a real idle stop screw, too.)

I suspect that Ford messed with the high speed air bleeds to get better control of the mixture for pollution requirements. I will admit that the beauty of the 2100/4100 is its simplicity and reliabilty, along with the ability of the annular discharge booster venturis to do a good job of atomization. But, that adjustable bleeds might be fun to play with in giving and extra tuning capability.

Sorry for posting the same link, I didn't see the other thread.

 

i tried it but the throtal links did not match