Electronics delete on feedback carb?
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Cargo Master
Joined: Aug 2007
Posts: 2,561
Likes: 69
From: New Zealand
Bill,
Regarding my feedback carb, are we correct that -
1. The computer being completely disconnected from the carb, would give a full-rich condition?
2. The computer having a connection to the carb, but none to the ignition (via the crank sensor), would give a full-lean condition, as with 82F100SWB's truck?
Regarding my feedback carb, are we correct that -
1. The computer being completely disconnected from the carb, would give a full-rich condition?
2. The computer having a connection to the carb, but none to the ignition (via the crank sensor), would give a full-lean condition, as with 82F100SWB's truck?
Old School Hot Rodder
Joined: Feb 2006
Posts: 6,472
Likes: 11
From: Exmore, VA
Ken, I really can't tell the information I have on the 2150 FBC is extremely vague. I suspect the delete kit may be the altitude compensator that was used on non-feedback high altitude vehicles. All I can find on your system is that it is a duty-cycle solenoid that controls additional air into the carburetor. I would suspect that if everything except the DS-III crank sensor was working the O2 sensor, MAP and Baro sensors, TPS are there it may work. Somewhere I have a 1982 Lincoln shop manual set that covers the EEC-III system. I am not at home in Newport News at present, I am at my retirement home in Exmore, VA. When I get home I will see if it sheds any light on the subject.
You may be able to feel the solenoid pulse when the engine is running, if so it is working, if not, it appears to be 12V powered, so applying 12V across it would probably cause one of the 2 conditions. I am leaning toward: no signal = rich, full power = lean from what I remember on these, I do have a 4.9L FBC, if the mixture solenoid is still attached I can do some checking.
You may be able to feel the solenoid pulse when the engine is running, if so it is working, if not, it appears to be 12V powered, so applying 12V across it would probably cause one of the 2 conditions. I am leaning toward: no signal = rich, full power = lean from what I remember on these, I do have a 4.9L FBC, if the mixture solenoid is still attached I can do some checking.
FTE Legend
Joined: Jul 2010
Posts: 32,875
Likes: 48
From: Northeast, OK
Bill,
Regarding my feedback carb, are we correct that -
1. The computer being completely disconnected from the carb, would give a full-rich condition?
2. The computer having a connection to the carb, but none to the ignition (via the crank sensor), would give a full-lean condition, as with 82F100SWB's truck?
Regarding my feedback carb, are we correct that -
1. The computer being completely disconnected from the carb, would give a full-rich condition?
2. The computer having a connection to the carb, but none to the ignition (via the crank sensor), would give a full-lean condition, as with 82F100SWB's truck?
Thread Starter
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Cargo Master
Joined: Aug 2007
Posts: 2,561
Likes: 69
From: New Zealand
OK - Thanks Bill & Gary.
I did find posts of JimsRebel that relate. Maybe this is the thread you meant, Gary?
https://www.ford-trucks.com/forums/1...-feedback.html
His feedback carb was disconnected from the computer & he ran it for three months experimenting with a manually operated 'full lean' switch, that he used as much as possible (monitored off the O2 sensor)..........vs no electrical connection at all (full rich).
He didn't get any measurable difference in mpg, so has used the carb since on full rich.
I did find posts of JimsRebel that relate. Maybe this is the thread you meant, Gary?
https://www.ford-trucks.com/forums/1...-feedback.html
His feedback carb was disconnected from the computer & he ran it for three months experimenting with a manually operated 'full lean' switch, that he used as much as possible (monitored off the O2 sensor)..........vs no electrical connection at all (full rich).
He didn't get any measurable difference in mpg, so has used the carb since on full rich.
FTE Legend
Joined: Jul 2010
Posts: 32,875
Likes: 48
From: Northeast, OK
That's the thread I was thinking of, but couldn't find. Odd that he couldn't see any difference in MPG. Suggests either the carb wasn't working correctly or the changes are so minimal that they don't show up in the overall MPG.
Thread Starter
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Cargo Master
Joined: Aug 2007
Posts: 2,561
Likes: 69
From: New Zealand
Yeah, I guess it is still a carb, not EFI.
By that, I mean a non-feedback carb is jetted to operate satisfactorily over a range of conditions........so maybe there's only a pretty narrow range of variation that the feedback system provides, alongside the conventional jets.
By that, I mean a non-feedback carb is jetted to operate satisfactorily over a range of conditions........so maybe there's only a pretty narrow range of variation that the feedback system provides, alongside the conventional jets.
FTE Legend
Joined: Jul 2010
Posts: 32,875
Likes: 48
From: Northeast, OK
Bill can probably confirm, but I've heard that changing the float level can have a minor effect on AFR. And it seems to me that changing the pressure in the bowl is essentially the same as changing the float level. So, it follows that the effect would be minor.
Old School Hot Rodder
Joined: Feb 2006
Posts: 6,472
Likes: 11
From: Exmore, VA
Gary, the biggest thing a float level change does is effect the fuel pickup on the main circuit. Higher gives a quicker tip in, lower gives a slower tip in. The system Ford used on their feedback carbs other than the infamous VV is an auxiliary air bleed system on both the main and idle circuits.
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FTE Legend
Joined: Jul 2010
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From: Northeast, OK
Gary, the biggest thing a float level change does is effect the fuel pickup on the main circuit. Higher gives a quicker tip in, lower gives a slower tip in. The system Ford used on their feedback carbs other than the infamous VV is an auxiliary air bleed system on both the main and idle circuits.
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