351W Carb Conversion ?
pedant
Joined: Jan 2008
Posts: 23,576
Likes: 40
From: EXTREME southwest CT
Electric in tank pumps fed a.'vapor separator canister' up by the carb.
This had some screens and a restrictor orifice to keep inlet fuel under pressure (to inhibit boiling)
Fuel was fed to the carb, vapor and excess fuel returned to the tank. This kept 'cool' fuel from the tank circulating past the carburetor.
The system used an inertia switch and the oil pressure switch to failsafe the system in case of a crash.
Safety was bypassed with the key in the 'crank' position.
This had some screens and a restrictor orifice to keep inlet fuel under pressure (to inhibit boiling)
Fuel was fed to the carb, vapor and excess fuel returned to the tank. This kept 'cool' fuel from the tank circulating past the carburetor.
The system used an inertia switch and the oil pressure switch to failsafe the system in case of a crash.
Safety was bypassed with the key in the 'crank' position.
Fleet Mechanic
Joined: Mar 2014
Posts: 1,926
Likes: 116
From: Saskatchewan Canada
I was trying to address the OP's original request.
New User
Joined: Jul 2013
Posts: 2
Likes: 0
Help
I hear ya Dixie!
I'm no fan of some of the current trends, like monitoring your PCM for the insurance companies benefit and sometimes things become electronically controlled when there is no good reason to. I like the kachunk of pulling your transfer case into gear as opposed to twisting a switch or pressing a button. I also like getting out to manually lock up my hubs. Never did trust those automatic lockers. Sometimes things may even be arguably safer with a mechanical connection, like throttle by wire.
Just to put things into perspective, we were lucky enough to have a durable and reasonably simple EFI system with the EECIV starting in 1985. Our trucks are fully equipped to run EFI and the fuel system is not designed for carburetors. It becomes an expensive and difficult project to remove all the EFI components and replace them with carburetor friendly technology. A properly designed and tuned carbureted engine can run strong and so can the same engine when equipped with EFI. There are tuners available for the EECIV system and it actually becomes easier with OBDII technology, although now we are slipping into that area where you need more than a simple scan tool. There is some aftermarket support here and you can always go with MegaSquirt or F.A.S.T. If cost is a concern, check out some of the pricing on a new carb and manifold. Yikes!
Just another opinion, of course.
Edit;
This is a subject that has come up often. Of course, every time it does, somebody digs up an old thread and posts to it. Over 7 years old, but it has some remarkably good info and opinions.
https://www.ford-trucks.com/forums/8...arb-setup.html
I'm no fan of some of the current trends, like monitoring your PCM for the insurance companies benefit and sometimes things become electronically controlled when there is no good reason to. I like the kachunk of pulling your transfer case into gear as opposed to twisting a switch or pressing a button. I also like getting out to manually lock up my hubs. Never did trust those automatic lockers. Sometimes things may even be arguably safer with a mechanical connection, like throttle by wire.
Just to put things into perspective, we were lucky enough to have a durable and reasonably simple EFI system with the EECIV starting in 1985. Our trucks are fully equipped to run EFI and the fuel system is not designed for carburetors. It becomes an expensive and difficult project to remove all the EFI components and replace them with carburetor friendly technology. A properly designed and tuned carbureted engine can run strong and so can the same engine when equipped with EFI. There are tuners available for the EECIV system and it actually becomes easier with OBDII technology, although now we are slipping into that area where you need more than a simple scan tool. There is some aftermarket support here and you can always go with MegaSquirt or F.A.S.T. If cost is a concern, check out some of the pricing on a new carb and manifold. Yikes!
Just another opinion, of course.
Edit;
This is a subject that has come up often. Of course, every time it does, somebody digs up an old thread and posts to it. Over 7 years old, but it has some remarkably good info and opinions.
https://www.ford-trucks.com/forums/8...arb-setup.html
I was reading yalls threads & I am new here but I have a 1992 351w 5.8L Bronco that has had some things changed since i bought it & I rebuilt motor & found out being SD & not MAP I couldn't install a cam & 4 barrel. I don't have many of them sensors even hooked up I'm old school mechanic shade tree but this new PCMs ECMS I need to get all the HP out this i can get. I'm seeing i need some stand alone controller that's more than the truck is worth so not sure how to do this so I can make it work. I am pulling board out tonight & see if these caps that leak is causing me to loose memory in my shifting. Any help i would appreciate before I take out fuel injection.
Posting Guru
Joined: Sep 2013
Posts: 1,033
Likes: 0
I was reading yalls threads & I am new here but I have a 1992 351w 5.8L Bronco that has had some things changed since i bought it & I rebuilt motor & found out being SD & not MAP I couldn't install a cam & 4 barrel. I don't have many of them sensors even hooked up I'm old school mechanic shade tree but this new PCMs ECMS I need to get all the HP out this i can get. I'm seeing i need some stand alone controller that's more than the truck is worth so not sure how to do this so I can make it work. I am pulling board out tonight & see if these caps that leak is causing me to loose memory in my shifting. Any help i would appreciate before I take out fuel injection.
Posting Guru
Joined: Sep 2004
Posts: 1,556
Likes: 5
Seems folks that have gone down this road, wanting to carb their efi engine and retain the electronically controlled transmission, have used a TPS sensor designed for carbs, to provide input to the computer, retaining the stock computer for the transmission function.
You can run a mechanical pump, simply disconnect power to the efi pumps, or Id disconnect power to the efi pumps, install a carb electric pump on the rail. If budget minded was my goal.
No one mentioned, with the later 351w engines, your gonna find a roller camshaft, which means, your typical aftermarket carb distributor, will have the wrong distributor gear, you will need to change that.
Also the SD system isn't as limited as people want to believe. The main issue is the cam and its ability to provide vaccum input ultimately to the computer. You can run "bigger" aftermarket heads, more compression, headers, aftermarket intake, stroker kit and the correct cam and injector sizing, and the SD computer and engine will live happily ever after, and make a lot more power than stock, just not at a crazy higher rpm, due to the limits of the cam, but a lot of truck power none the less. Not to mention, that are way to tune an SD setup, to make it work all the better.
Or introduce some form of forced induction, and FMU and..........
You can run a mechanical pump, simply disconnect power to the efi pumps, or Id disconnect power to the efi pumps, install a carb electric pump on the rail. If budget minded was my goal.
No one mentioned, with the later 351w engines, your gonna find a roller camshaft, which means, your typical aftermarket carb distributor, will have the wrong distributor gear, you will need to change that.
Also the SD system isn't as limited as people want to believe. The main issue is the cam and its ability to provide vaccum input ultimately to the computer. You can run "bigger" aftermarket heads, more compression, headers, aftermarket intake, stroker kit and the correct cam and injector sizing, and the SD computer and engine will live happily ever after, and make a lot more power than stock, just not at a crazy higher rpm, due to the limits of the cam, but a lot of truck power none the less. Not to mention, that are way to tune an SD setup, to make it work all the better.
Or introduce some form of forced induction, and FMU and..........
Thread
Thread Starter
Forum
Replies
Last Post
Rotorpilot
1987 - 1996 F150 & Larger F-Series Trucks
10
May 29, 2019 03:43 PM
whisler
1980 - 1986 Bullnose F100, F150 & Larger F-Series Trucks
29
Mar 17, 2012 10:55 PM
pro70golfer14
1987 - 1996 F150 & Larger F-Series Trucks
45
Oct 26, 2010 07:12 PM
scottddove
1980 - 1986 Bullnose F100, F150 & Larger F-Series Trucks
9
Feb 1, 2010 10:40 PM
