motocraft vs weber 38

After all the reading of the weber’s hard to dial in I would go with the MC. Now I would go 1 better and go with a 350 cfm 2300 Holley. It uses all the same tune parts and it’s bigger brothers.

 

My son’s Jeep came with a Weber and had nothing but issues with it. I had a 2300 on the shelf. A rebuild and a little tuning and it runs great.

 

The 2300 has the same bolt pattern as the MC carb. I even have a 500 cfm on my stock 304 75 Gremlin because I could not get the stock MC to run right.

Dave ----

Depending the application, you'll still need to fab some linkage hookup, but it's far easier on the MC than on the Weber, at least for my Gremlin.

super258 wrote: my Motorcraft 2150 is off of a 1982 Bronco 2 with all the emissions stuff still on it my question is will it still work on my set up with all that stuff connected

Not knowing exactly what "Emissions Stuff"  is  I can not answer that question with any kind of predictable success, but for the most part what consisted of "Emissions Stuff" was a movable main metering jet and there generally is a way to center the movement and hold it is place, that done, for the most part that vintage carburetor works like any of the others so there no reason to believe that it will not work well.

I have the MC 2150 off of my Hornet 304. It has been rebuilt but is spare now since I put the 4 barrel manifold and carb on the Hornet. I would love to put the MC on the Spirit but it is not a bolt on. Where does one get an adaptor plate to accomplish this task?

Thanks!
Mr. Ed

Ed, I have a 2 to 4 (or 4 to 2) adapter in the garage and a couple of the 2100 series 2bbls used on AMC engines.  I can only assume there are 2 to 2 adapters that change from the BBD 2bbl to the larger 2100 series 2bbl carbs and for the Single Barrel Carter YF Carb to the larger 2100 series carb they are out there some where.  I never looked for them.
A nice intake though to adapt is the aluminum one used on the Eagles which used both water heat and electric heat but most importantly did not make physical contact with the exhaust manifold so you were not overheating the intake manifold and the carburetor from exhaust heat on hot days.  I have had carburetors get so hot under that arrangement you could not hold on to the air cleaner.
Here where it is as hot as it is, I would run no carburetor heat at all and just let the heat absorbed from the cylinder head through the aluminum do what ever is required if anything. And then run an adapter.  And see if I could get away with it.
But that said, the AMC 6 pumps 400+ cfm at 5 to 6000 rpm and that warrants the carter 450 cfm 4bbl. Keep in mind at that size, something runs on the primaries and the secondaries are only used on demand.
My Spirit motor was initially built to be a smog legal cooking version of an in line 6 and it met that criteria, but fell on it's face at about 3400 rpm as that is where the BBD was now past it's cfm capability.
When the smog legal Port F.I. became available with a smog exemption I bought and used it.  It's capability of handling more air was legendary and as such let the engine spin up to well over 5000 rpm with out falling off.  So the compression, cam and now F.I. worked together to provide a quite fast throwback I-6 that ran hard and has for now for the last 13 years and 35,000 miles with the F.I. operative.  The W.O.T. 2/3 shift is set for 4700 rpm and it has no problem doing that when asked.
It is a quick little motor and geared to be a freeway flier at about 32mph/1000 rpm.  This is in high with the torque converter locked up  Another handy performance option was having a 2200 rpm stall lock up converter built for the transmission.