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Service Information for the

1958 - 1975 Ford Model 2100

Carburetor

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Trademarks appearing herein are the properties of their respective owners and are used for descriptive purposes only.

No endorsement is to be construed.

Materials and information presented herein are archival in nature and are for historical research purposes only.

Introduction

The Ford Model 2100 is a single stage two barrel carburetor used in Ford applications starting in 1957. This manual covers the 1958-1975 Ford

applications, including the 2100D model (cover illustration). The 1957 model has a unique accelerator pump system and is not covered.

The Model 2100 was variously referred to as a Ford, Autolite or Motorcraft

carburetor. It consists of two main body sections, both cast of aluminum: the

throttle body and the air horn (float bowl cover). The choke housing and venturi

cluster insert are made of zinc. Most model 2100 automatic choke carburetors

used an internal choke pull down piston inside the choke housing as a vacuum

break to open the choke on start-up. Model 2100D carburetors use an external

choke pull down diaphragm mounted on the air horn behind the choke plate.

Some 2100D carburetors also used an external choke pull off mounted on the

passenger side of the carburetor.

In general, the complete carburetor number was only found on a metal tag attached to the air horn. In many cases, part of the carburetor number is also stamped on the driver’s side of the carburetor near the front mounting stud. This can sometimes be used to identify the unit.

Ford Carburetor Number Decoding

All Ford carburetors have the basic part number ‘9510’; this not normally included in parts listings for carburetors.

For example,

C4DF-9510-AB

is a carburetor used on a 1964 Ford Falcon with 260 CID motor, and is usually referred to as C4DF-AB.

“C” means 1960’s

“4” means 1964

“D” means Falcon (called the Model Basic Design digit)

“F” means the design came from the General Parts division of Ford (called the Engineering Component digit)

“AB” identifies the particular carburetor design.

Decade Code

B = 1950’s

C = 1960’s

D = 1970’s

Model Basic Design Digit (3rd character in the number)

A = full size Ford

D = Falcon

E = truck (also T)

F = foreign

G = Comet or Montego

H = heavy truck

J = industrial or marine

L = Lincoln

M = Mercury

O = Fairlane or Torino

S = Thunderbird

T = truck (also E)

U = van

V = Lincoln

W = Cougar

Y = Meteor (Canada)

Z = Mustang

Engineering Component Digit (4th character in the number)

E = engine group

F = general parts

Note that only options relevant to the carburetors covered by this manual are

listed. Also, the carburetor number generally indicates the model or division for

which it was originally produced. Thus a carburetor with the third digit for

Mercury might also be used on a Ford. In some cases, a carburetor number is

used in more than one year. The date is then the year for which it was first

designed.

An additional number is cast into the driver’s side of the throttle body. This is the venturi diameter in inches. A common size for smaller engines is 1.08 (inches); this would indicate the carb came from a 289 or 302. A 1.12 or larger carburetor would usually be from a larger engine, such as a 390.

Restoration Tips

Finishes

The throttle body and airhorn are finished in natural aluminum. Cleaning in acid

can darken the finish and should be kept to a minimum. Blasting with very fine

(#8) glass beads followed by a chromate dip will restore the finish.

The choke housing, venturi cluster and (in most cases) the power valve cover are olive-green chromated zinc.

Airhorn screws are 10-32 Fillister head slot screws through the late 1960’s; some

later models used Phillips head. The finish on the screws is clear or yellow zinc.

Problems

The 2100 uses a steel throttle shaft which may wear into the aluminum throttle

body.

If necessary, bronze bushings can be installed to restore the proper clearance. This requires special tools and is generally a job for a professional. The bushing size is 3/8” ID, 7/16” OD and ½” long.

Occasionally, the underside of the throttle body is distorted. The body should be

checked along both diagonals with a straight edge and machined flat to prevent

air leaks, being careful to remove the minimum possible amount of material.

The power valve cover, when made of zinc, is almost always distorted. This

results in an air leak causing premature operation of the power system and a rich

mixture. It should also be planed flat; a belt sander or large file may suffice.

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