Autolite 1100 Carburetor

Autolite 1100 carburetor parts.All technical information including videos assume parts used are our brand. Parts from other sources may not install, or function the same way.
About the Autolite 1100 Carburetor

  • The Autolite 1100 one-barrel carburetor was included on 170″ & 200″, 1963-69.
  • 1963-1967 (some) came with a spark control valve.
  • 1968 – The venturi size was changed to 1.10 and there was no control valve.
    The distributor was changed to use a mechanical advance
    instead of using the venturi vacuum previously.
  • 1967-1969
    – Two diaphragms were used. The added
    diaphragm is used as an anti stall dashpot. Only one diaphragm was used prior to 1967
  • Correct venturi size for Mustangs was 1.10″, or 1.20″
  • When no tag is present, Identification can be done by inspecting the base. You can sometimes find a Ford part number there.

Buy your Autolite 1100 carburetor kit here.

Free Autolite 1100 manuals

1968-69 Autolite 1100

Power Valve

At higher speeds, the engine vacuum drops which causes the power valve to open and allow more fuel to flow.
Autolite 1100 Choke

Do not remove the power valve assembly when rebuilding, but it does need to be free to easily move up and down. For sticky power valves spray liberally with silicon spray lubricant and work it up and down until it is free. Worst case is you will have to remove the clean out plug on the top of the carburetor so that you can get at the cylinder for cleaning. You will need a new clean out plug, or patch up the old plug with JB weld (don’t get any inside). A surge at high speeds (steady throttle) might indicate a power valve
problem. Change the power valve timing to open sooner (at less throttle opening) by adding additional calibrating shims, on power valve rod (see illustration above). If less than 4 shims found on rod, add 4 shims; if more than 4 shims found on rod, add fewer number. Total number of shims on rod must not exceed 8. These shims are not produced and you only want to take the power valve apart as a last resort.

Autolite 1100 Main Jet

This is where the Autolite 1100 main jet resides. Due to the difference in gasoline, the jet size that was originally installed on the 1100 isn’t that relevant anymore. Be sure you are using the correct jet size, otherwise you chance ruining your engine. Test your main jet
by running your vehicle for 20 minutes at a sustained speed. Pull a spark plug and look at the color. Gray is perfect. White means you are too lean and need to move up one size.
Black is too much fuel and you need to move down one size. Do this one size at a time until you get a good gray colored plug. This test is only valid when your engine and electrical system are good condition.
Autolite 1100 Jet

1966 Rough Idle & Poor Fuel Economy Correction.

This condition may be caused by the fuel bowl vent valve being out of adjustment. Check and adjust the vent valve each time the carburetor idle speed adjustment is made. 

Buy your Autolite 1100 Main Jets.

Did you lose your check weight?

Autolite 1100

These are no longer available, but you can make your own. Use a 3/16″ aluminum rod, cut 9/16″ long. File the end a bit as pictured. Weight will end up being about 1 gram.

Watcha video about On The Bench Adjustments

Watch a video about rebuilding the Autolite 1100 carburetor. Part 1 – Teardown

Question
I seem to have a problem with my carb that I rebuilt recently. It is a C8PF-D on my 1963,170 cu in Falcon with auto trans. Its a manual choke and has the spark control system and a diaphram on each side. We adjusted the mixture screw till it ran nice and took it for a small drive. Upon returning it would not idle hardly and was running very rough. We adjusted the mixture screw again and it started runnning properly agian. The next drive we took it ran great, but when we arrived home the same rough running and no idle was present agian. It acually died on us instead of idling. My question is if the mixture
screw is backing itself off due to vibrations etc.? Could the screw or spring be worn out or could it be the carb hole and threads worn out? I hope you have run across this before and can point me in the right direction. I thought about loctite to hold it, or maybe a new
spring and screw.

Answer
1st off don’t use anything on the threads. That would probably ruin the carburetor. It does seem the screws are moving from vibration. I would replace the idle mixture screw and spring.

Watch a video about the Autolite 1100 Flooding Troubleshooting

 


I am having an issue with my autolite 1100 stumbling when under way. Everything is fine at rest. I notice if I sit on the fender and rock the car the engine begins to stumble. When I set the float level I used the Fuel system service instruction worksheet provided in your rebuild kit and it stated to set the float level to 1 – 3/32 for my 65 Mustang 200 A/T, which I did. Do you think its possible I would need to set the float level higher or do I possibly have something else going on? Fuel pump filter and strainer are all 2 months old. As is the carb rebuild.

The 1st thing that comes to mind is that the flow bowl is warped. Check my video about fixing the 1904 with heat. Same idea.

Recent Posts

The B&B or Ball & Ball Accelerator Circuit Gone Bad

checkballdischarge b&bpump check inlet

 

 

 

 

Here is the question. When I accelerate the engine bogs down, or dies.
Assuming the electrical system is OK, because the distributor advance will act the same way, so check that out also.
The first thing to do is turn the engine off and look down the bore of the carburetor. Pump the throttle and you should see a squirt of gas come out of the main discharge. This is located just under where the carburetor top mounts (see #28).
No squirt, or weak squirt indicates a blockage in the accelerator pump circuit. Remove the aluminum plug where the main discharge is located. See #27 in the illustration. This plug is included with our Carter B&B carburetor kits. Remove and clean the main discharge jet #28. Be careful removing this jet. They get stuck and will break easily and if it doesn’t come out easily, then leave it in and clean it out the best you can. Run thin wire through the jet to make sure it is clear.
Your carburetor may have an intake check ball located at the bottom of the accelerator pump well with a retainer wire holding it in the hole. If you don’t have the hole, then a check ball is not necessary here. The action of this part is as follows: When the pump returns to the top, gravity pushes fuel up through the bottom hole and lifts the check ball up, allowing the pump well to fill up with fuel. You can add some fluid into the float bowl and watch to see if this does happen. If your carburetor kit includes an aluminum check ball, then this is where it resides. If you can’t get fluid through this hole, then it is plugged up. Try blowing air through it. When accelerating this check ball will close keeping fuel from going back to the float bowl. Seat this check ball (only if not aluminum) by tapping on it with a brass drift punch.
In the bottom of the float bowl close to the accelerator pump well will be another check ball inside a small column. The column will have either a cap screw, or an aluminum plug covering the check ball (#29 & #30). This is the discharge check ball. When pressing down the pump, fuel will force this check ball off the seat allowing fuel to reach the main discharge.
Test the 2 check balls this way. Hold down the discharge check ball with a brass drift punch. With the pump well full of fluid press down on the pump. You should feel some resistance. If you suspect this ball to leak under this test, tap on the check ball with a brass drift punch to seat it. Now press down on the pump (full of fluid) and see if the fuel lifts up the discharge check ball.
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