78 Mark V 2150 carb

[MarkVMatt]

I recently replaced my original Motorcraft 2150 carb on my Mark V/400 CID V8 with a rebuilt one from a supplier in California who claims to test the carb on an engine before shipping. I believe I have it successfully installed, but it is running (barely) very rich. I am trying to adjust the mixture screws to compensate, but they are in a horrible place and I am struggling to adjust them. Any suggestions on that are very welcome.

In addition, I am starting to think that perhaps the jets in the replacement carb may not be correct for this engine and I can't compare them to my original carb as I had to send that back to get my core charge back. Does anyone know what the correct size is? I want to verify mine. If they are incorrect, does anyone know of a good place to get the correct size?

Your assistance is most welcome

 

[Action]

Welcome to the LOG.

The jet size may be tailored to the engine calibration.
The carb should have a metal tag. The data on the tag may pull up the jet size.
OR
The carb data will be stamped on the base of the carb on the left (drivers) side. When installed the stamping is not easy to see. A strong light, the right angle and good eyes are needed.

Also on the size of the carb, not in a specific position, is the venturi size.
1.08 or 1.21
Yours should be a 1.21 venturi with a 351 CFM. If it is the smaller 2150, (1.08) the engine is not getting enough flow. And the seller should accept a return.

The jet size would be stamped on the jet. (Top or side and the carb needs to be removed and the top taken off.) An internet search produced the sizes of 55 to 57.

Action

 

[MarkVMatt]

Thank you, Action,
The metal tag is missing on my replacement carb.
I will try to see if I can spot any data on the side of the carburetor, but I have not noticed any in the time I have been wrestling with it.
I do know there should be a 1.21 inside the bowl somewhere and I have been meaning to take the top off and check it, which I will probably do sometime this week.
While I have the top off, I am going to try to double check the jet size and I am expecting to see a 56, but just wanted to verify with someone who knows if that is indeed the right size. I read that size in a truck forum but thought double checking here made sense.

Thank you again,
Matt

 

[Action]

The 1.21 should be stamped on the outside of the carb. Not the inside.
Typically on the throttle side. Inside a circle of sorts. See attached pic of a 1.08

I found this for the jet sizing. The left column is carb ID numbers. This number should be stamped on the side of the carb base.

Motorcraft 2150 Jets - Mikes Carburetor Parts

Motorcraft 2150, 2 barrel carburetor main jet sizes. Find out what your original application used for a jet size.

www.carburetor-blog.com

I forgot about adjusting the mixture screws.
An easier way is to get a mixture screw driver. The flexible shaft kind is what I have used in the past.
The end will fit the mixture screw

Action

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[MarkVMatt]

My replacement carb does not have any markings on the side at all. I searched and searched on all sides and did not find a 1.21 or 1.08 anywhere, so I just must assume it is a 1.21 since the vendor labeled it as a 77-79 2150. I found my metal tag from my original carb (not the replacement, which didn't have one) and it says D8OE-HA, so according to the chart you sent in your post, it should have a .059 primary, so I will be double checking that soon.

I did find a post about someone using 3" sections of fuel line pressed over the heads of the mixture screws to turn them, so I am going to try that. As my plan B, can you share with me the brand of the flexible screwdriver you have used? I looked online and there is a dizzying array of them to choose from and many of them seem to be specific to motorcycles, ATVs, or GM/Chrysler products. I was not able to find any for Fords etc.

 

[Action]

The hose can work. The shorter the better.

My mixture adjusting screw driver is very old. No markings on it. I think I bought it at Sears. about 40 years ago. Necause that is where I bought tools from back in the day.

Action

 

[Action]

How did the engine run with the old carb.
The # you posted D8OE HA would not be what I would expect to see.
I would have expected to see a D8S? or D8K? number.

Is there a paper tag on the front of one of the valve covers?
If yes, what are the numbers/letters along the right side of that tag?

Action

 

[MarkVMatt]

It ran OK, but not great, and there was a lot of hesitation and stumbling on acceleration, which is what prompted me to replace the carb in the first place.
I have attached photos of both the paper tag from the front of the valve cover as well as the emissions sticker, just in case it helps.

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[Action]

I am in a conference to the end of the week.

The pic on the left is the calibration tag. Has a lot of engine data. (I am always amazed how long these tags last. THey are not that HD)
In the right side is the Calibration #.
C with a revision "R" below.

I have some of the calibration sheets for the late 1970s.
On the sheet are parts and part numbers used for that calibration.
Including the carb.

The number to the right of the "C" is not that visible for me.
Would you confirm it?

When I get back I will see if I have YOUR calibration sheet.
This assumes I can remember. If I do not get back to you by Tuesday, reach out to me. (Post here or message me)

Action

 

[MarkVMatt]

Action,

First of all, I just want to thank you for all your help. It means a lot to me.

The tag was a bit dogeared, but I did my best to bend it back. It looks like the calibration is 17B with a Revision of 19

I spoke with the vendor I got the carburetor from, and they are going to exchange it for another one. I hope that the next one is better, but I still appreciate your input on what the correct jet size should be for this engine assuming you have the calibration sheet. I pulled the top off of the carburetor that I just sent back and was disappointed that the jets did not have any numbers on them. (see second photo)

I'm not sure if it makes a difference, but the car was built on 12/19/1977 as a 1978 model.

Thank you,
Matt

 

[Action]

That build date is about mid-year in the mode run.

The listing for the calibration number would be:
8-C17B-R19

The hard copy book lists the calibrations by engine displacement.
17 series will be a 460
Likely there is an A and a B. Maybe a C too.
The revisions maybe 1 through ?? However, more common would be several numbers are missing. Engineers will work on a calibration for a specific application and then find it doesn't work or isn't really wanted.
In addition, there are a few calibrations that are carried over from the previous year. Not a common thing and it does happen.

You are focused on the carb. And any one part may be used on multiple applications. (Calibrations) But the change in calibration may be some other part. OR the vacuum (controls) routing.

Action

 

[MarkVMatt]

Odd that the 17 series is for a 460 since this is a 400.

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[Action]

This is my error.
I have no looked it up. Just using that for an example
But the point is that C with the number follows is the engine series.

So the 17 would be for your 400

I am still in a conference (in person) and parts of the conference are not that interesting.

Action

 

[Action]

Attached is the emission calibration sheet for 8 17B RO.
Unfortunately I do not have 8 17B R19.
This is for FLM vehicles with 6.6l (400) engine, C6 transmission, 2.75 axle ratio with both AC and non-AC for delivery in California.

Some back ground -
This is the 1970s. Vehicle manufacturers and their engineers are scrambling on how to tackle the combined EPA and CAFE regs.
There is not a direction or "HOW TO" that has done it before, just the mandate to meet the end result.
And of course, after the answer is created, that solution and how it works and repaired HAS to be communicated to the dealership network.

These sheets which are cleaned up engine engineering drafts with signatures on the bottom are a piece in that communication,
Since these are really drawings, they were created on 11" X 17" paper. (Bigger than legal sized paper) This is so all the information plus the drawing can be accommodated for each variation or calibration. There are 14 engine groups and each group has 6 to 12 calibrations. Most of these were sent to the dealerships in batches. (At the time there are 6400 FLM dealerships) These batches or printings either have new calibrations as running changes are made or revisions to existing calibrations. I would suggest 8 17B R19 is just a revision of 8 17B RO.

Because of this, I only have a hand full of these updates. The sheet attached came from printing Number 11 of which there are about a dozen pages with revisions.
Look at the far right side. And the parts list is dated 7-22-77 which is fairly early in the model year run. But the release date is 12-12-77 and revised on 02-21-78.

Now you are seeking carburetor information.
Listed at the top right for this calibration is two carburetors.
D8SE 9510 EA and D8SE 9510 DA
These are engineering numbers so the service parts numbers would be similar. Or in some cases exactly the same.

With all of that said, I am not sure if a 11x17 sheet attaches on this forum.
Please let me know.

Action

 

[Action]

At least from my end, I can open this as a pdf and view. It is installed sideways. Likely I can print too. And I already have a copy.

Action

 

[MarkVMatt]

Thank you so much for all this useful information. I was able to open the PDF without issue. Based on that, it looks like my jet size is .057, so that is what I will aim for.

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[waderamsey]

Action,

First of all, I just want to thank you for all your help. It means a lot to me.

The tag was a bit dogeared, but I did my best to bend it back. It looks like the calibration is 17B with a Revision of 19

I spoke with the vendor I got the carburetor from, and they are going to exchange it for another one. I hope that the next one is better, but I still appreciate your input on what the correct jet size should be for this engine assuming you have the calibration sheet. I pulled the top off of the carburetor that I just sent back and was disappointed that the jets did not have any numbers on them. (see second photo)

I'm not sure if it makes a difference, but the car was built on 12/19/1977 as a 1978 model.

Thank you,
Matt

Did you ever figure out which primary jets you had in your carb?
I'm trying to get a mystery 2150 jetted in for a 1979 Continental with a 400. My mystery carb (no carb tag) came with .060 primaries, but it's running super rich. AI says the primaries on the 2150's came that year on a variety of 400's in the Ford line up ranging from .055 to .057. I'm only 550 feet above sea level, so I'm thinking of starting with the .056 and adjust from there.

 

[MarkVMatt]

Did you ever figure out which primary jets you had in your carb?
I'm trying to get a mystery 2150 jetted in for a 1979 Continental with a 400. My mystery carb (no carb tag) came with .060 primaries, but it's running super rich. AI says the primaries on the 2150's came that year on a variety of 400's in the Ford line up ranging from .055 to .057. I'm only 550 feet above sea level, so I'm thinking of starting with the .056 and adjust from there.

I went with the .057. Seems to be running properly.

 

[Action]

Some times it might be possible to get a carb number stamped into the side (usually drivers side) of the base of the carb in front of the throttle lever.

If so the format would be letter, number, letter, letter. Followed by 1 to 2 letters.
Similar to D8AE AB.

Action

 

[waderamsey]

Some times it might be possible to get a carb number stamped into the side (usually drivers side) of the base of the carb in front of the throttle lever.

If so the format would be letter, number, letter, letter. Followed by 1 to 2 letters.
Similar to D8AE AB.

Action

Many thanks, Action. Unfortunately, no stamping that we can read. There is a number stamped on a removable vacuum bracket and if its correct, E2TE-BA, this mystery carb came off an 82-84 Ford truck. That may explain the .060 jets and the 7.5 pv. So at this juncture I'm trying to figure what the stock set up was on the 79's and duplicate it, or at least start there. From the diagram someone posted (many thanks!), the '79's came with two different 2150's, a 48 state model D8SE-9510-EA and a California model D8SE-9510-DA. The EA came with .057 jets and a 6.5 pv, while the DA model came with .056 jets and a 7.5 pw. According to Grok, can't make this up, the DA specs are the optimal set up for our elevation, AL, 550ft. At least we have a good starting point. We shall see, it's all about the vacuum. Many thanks!