That was great. Thanks for posting.

Best,
Kelly

Got 3 B429 Inline Carb lids on the go at the moment.....

Best,
Kelly

Great job keeping these alive Kelly!

Thanks Drew. You certainly do your fair share keeping old carbs alive.

Best,
Kelly

One for the home team......an IR dual Inline system based upon Jay's adapter.

https://youtu.be/LyLm5HlmKeI?si=WZ1g5atTDA2e2Yfz

I've added other Ford Inline systems too and created a YT channel dedicated to the Inline Carb.

https://www.youtube.com/@InlineCarb

They can also be viewed here:

https://inlinecarb.com/parts--systems-for-sale.html

Best,
Kelly

....The pictures below show the finished carbs.  I was very pleased with the results, and have plans to run a pair on a tunnel port engine (after I design an intake and get it cast), and also a pair on an SOHC, where I will have to fabricate an intake.  Just from an eye candy perspective they are very cool, and I am hoping that I can get them to run reasonably well on a nice street engine.  We will see...

Thanks Jay, glad you're happy with them. It was great to meet you. Hope you come up with a good project for them and happy to help when that time comes.

The other recent forum thread Jay mentioned is here.....and there is discussion related to some of the questions above.

https://fepower.net/simplemachinesforum/index.php?topic=12632.0

The old Ford literature says they have shared parts with the 2100, which is true, just not many. The accelerator pump diaphragms, umbrella check valves, springs, main metering valves and seats, jets and bleeds.....although the sizes of the latter two are not the same. The floats are supposed to be the same but none of the ones in 2100 rebuild kits fit. Other parts are similar but not interchangeable.

As far as reproducing them, I have.....from the ground up as referenced at the end of the previous thread linked above. Many owners of these carbs are collectors and no matter how perfect the reproduction, it's still a reproduction. I tend to gravitate towards those who would like to run them. Occasionally discussion of a 2brl even larger than half the B-carb comes up for large displacement IR engines, but no one was ever committed enough to follow through. It's a small market and if the motivation for doing so was money, I think you'd find it to be very unrewarding. There's also the matter of needing a custom intake to use them, thus my hobby endeavors making them.

So why do I? It's like the old joke, why does a dog.....? -Because I can and it feels good.

Best,
Kelly

........I would like to see Jay start building new/revised Ford Inline carbs, and intake manifolds to go along with them. He probably has lots of free time on his schedule?

I'm not Jay but I do that. If you surf around my YouTube channel there are a number of examples of cast manifolds for Inlines. I'm an admin at a hobby casting forum so the videos are geared more towards the casting process rather than the induction system but there is some of that too.

https://www.youtube.com/@kellycoffield533

I made one specifically for Jay's adapter. It's discussed here:

https://fepower.net/simplemachinesforum/index.php?topic=11999.0

I've made a number of these 2Brl versions. They are bigger than the 875 cfm A-Carbs but smaller than the 1425 cfm B-Carbs. I call them my A+ Carbs because my marketing department (aka me!) told me an A+ was better than a B-. The internals all interchange with the originals. They could be an Inline 4Brl, but as a 2Brl, they can either be arranged that way on an intake as if they were, or be preferentially positioned on different spacing for larger engine bore centers like FEs and 385 Series, for example centered between 1&2, 3&4, 5&6, 7&8.

Here they are on one of my intake casting projects.......my long runner B2 IR intake.

Best,
Kelly

I was thinking about how many times I have made web forum posts about this same subject matter and finally just decided to take an hour and make a video on the topic of Inlines and basic tuning. Hopefully you may find it useful.

https://youtu.be/B8G3f_1HagQ?si=21rWnM_s8IvrJfEe

Best,
Kelly

Has anyone tuned one of these carbs, since Jay did his?

All the time.

If I recall correctly (it's been about 40 years LOL), there were no replaceable squirters like a Holley has, or if there were, different ones weren't available.  My accelerator pumps would each spit out 1-2 little drops of fuel from each pump.  Certainly nothing like a stream of fuel that you get from a Holley pump.  I replaced the pump diaphrams and the check valves to try to solve this problem; I remember buying some Autolite carb rebuild kits to get all the parts I needed.  But this didn't solve the problem.  It just seemed like the accelerator pump chamber wasn't filling with fuel.

Bear in mind that these carbs were far from new when I got them, and may have been modified from their stock condition.  Who knows what issues they may have had...

Well clearly, the pumps were inactive and no surprise it stumbled with no pump function. I certainly can't say what was available to you 40 years ago but 50 years ago tuning parts were certainly available (and are from me now) and the shooters are indeed tunable and replaceable. Replacing them is not as easy as it should be but they almost always need to be larger (unless previously modified), and you can do that with a wire gauge drill and pin vise without removing them. Replacing them is a little more involved as seen here on my website.

https://inlinecarb.com/uploads/3/4/4/8/34481757/replacing_shooters.pdf

There were also mod kits for the check valves. They could be helpful but weren't necessary most of the time though I do recommend this and a mod of my own for IR carbs.

https://inlinecarb.com/uploads/3/4/4/8/34481757/conical_check_valve_modification_for_accelerator_pump_circuit.pdf

There is a .014" bleed vent to the pump well from the main well and if that becomes plugged by old fuel (which almost is always the case with a carb that was put away wet), the accelerator well often will either not fill or not fill completely. As a matter of course, I make sure they are clear when I rebuild a carb. Also, there are a number of things I do to insure the check valves function properly.

The most common thing I get is from folks is "my carb is NOS" so I don't need rebuild parts. -Not true. 55-year-old accel pump diaphragms are so hard they won't move regardless of whether they have ever seen fuel......which means they won't pump.

Finer tuning with the emulsion tubes is similar to Weber carbs in principle and neither hard to understand nor to do. You just have to be willing to do it. A good tach and A/F meter helps a bunch......but this is so tuning any carb.

As Barry said, IR systems can be a bit finicky, and by nature want a completely different jetting and enrichment scheme, and truth be told, different cam profile and ignition curve. But I've had owners that throw a stock carb on a unique IR engine combo, and when it won't run worth a pooh, or at all, they throw their hands up and blame the carb.

I have customers that are just collectors and that's fine, but I enjoy working with those that intend to run them and that's why I make custom systems (and because I like the challenge of making them). If you have tuning experience, and understand the basic functions of carbs, an Inline isn't hard to understand and although I can't virtually tune everyone's unique engine combination via email, I can usually talk a reasonably versed person through it in a phone call.

This is just hobby stuff for me so whether you want to run an Inline doesn't matter to me, but for those who do want to run them, I try to accommodate and support them, and the reasons people do are probably not much different than the reasons they own a 60-year-old car or build on a 50-60-year-old engine platform.

The discussion here in this thread is fairly typical, I'll quit bangin' on about it cuz it's not really FE talk, but Inlines are tunable carbs.....it's just unrealistic to expect them to suit every unique engine in the configuration they were originally built without tuning.

Best,
Kelly