AUTOLITE 1100   The 1100 is one of our specialty products. The day the carburetors were manufactured they had engineering problems, and in-driveability, those problems were hesitations and flat spots on acceleration, a general lack of power, and hard starting when hot. We correct all of those problems during the restoration by re-engineering the interior specifications of the carburetor.

AUTOLITE 2100 This is the finest two-barrel carburetor that has yet to be made, it is simply state-of-the-art today. Unless dirt gets in it, it will basically just keep running indefinitely. Nobody has ever built a two-barrel carburetor as good as this one is. One calibration 1968 289 (C8ZF-G) does have several engineering problems which we do correct (hesitation, flat spots and surging on acceleration).

AUTOLITE 4100 This is the finest four-barrel carburetor that has yet to be made by anybody. In performance, reliability, and fuel economy it is simply state-of-the-art. It will "blow away" anything that holley has yet to make. There are several subtle engineering changes that we do to this carburetor to make the secondaries perform even better than the day they left the factory.

AUTOLITE 4300 The Autolite 4300 in one of our very special products. From day-one they all had engineering problems. In driveability those problems amounted to hesitations and flat spots on light acceleration, a big bog on hard acceleration, and hard starting when hot. We correct all of those items during the restoration process by internally re-engineering the specifications of the carburetor. In addition, over a period of years, most 4300's will leak fuel from the front of the carburetor between the lid or air horn, and the main body. This is also corrected.

MOTORCRAFT 4350 The Motorcraft 4350 was first introduced in 1975 and was only used on the 460 V8 engines. It has some chronic design problems which we do correct during the restoration. The driveability problems are basically a hesitation and flat spot on light acceleration and a big bog on hard acceleration. It is important to note that even though we can make the carburetor function perfectly unless all of the emission devices on the engine are installed and every device operating properly, the end user still may have some hesitation and flat spots. The worst year of application is 1975 and the 1975 460's basically just won't run very well ever.

HOLLEY 4150 During the restoration of the 4150's the complete disassembly even includes removing the plug in the metering blocks. Many of the Holley carburetors had engineering problems. In driveability these amount to hesitation and flat spots on acceleration and hard starting when hot. Problem carburetors include 1967 and 1968 390 GT, the '68, '69 and '70 Cobra-Jet 428 carburetors, the 1969 and '70 Boss 302, the 1969 and '70 Boss 429, and the 1965 and '66 Shelby GT 350. The '65 and '66 Shelby carburetors, and the Boss 302 carburetors are simply just too large for their engines. When we are finished with any of these carburetors they will run significantly better than they did the day they left the factory.

HOLLEY 4180 The 4180 has become one of our special products for the '83 through '85 Mustang 302 V8's. From the factory they had several engineering problems relating to rough idle, hesitation and flat spots on acceleration, and hard starting when hot. We correct all of these items during the restoration. When completed they will run much better than they ever did the day they left the factory.

HOLLEY 4000 T-POT The Holley 4000 has many engineering problems. The driveability problem is a hesitation and flat spot off idle. They leak around the lid of the carburetor, and seeping or weeping fuel out of the large brass access plug to the needle and seat. All these items are corrected during restoration. The Holley 4000 T-Pot is by far the most difficult carburetor to work on of any factory carburetor that was ever used by Ford. Once we have calibrated and assembled them, they will run very, very well. It should be noted that one nickname of these carburetors is "Firebox". The end user should be aware of the fire potential of the carburetor should a backfire occur. Our instructions include a warning disclaimer sheet regarding the problem. ROCHESTER QUADRAJET The Quadrajet is a very wonderful carburetor. From the factory brand new, all one hundred and twenty million that we ever made had the following problems: They all had hesitations and flat spot on acceleration, a big bog on hard acceleration and hard starting when hot. Pony re-engineers the carburetors internally to take care of all these symptoms, and they run wonderfully when we get done. One note about an air valve secondary carburetor of which the Q- Jet is one, while we eliminate the bog on hard acceleration, the transfer of power when accelerating hard will still be a jerk when the secondaries open, not a smooth transition of power as a Holley Vacuum Secondary carburetor or as an Autolite 4100 performs. CARTER CARBURETORS In Carters the main metering system used manifold vacuum controlled metering rods - one of the best systems in that time period. The ABD was a very advanced design for its day. There were still some design features that were not as good as the Autolite 2100, such as the accelerator pump system and the booster venturi discharge, but it had to be the second best 2 barrel at the time. Carters are pretty good carburetors by design, but they do suffer from a weak accelerator pump design, which many times causes a hesitation on acceleration. During restoration, Pony Carburetors re-engineers the specifications to overcome this problem. AUTOLITE 2100 TRIPOWER Available excusively from Pony Carburetors, an Autolite 2100 tripower setup is about half the price of the original Holleys. We have engineered these carburetors to function magnificently in a tripower set. By incorporating staged operation by utilizing the original 2100 annular fuel discharge design and calibrating them for multiple caburetion, the performance, economy and reliability are greatly improved.