Thanks all!
So far things have been... good. The VV has treated me to single pump starts around 30 degrees (still with the cold enrichment solenoid disconnected), but the economy is lacking. From my return trip in SC and a little in town puttering around, I recorded 10.6 MPG. I'd argue the VV might be on the rich side, as it smells that way from the exhaust, and hot idle in gear is not as smooth as one might expect, however still considerably better than the worn out one. I'd be inclined to think it's loading up a bit, however there's no smoke or soot coming out of the tailpipes anymore. It has plenty of getup if you give it modest throttle, and cruises easily at light throttle without odd surging, but I've got my thoughts about that unit. Arguably a shame since I can see the merits to how the VV works and arguably how crisp the throttle response is.
I've checked for dragging brakes, but none of the wheels have excessive heat similar to when the parking brake cable hung on the driver's rear.
Now there is one other thought I've had, but I doubt is as dramatic of a factor, and that is the carburetor vent line. The vent solenoid has long since gone missing from what I can tell. I tried to pop one from a VV7200 Fox Continental at the junkyard, but the plastic barbs gave up. Presently the vent just connects down to the charcoal canister via a standard emissions hose without the solenoid. Arguably, I doubt that would cause significantly poor economy.
Still, I may follow Tiggie's recommendation about finding a good rebuildable 2150, or perhaps an earlier Autolite 2100. The 350 cfm Holley 2300 also comes to mind as another suitable option, but I'm inclined to best research the options first before throwing more money at carburetors and related components. For now, the car still runs better than it has since I got it, and perhaps I'll turn my attention to a few other general maintenance/minor things, such as a transmission filter and pan gasket replacement plus band adjustment, window felt replacement for the passenger front door, adjusting the passenger sun visor, and giving the exterior an actual mild polish job.
So far things have been... good. The VV has treated me to single pump starts around 30 degrees (still with the cold enrichment solenoid disconnected), but the economy is lacking. From my return trip in SC and a little in town puttering around, I recorded 10.6 MPG. I'd argue the VV might be on the rich side, as it smells that way from the exhaust, and hot idle in gear is not as smooth as one might expect, however still considerably better than the worn out one. I'd be inclined to think it's loading up a bit, however there's no smoke or soot coming out of the tailpipes anymore. It has plenty of getup if you give it modest throttle, and cruises easily at light throttle without odd surging, but I've got my thoughts about that unit. Arguably a shame since I can see the merits to how the VV works and arguably how crisp the throttle response is.
I've checked for dragging brakes, but none of the wheels have excessive heat similar to when the parking brake cable hung on the driver's rear.
Now there is one other thought I've had, but I doubt is as dramatic of a factor, and that is the carburetor vent line. The vent solenoid has long since gone missing from what I can tell. I tried to pop one from a VV7200 Fox Continental at the junkyard, but the plastic barbs gave up. Presently the vent just connects down to the charcoal canister via a standard emissions hose without the solenoid. Arguably, I doubt that would cause significantly poor economy.
Still, I may follow Tiggie's recommendation about finding a good rebuildable 2150, or perhaps an earlier Autolite 2100. The 350 cfm Holley 2300 also comes to mind as another suitable option, but I'm inclined to best research the options first before throwing more money at carburetors and related components. For now, the car still runs better than it has since I got it, and perhaps I'll turn my attention to a few other general maintenance/minor things, such as a transmission filter and pan gasket replacement plus band adjustment, window felt replacement for the passenger front door, adjusting the passenger sun visor, and giving the exterior an actual mild polish job.
That was an obvious smell that's gone away, and idle in gear is considerably smoother. Not really any idle circuit adjustments on a VV, so not much to do about that except look at the service manual more, however it'll probably spend some good time on a shelf before I think about it again. Only took a bit of time with a vacuum gauge and tachometer getting the 2100 set, but it performs respectably with no weird behavior at cruise or light throttle tip in.
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