Im debating on switching to a 2bbl carb from TBI, is this possible? Or would it be a royal Pain and end up breaking stuff from more/less fuel? Id rather have Carb for the extra tweak-abilty. Is this a bad/good idea? I would be able to remove the computer out too correct?

 

Yes it is possible but for the V6 you may have a hard time finding a carb intake to fit.

 

I've been running my '91 3.9 5-speed carbed since march, the TBI manifold works fine although it does act like a large open-plenum carb spacer and I would've cut it down a bit if I still had access to a milling machine.
The TBI hole pattern doesn't match anything else, I just drilled and tapped four holes and mounted a Rochester-Holley 2BBL adapter because I was going with a Motorcraft 2150
A stand-alone ignition is pretty straightforward with off the shelf parts, same story with a voltage regulator.
I strongly recommend a return style fuel pressure regulator and a safety switch, and I made this all work with minimal cuts/splices to the factory wiring.
Just lost 20 min trying to insert a pic, willing to try again later

 

gotcha, so I would need to grab a complete ignition system too the correct? What would you all recomend? id like a well known brand like MSD if that's possible. What is the top CFM you would reccomend for this motor? id like to squeeze the most power i can out of it.

 

A stock late '70s 318 vacuum advance ( non lean burn) distributor drops in, just install a /6 reluctor, it'll fire a wide variety of stuff but I've been very happy running a 4-pin HEI module and the stock coil. Our distributor cap fits fine if you can dremel
I'm 'frugal' but sometimes that's self-defeating, stay away from cardone rebuilds, the lower up-front cost buys you a bunch of aggravation getting it dialed-in...
I'm running a Jeep 304 spec 1.21/351 CFM MC 2150, the jetting is lean enough for decent daily performance and she loves to roll out on the four-lane, my mileage might be a bit better if I'd held out for the 1.08/287 CFM unit I was originally looking for though.
You're definitely going to be overcarbed much past a 350 CFM 2-barrel...

 

no get a distributor out of a 318 and 1 out of a slant 6 take the slant 6 rotor put in the 318 distributor works great I used points ignition ( a lot simpler to set up

 

I'm sure that's great advice but it was to a 10+ year old question. Guessing he might of tried something else.

 

Quote:

Originally Posted by David25

no get a distributor out of a 318 and 1 out of a slant 6 take the slant 6 rotor put in the 318 distributor works great I used points ignition ( a lot simpler to set up

Have you actually done this?
The slant 6 is a even fire motor, being the reluctor is set at 120 degrees .....
The 3.9 V6 is a odd fire motor, with the reluctor set at 112 and 128 degrees.

A long time ago, mopar offered a distributor for this purpose, but it has long since been discontinued.

 

Me personally, I'm very excited to see that other people are starting to catch on with this idea again.
I've been looking to do this with my 88, a little bit less of a headache getting parts, easier to diagnose, all around just more user-friendly.
Might be a good time to do that, seeing as though the bearings in the bottom end have finally let out this past April.

 

I was talking back and forth with this guy in an FB 1st gen group with a 3.9L swapped Colt Wagon with a 4 barrel intake manifold. Turns out he used a small block electronic distributor with a slant 6 reluctor wheel and it runs beautifully. Driving it for 2 years without a hitch.
I've been searching for a long time for video proof of this set up running and i finally got it. Its extremely exciting for me to have finally found videos of it running like this.