85lebaront2

I have a suspicion that the pump(s) in Big Blue might be for an early EFI system, they were a bit higher to operate the selector valves.

You have to have a name on your EZ-Pass? ours are by tag number and vehicle type/color.

Can't say that I blame you in the least for that, FWIW, the Chrysler A604/41TE cases are famous for stripping the nice M8X1.25 holes in the aluminum case, as a result I keep a helicoil kit in that thread size.

1986 does not use a tank selector relay, 1985 did and possibly all the way back to 1980 on the E-series and 1983 on F-series. The 1986 EVTM shows exactly what the 1986 models did. Fuel pressure, I knew it was pretty low, even a persnickety Carter/Edelbrock should have no problems at 4.3 psi.

The one in Darth was taken out of the 1990 F250 that the EFI parts came from (and the short block that is now built). I talked to Bert Hawkes about going through it and he told me if it was working OK, leave it alone, just throw a filter in it and fill it up. That was several years and miles ago, still working great. I am going to do a service and change to the later pan and gasket sometime. Most likely it will be when the engine is changed.

Gary, from mid 1990 through the end of production on the 460 engines. The early one is the one I have on Darth and what they tried to set up on Big Blue.

Gary, the SHCS were the solution to adjusting the mixture on a VV, you popped out the cup plugs (which needed to come out in order to replace the jet O rings) tapped the air horn and installed plugs. Guy I sold Preston to, had a setup someone made him to adjust the jets with the cup plugs out and the engine running. That is what I used on the one I ran on the 312 to tune the mixture.

Brandon, I don't have a good answer on that, maybe the parts fiches Gary has or the 1980-89 parts CD might help, If you are building a "killer" 351W anyway I am sure it will be balanced anyway. The machine shop probably has a list of which crank casting numbers take which external weight.

Jim, you can keep that little "grenade", I would advertise it on FTE, there are people who like those. I already gave one away and have another one sitting in my shop. I am using the 1988-early 1990 oil to air cooler that mounts in front of the condensor.

If I had known you wanted one of those, I would have given it to you, I took it out of mine because it hung too low for me. It came from Advance Auto when my son worked there.

I learned to hate Carter built Quadrajets, Pontiac used them and whatever cheap alloy they were using on the older carbs, the ones with the inlet gasket on the outside face, the threads would come right out of them when you rebuilt them, I used to keep a stock of Tomco repair nuts, the problem was there was no way to get a filter in them and you'd better blow out the inlet area after installing one, it was a self threading deeper nut.

Just be sure he gets you the 4WD pan if it will be new, it is deeper.

Gary, the problems with the Chrysler Holley were primarily, a redesigned primary metering block and the extremely high engine temperatures the Chryslers had. The latter caused the secondary metering body (plate style) to warp so the bottom corners where the lower portion of the idle circuit feed ran on normal Holleys would lift away from the thin rubber coated paper gasket and allow straight gas into the idle circuits, we used to be able to pull the top of the air filter and look down and see the gas bubbling and boiling as it came out of the slots just above the throttle plates. Holley provided a kit to correct that issue, it had a redesigned metering body with the bottom corners cut off and a different plate with instructions to install the new full coverage rubber coated gasket first, then the new plate, then the normal cork/rubber gasket followed by the metering body. This allowed for some warping of the metering body, but would keep it sealed. I used to take the old ones, lay them face up across a big vice and use a brass hammer to flatten them! On the primary side, the metering block would warp some, bigger issue was Chrysler's specified transition system, a small fuel feed in the lower side of the primary venturiis, this was uncovered by the throttle plates at roughly 1/3 open to help get fuel into the engine before the main nozzles were fully feeding. The other thing, they were very sensitive to fuel level, if it wasn't damn near to flooding level, they would stumble, backfire and cut off, or set the damn air filter on fire. It wasn't just Holleys either, the 383 2 barrels with either the Stromberg WWC or the Carter BBD 1 1/2" were horrible for warping the air horn, the resulting pressure differential at high throttle would pull raw fuel out of the bowl and foul the plugs, the resulting hot start backfires didn't help and could also result in a crispy critter. Carter provided a 1/4" piece of bar with two long screws and a built in air filter stud to install, and instructions on straightening the air horn. Problem on both carbs was over-tightening the air cleaner wing nut. I put some double 1/4-20 nuts on a few customers cars who were having problems with over zealous pump jockeys doing the underhood checks and giving the air cleaner nut a twist to make sure it was tight.

Ok, on the front of the air horn, the little "dome" on the casting with a plugged hole in the side, that is the anti-afterburn system, it is a spring loaded ball with an air bleed to over lean the idle circuits on closed throttle to prevent afterburning in the exhaust system, the coast down popping you could get due to unburned fuel in the muffler. BTW, that is a TSB replacement carb, your Bee originally had a Holley 4160 on it and if you think the 4180 that Ford put on the 460s was a POS, it was way better than the Chrysler designed Holley on the 1968-1970 big blocks.

It is emission in the sense it has leaner jets and is set up to run off the idle transfer slots at curb idle. I will have to take another look at the pictures, some of those had a "sealed" idle air bleed in the front center. At least that one has an external bowl vent, and two (probably frozen) idle mixture screws. Biggest emission change on that engine was the retarded initial timing which on Chrysler engines made them very prone to hot start backfires if the throttle was too far open. You used to be able to hear one clear across a parking lot, the ying, ying, ying of the straight cut gears in the starter followed by BOOM, roar when it caught. The center lead plug on the main body, just under the gasket is the factory sealed idle limit setting, it is an air bleed into the two idle circuits so it affects both the "adjustable" mixture and the idle transfer slot mixture. Emission compliant carburetors were modified so that they could run a retarded timing and as a result a leaner idle mixture. To limit the adjustability, the transfer slots were enlarged in length so the normal curb idle position uncovers them. As a result the idle "mixture" screws become mixture trimming screws and even at full rich setting are still lean enough to satisfy the EPA rules in effect at that time. Chrysler elected to do engine modifications to meet the 1968 clean air regulations, Ford used modifications on automatic trans applications and Thermactor (air pumps) on manual trans. GM, each engine family was different. AMC, same as GM for the most part.

Damn Gary, that AVS on the Bee looks like it has been around here from all the oxididation, The AVS was apparently in addition to (a) putting the air valve above the fuel delivery and (b) increasing the air flow on the already good size "Daytona" AFB derived from the "Daytona" AFB bowl and air horn castings. The "Daytona" AFB had the large air filter circle like Ford used.

Gee, annular boosters, I guess Ford's patent has long since run out on that design. Every time I see someone else singing the praises of those all I think about is 1957 FoMoCo carburetors and how different they looked from Holley and Carter designs as Ford used all 3 in 1957/58. After that they sort of used Carter on most Lincolns, Holley for performance and FoMoCo, later Autolite and finally Motorcraft on most run of the mill production. Interestingly, the 1100 (single barrel) was the last introduced and probably the shortest run, from 1963-68 or 69 and was the only one without the annular booster. the 4100 disappeared at the end of 1966, so was out for 10 production years, 1957-1966, the 2100, became the 2150 and was around from 1957-1985 or 1986. The 4300, again no annular boosters, 1967-1970, 4300D 1971-1978, maybe 79 in trucks.

I seem to recall in my Carter strip kit, there were 3 different size inlet seats and all could use the spring loaded needles. There were also different strength step up (correct term from Carter for the non-mechanical metering system) rod springs to change the vacuum level at which the rod would lift. The absolute best setup was the one Chrysler used on their AFB and AVS carbs, it was a two stage system, and required two changes, neither of which involved different castings. First, the top covers over the pistons had to be raised so the first stage spring and the longer second stage spring could raise the piston higher, the second was the main jets were made taller so the metering location was where the relocated steps (now 3) were. The actual rods were the same length, just had 3 steps instead of 2. The original design had cruise and power steps, the updated design for Chrysler was cruise, moderate load and power. This was to give a smoother transition from cruise to power and allowed leaner cruise jetting.

I was eating dinner, most complex, toss up between the last of the Rochester 4GCs for Oldsmobile, 7 float adjustments, primary heel and toe, drop and vacuum assist on the primary and the Motorcraft 4300D, the Quadrajet wanna-be, two inlet needles, long double pontoon articulated float (they stole that from carter WCDs on Rambler 6s because they sat sideways) and the air valve system with the inverted needles for air bleed on the secondaries. The VV is nothing more complex than downdraft 2bbl Zenith Stromberg. Just takes very sensitive vacuum gauges, like 0-1" HG to set the diaphragm. The main mixture is non-adjustable as built, but can be set if you know how. I put a non-feedback one on a 312 Y-block and got 25 mpg out of it.

I will rise to your bait, and raise you some, Weber is by far the absolute best carburetor, however, a Skinner Union is as simple a piece of machinery as can possibly be, only 2 moving parts, no accelerator pump or choke (strangler as the Brits would say).

Ford used to recommend a 600 CFM for the 302s in their muscle parts books back in the late 60s/early 70s, we used to sell a Holley replacement, part number was a 1-191 in I remember correctly. I put one on our 1970 1/2 Falcon with a set of 289 4V heads, 351W exhaust manifolds and used 1969 front pipes, and all the rest of the exhaust was 1970 for a 351C 4V. Intake was a 1965 289 unit like the heads.

The rule I heard was two fold, A/C and hot climate areas for the hot fuel handling package. I am reasonably certain ambulance chassis models got the hot fuel package. Non-A/C and cooler climates received a mechanical fuel pump. FWIW, all the 460s through 1987 had provision for a mechanical pump, if the hot fuel package was installed, then a block-off plate with a bracket for the fuel lines was installed in place of the pump. 1987 was the last carbureted, non-catalyst 460, 1988 is when EFI and catalytic converters started.

Fuel pressure on the hot fuel handling package is 5-7 psi according to AllData, I was thinking it was even lower, on the order of 3-6 psi. I know it isn't super high, it depends on the vapor return bleed in the separator to vent bubbles back to the tank.

I have run into the same problem as did a fellow NNS O31 employee. The glass chain stores for the most part do not comprehend the fact that Ford moved the VIN tag to the left starting in 1987 to make it easier to read from the driver's side. It gets real interesting if you go to put a newer dash in a 1980-86 cab.

My 1966 GT350 was, in a friend's words. painted "arrest me red" it was Candy Apple red with the prerequisite stripes.