Howdy all,



I have a Holly 4160 (vacuum secondary) to put on my recently rebuilt (balanced/ported) 292.



Does anyone know of a good jet size to start with? (I haven't had a look at what's in there yet.)





Thanks,


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1955 F-600/272/E4OD// Disclaimer: No animals were injured while test driving my F-600 except the ones I ran over intentionally!

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This post was created using OpenSuSE Linux x64 and Firefox

Hi; You asked about jets in a Holley 4160. I have had two 4160 carbs model 1850 AAS (Ford kick-down linkage) that I bought new and used on my 312 right out of the box. I believe I am now running 57 jets and the stock secondary metering plate and a 6.5 power valve. I live at sea level. The Ford shop manual for 1957 shows 55 jets primary, 53 secondary and a 8.5 power valve in a 4150 Holley. These are very forgiving carbs. Pete

Hi Pete,



Thanks for the quick reply,



This 4160 came was on a 460 I had in my boat. It's stock OMC with the electric choke and vacuum secondary



I sold the engine and will be selling the OMC King Cobra "stuff" but I am going to keep a few things from the 460 like the carb and the remote oil filter hardware. I think I'll use the remote oil filter mount on the 292 along with a nice oil cooler inline.



I did a complete rebuild on the carb and used it for a summer in the boat and it ran more or less ok... (the engine had a flat cam so it would only turn about 4200 at WOT but otherwise ran ok)



I didn't look very close at the jets I just assumed that I would have to change them. Maybe they'll be ok for the 292. It's nice to know a starting point though. I don't want the engine to run too rich or lean from the start...





Thanks again,








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1955 F-600/272/E4OD// Disclaimer: No animals were injured while test driving my F-600 except the ones I ran over intentionally!

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This post was created using OpenSuSE Linux x64 and Firefox

4160s came in different sizes, the 292 will not want as much fuel as a 460. Here again some big blocks came with small carbs if high rpms was not an issue. Generally speaking stock 292s dont respond as well with larger carbs unless they have been built up from there original stock condition. (porting heads, intake manifold reworked, a little more camshaft etc.) The original 4150s in 57 ford 312s (1273s) were around 400 cfms and a 600 cfm carb as you can see is quite a bit larger but with the smaller jets you should be able to make it work. However from red to red light figuratively speeking the 400 cfm will probably respond quicker.

-Gary Burnette-

Check the LIST number stamped on the air horn. Front of the area where the choke plate lives.

Either got ot the Holley site and do a search for that list number, or go to your local speed shop and check their reference material. Find the original sizes for everything and start there. You wil probably find it to be slightly rich with that size. But at least you'll start in the ball park and not hurt the engine.

Frank/Rebop

Bristol, In ( by Elkhart) 

Thanks,



I don't want to "over-fuel" the engine. I wanted to use it sine I have it in rebuilt condx and it's in such good shape.



I'm not really worried much about "stoplite to stoplite" performance....I'm not sure that's very appropriate driving a Flatbed F-600!!



This is the stock carb that came on the OMC 460. The max rpm for this engine installation was 4400-4800 according to my OMC service manual.

I'll check out that other info. I didn't realize there was so much online info for Holley carbs.








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1955 F-600/272/E4OD// Disclaimer: No animals were injured while test driving my F-600 except the ones I ran over intentionally!

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This post was created using OpenSuSE Linux x64 and Firefox

Ok,
well the LIST number is 50399

I went to the Holley site and looked at the exploded view of the carb.
http://www.holley.com/data/TechService/Technical/4150-4160%20Exploded%20View.pdf

It appears that mine is probably going to be somewhat different. There's NO secondary jets, power valve, and the float levels are not (externally) adjustable.

I had a look at the primary jets and they are numbered #731......... I thought the jet numbering was 40-60 etc.

The actual ford part number above the LIST number is E6JL-9510-F8

Maybe it's not going to be possible to use this carburetor.

I did a little calculation on the Holley site and it indicated that I need an approx 450 CFM carb.

Maybe I should go back to the 2 bbl carb.

It would be nice to use this carb. It's like new.


..........After reading a little on the Holley site, it appears that internally adjustable floats are ok. and the secondary metering plate is replaceable. I'm having a little trouble identifying the carb though. I couldn't find the LIST number anywhere. Maybe I should call them...



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1955 F-600/272/E4OD// Disclaimer: No animals were injured while test driving my F-600 except the ones I ran over intentionally!

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This post was created using OpenSuSE Linux x64 and Firefox

The reason for suggesting a smaller carb (400 cfm),  The cleaner the engine burns the fuel the better the gas mileage, the quicker the response thus more lowend POWER. I had a beautiful new 770 avenger holley to put on my t-bird ( 312 strocker ), it was too large so I sold it to my brother for his 428 cu in ford engine and now I have a 670 avenger on it and as it performs better than the 770, I am much happier.

-Gary Burnette-

Well,





Of course, I want to be happy too!



I do have a Holley 2bbl and a Ford 2 bbl carb. I'll look them over and see where I should go. My 2bbl manifold has a cracked bolt hole in the front. I may have to try to weld it I guess. Now is the time to try out some of that nickel TIG rod I've been wanting to try I guess...



I'm sure I can sell this carb. It's in pretty good shape. and it IS a marine carb. They're usually in demand.....(well maybe back when people could afford to operate boats....)



















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1955 F-600/272/E4OD// Disclaimer: No animals were injured while test driving my F-600 except the ones I ran over intentionally!

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This post was created using OpenSuSE Linux x64 and Firefox

HT,

      Look at the FRONT of the carburettor. The choke tower is the area at the top that the choke plate is mounted in. The front of the tower is the higher side, on the diver's side front you should find numbers stamped, they may be a Ford number or a Holley number, but either way that's your list number.

      The 731's are close tolerance 73's and that does sound big. HOWEVER, the factory jetting is established on a flow bench and by testing, they know what they're doing. I would NOT deviate more than 3 or 4 sizes either way without wondering what else is wrong. As far as the secondary plate goes, they're easy to change, but don't mess with it until you see what you have ON THE ENGINE. Don't guess. 

Frank/Rebop

Bristol, In ( by Elkhart)