I have a 292 Y with a 56 4v manifold,I am currently running a Rochester quadrajet,probably off about a 56 buick.it was rebuilt about 5 years ago,ran great,hasn't run in about 5 years,was drained but now it does not run good.I don't know if I should have it rebuilt or replace it. The block is 62-64 era 292 with ECZ-G heads,reds headers,was originally a dearborn marine interceptor conversion,I put it in a 54 F250 with a t98 4 spd.Its stock and I just want a daily driver.need some advice on a good choice for a replacement carb,want to stay with a 4 bbl.with the small bolt pattern.looking for something in a reasonable price range or maybe someone has a good used one they would sell thanks F250 RED

RED

I'll bet that's a Rochester 4G, not a quadrajet.



Carter made a carburetor with that bolt pattern. But if that were mine, I'd go ahead and clean the Rochester 4G and keep using that.

Best regards,



Paul Menten

Meridian, Idaho

Another option is use an adapter on the intake you have so a later model Holley or Carter carb can be used.  For a daily driver, a 390cfm or 450cfm Holley carb works out well when using the adapter on the earlier intakes.

Lorena, Texas (South of Waco)

Ted, I've got a brand new Holly 390 on my 272 and it has give me fits ever since I've had it. When I push down the accelerator it hesitates, falls on it's face then takes off. If I push it down real slow it is OK. I've looked down the carb while giving it gas and it seems to squirt fine. The cam was set in the #2 hole from the factory but I'm not sure I understand that 1-2 hole anyway. Back when I messed with Carbs I always used AFB Carters. Back in the 60's they were the hot item.

Doing Fords for 45 years. '56 Customline Victoria

E.J. in Havana FL

Re problem with 390 Holley.I have one on mine and am very happy with it.If you are getting good fuel feed from the accelerator pump it should not be the problem.Is the pump arm adjusted so the pump moves right away when the throttle is moved?That is adjustable using the screw and locknut.The pump should return fully when the accelerator is at idle but should move instantly when the throttle is opened.I assume you are using the later distributor with this carb?I would suggest checking the advance to be sure it is working properly.These are a fairly simple carb and unless you have defective unit(which is possible) I would be doing some more checking of other causes.One complaint I do recall is the base to body screws were loose from the factory.One other item to check is the float level.Hope these ideas help.

  

What you are describing is a poorly adjusted accelerator pump. Setting it up as per manual instructions should fix it. As mentioned Holley carbs are very basic and easily fixed.

Regards

Rick - West Australia
Do Y Blocks Downunder run upside down? Gravity Sucks!!

E.J. If everything checks out you may be alittle too lean on the front jets, remember one size does not always fit all. Move the fronts jets up two numbers which should be 56s and see if that helps, it worked on my 292. The 54s are just to small on some engines and not on others?? go figure.

-Gary Burnette-

Thanks guys. No I have done nothing to it at all. I have a late model distributor with a Mallory electronic unit. Timing is at 8 degrees I think. Like I said it squirts as soon as you move the linkage. Maybe I'll try those 56's. I'm going to Turkey Run, I'll go by Holly's booth. Thanks again.

Doing Fords for 45 years. '56 Customline Victoria

E.J. in Havana FL

Try a little more advance - push it up to 10 degrees.

54 Victoria 312;  48 Ford Conv 302, 56 Bird 312
Forever Ford
Midland Park, NJ

I swapped my jets for #56 and works well.Mine is a stock 292 with the later distributor and "B" manifold with the 390 Holley.The jets that come in  these from the factory are #512 which are way too small.If you havent done anything thats a good place to start and is a good bet to solve your problem.Just re-reading my Holley catalogue.The holes in the pump cam controls how quickly the cam activates the accelerator pump.#1 activates the pump a little  "early"  using the full capacity of the pump.This setting is usually used for engines that idle at low RPM-600-700.The #2 and sometimes #3 settings delay the pump action slightly and are used in engines that idle at around 1000 RPM and higher.Try setting yours on #1 and replace the jets.Resetting the cam just requires loosening the screw and moving it and retightening the screw.Each size increase in the jets gives about 4 1/2% increase in flow and you really need to jump 2 sizes each time you change jets to notice a difference.The above info is from the Holley catalogue which gives more than just parts info.