I have a 400 that is in a 77 f150. I live in a state where emissions are not tested(alabama). I would like to remove all EGR stuff, I have already blocked the port on the intake manifold. Is that simply enough? I have a Holley 5500(I think, it's been 4 months since I looked at it) 2 barrel carb. As for PCV, Which hoses vacuum lines do I need? I know the spark=dizzy to carb, what about the others?
Thanks, 400inatruck

 

Regarding the PCV, is it working now and hooked up? Or is it missing?

You should have the PCV to keep your engine from building sludge and other assorted goo inside the valve covers, if not the entire engine.

If you change your air cleaner, you can get a filter for the breather so you don't suck dirt into the engine.

 

If that 2 barrel is a Holley 500 it's way too big for that motor. It will run rich and use too much fuel. There is no practical way to turn it down. The Holley 350 2 barrel is a great choice for the 351M-400.

 

The Holley 500 can be adjusted--the primary adjustment to make it work for an engine like this is to replace the usually provided 50cc accel. pump with the smaller 30cc job. You'll have to research that out, as I can't find a "5500" 2bbl. Also, you can jet it if need be.

Having said that, these will bog and run rich if not tuned correctly. Throttle response will be soft at low rpm as well.

 

The PCV was hooked up. the pass. side coming out of the cover to the air breather cover, the driver side hose from cover to back of carb. sorry for misterming the carb. yes, it is the 500 cfm. and it had wonderful acceleration right after I put it on, then it went kinda dead. If the pass. side pushes the stuff out and the driver side sucks it in, why can't I just run a hose from pass to driver side?

 

OK, check this link for how it's supposed to work:

http://www.aa1car.com/library/pcv.htm

The PCV is supposed to be hooked up to carb or manifold vacuum. The PCV valve controls the amount of suction and has a check mechanism to stop oil from coming through it.

The other hose, routed from the air cleaner, is to supply air to the crankcase, so that clean air will ciculate drawing fumes with it.

You don't by chance have two PCV valves--one in the valve cover and the other in that fill cap???

 

I have one in the fill cap only, brand new. should the driver side have suction? My passenger side pushes fumes out(normal?), how I know is that: 1. I found oil in under the PCV filter in the air cleaner. 2. I felt air coming out while the motor was running. thanks for your help, this motor has been making me mad.

 

carb is Holley 2300 series, 500 cfm. If that helps any.

 

See the link in post 6.

Air should go in to the engine on one side, and come out via the PCV on the other side. So you should have a slight vacuum on the non-PCV side when the engine is running.

It is possible the engine is blowing by so much that it overwhelms the PCV, in which case air is going to come out the passenger side, along with oil mist.

Have you check the PCV to make sure it is working and pulling fumes out?

 

The carb is perfectly fine for that engine- its actually a little small for that engine.......because 2V & 4V carbs are rated differently in CFM.......to equal that of a 4V, you have to multiply the 2V cfm by 1.4.

assuming the 400 is stock, 90% volumetric efficiency, and max rpm is 5000, the max cfm cals out to....

4V: 520 cfm
2V: 729 cfm

 

the motor aint completely stock. I have a different cam in it... I've forgotten what the ratios and numbers are. I think its .520 exhaust .484???? intake, I really don't remember.

 

Ok, do not replace the "squirter" accel pump with the 30 cc unit....all 4V carbs (which is essentially what the 2300 series is- the front half) come with the 50 cc unit.....going to the 30 will induce a stumble.

I would start with this......

1. Check out the holley web site and ensure all adjustments are within spec...
2. At the throttle linkage, Set the cam for the accel pump on the #2 position, this will make it respond just a hair faster
3. Increase the size of the fuel jets, start with a 25% increase to a max of 30% (30% calcs out on paper to put you withi 2 jet sizes of what you need- but that is on paper, and may not be reality for your engine).

I am betting #1 or #2 will make you happy- #3 will not be necessary............

 

thank you. I'll try that.