Recently bought an 89 F700 370 v4 bobtail box truck with automatic transmission at 93K miles. Wanting to move CA to NY. OEM carb needs rebuilding/replacement. Anyone know of improvements to OEM carburetion system that are reliable. Other carb models/modifications to consider? Optimal mileage, power and smooth running are goals.

Thanks.

 

Does your carburetor have a governor?

4180/90's are jetted about as lean as you can get.
That's a big truck, what kind of mileage are you getting?

You can get the factory manual download here:
Lat model Holley 2380EG and 4180é4190EG Governed Carburetors


ETA: We do have a large truck forum, where you might find people more familiar with your F-700.
https://www.ford-trucks.com/forums/forum232/

 

Yes, it has a governor. Haven't driven it yet, so don't know mileage typical.

Thanks for manual link. Will also post on large truck forum.

Douglas

 

I've rebuilt my 4180 a few times.
Just be sure you get the proper genuine Holley kit.
Gasket quality and generic applications of aftermarket kits are not the same.

I use a Holley #3-1346 kit. (about $50, depending on where you get it)
You can check these pages to see if that is right for your list number and the Motorcraft code on the aluminum tag attached to the choke side.

https://www.holley.com/data/Products...l/199R9766.pdf

https://www.holley.com/data/Products...9R10060rev.pdf

 

I hear Holleys are more complicated, less fuel efficient, and more frequently in need of rebuild compared to , say, Edelbrock? But going away from OEM could be tricky...yes? Do you know of anyone or shop that would have experience on Holley vs Edelbrock vs another solution? Or, all things considered, is sticking with OEM Holley the safest move. Trying to get simplicity, reliability, and fuel mileage best they can be for a CA to NY move, and beyond.

 

Edelbrock's may be "self adjusting" ... within certain bounds.

The "Holley for Motorcraft" carburetor already on your engine is optimized by both Ford and Holley engineers to meet emissions standards and work with the weight, gearing, cam and redline of your large truck.

If the carburetor is "fresh", I think all around performance is going to be optimal (for your application)
Ford/Holley spent lots of time and $$$ to get it right.
Meeting emissions means it is not rich, or so lean that excessive NOx is produced.

Don't read something about a Mustang or F-150 and think it is an apples to apples comparison.
Or necessarily listen to some guy at a speed shop who only knows what works in his Chevelle.

Pushing this beast clear across the country at highway speed was probably never the intent when it was manufactured.
It's not going to be cheap.
Be careful not to jet too lean and have a meltdown.
There's a limiter for a reason.

I will be the first to admit I don't have a lot of experience with large trucks, and my word is certainly not gospel.
But I DO know that any 385 is a thirsty engine made for work, not economy.

 

Sound advice. Probably won't make OEM changes beyond rebuild for the reasons you mention. Just wasn't sure if someone had found a new way to configure these engines for all the considerations you mention above since the truck was new in 1989.