Slight "Pinging" Issue With My Engine
Postmaster
Joined: Mar 2013
Posts: 3,066
Likes: 7
From: Over There
Interesting question, I agree with Bill on testing but a bit more to it. There may be something to by gained by going larger but IMO size is secondary to tunablity. This brings up an interesting question, just how tunable is a 4100. In particular how many Holley parts will fit it.
Still though overall yeah long run you're better off with something else, something more tunable and likely larger. But is it worth it to you, you're not a tuning expert, carbs are expensive, and maybe you have a reason for the 4100.
Finally don't bite off too much at once, a new carb could be exactly that.
Still though overall yeah long run you're better off with something else, something more tunable and likely larger. But is it worth it to you, you're not a tuning expert, carbs are expensive, and maybe you have a reason for the 4100.
Finally don't bite off too much at once, a new carb could be exactly that.
Old School Hot Rodder
Joined: Feb 2006
Posts: 6,472
Likes: 11
From: Exmore, VA
The 4100 is very tuneable, one trick is to take some old Autolite jets, cut them off and drill and tap for the Holley jets as they are much more available. Old trick from the 60s and 70s. One of the big advantages is the annular boosters.
Postmaster
Joined: Mar 2013
Posts: 3,066
Likes: 7
From: Over There
Mostly just brainstorming, be pretty darn cool though.
Old School Hot Rodder
Joined: Feb 2006
Posts: 6,472
Likes: 11
From: Exmore, VA
The accelerator pump has 2 springs, a return spring inside under the diaphragm and a torsion spring on the throttle shaft. The arm on the throttle shaft has 4 holes for different stroke settings. Lowest hole is the least amount, but has the longest duration, Ford used to tell you to change from a summer to a winter setting by going up one hole from the std. location.
Secondary diaphragm cover is totally different, but I'll bet a good machinist could modify one so you could use the Holley quick change spring kit.
The power valve restrictions are pressed in and can be removed and replaced with some small screw-in jets as can the idle air bleeds. Idle tubes can be easily pulled out, and any 2100 shares those parts.
Secondary diaphragm cover is totally different, but I'll bet a good machinist could modify one so you could use the Holley quick change spring kit.
The power valve restrictions are pressed in and can be removed and replaced with some small screw-in jets as can the idle air bleeds. Idle tubes can be easily pulled out, and any 2100 shares those parts.
Postmaster
Joined: Mar 2013
Posts: 3,066
Likes: 7
From: Over There
Sure but if LARIAT 85 is going to change carbs, unless he finds something like that for free IMO there is no better route to go then this sucker.
http://www.summitracing.com/parts/qf...-vsf/overview/
It's A LOT of carb that is perfect for his application, for only(by new carb standards) $320.
Quick Fuel Slayer series carburetors offer affordability, great looks, and impressive adjustability. Economical horsepower performance is not a dream! Quick Fuel Technology has engineered their Slayer series of 600 cfm and 750 cfm street carburetors with everything you want at a price you need to fit your budget. Their hand-built quality and all-aluminum construction are definitely grand, but their changeable idle air and high-speed air bleeds, 3-stage emulsion circuits, changeable primary idle feed and power valve restrictions, vacuum secondary adjustment screw, and unique secondary metering plate with changeable jets are nothing shy of outstanding! Pursue horsepower and get more dollar power with the carburetors that let you tune "your way" and offer show-quality appeal--Quick Fuel Slayer series carburetors.
http://www.summitracing.com/parts/qf...-vsf/overview/
It's A LOT of carb that is perfect for his application, for only(by new carb standards) $320.
Quick Fuel Slayer series carburetors offer affordability, great looks, and impressive adjustability. Economical horsepower performance is not a dream! Quick Fuel Technology has engineered their Slayer series of 600 cfm and 750 cfm street carburetors with everything you want at a price you need to fit your budget. Their hand-built quality and all-aluminum construction are definitely grand, but their changeable idle air and high-speed air bleeds, 3-stage emulsion circuits, changeable primary idle feed and power valve restrictions, vacuum secondary adjustment screw, and unique secondary metering plate with changeable jets are nothing shy of outstanding! Pursue horsepower and get more dollar power with the carburetors that let you tune "your way" and offer show-quality appeal--Quick Fuel Slayer series carburetors.
Old School Hot Rodder
Joined: Feb 2006
Posts: 6,472
Likes: 11
From: Exmore, VA
That would be real nice if I was still running a carburetor on mine. The original carb on a 460 was 600 cfm, 750 would be great.
FTE Stories
Ford Trucks for Ford Truck Enthusiasts
Top 10 Most Expensive Ford Trucks Ever Sold on Bring a Trailer
Joe Kucinski
2027 Ford Super Duty Buyer's Guide (Every Model, Engine, & Package)
Brett Foote
Top 10 Ford Truck Tragedies
Joe Kucinski
AEV FXL Super Duty - the Super Duty Raptor Ford Doesn't Make
Brett Foote
Lobo Vs Lobo: Proof the F-150 Lobo Should Be Even Lower!
Michael S. Palmer
Ford's 2001 Explorer Sportsman Concept Looks For a New Home
Verdad Gallardo
10 Best Ford Truck Engines We Miss the Most!
Joe Kucinski
2026 Shelby F-150 Off-Road: Better Than a Raptor R?
Brett Foote
2027 Super Duty Carhartt Package First Look: 12 Things You NEED to Know!
Michael S. Palmer
Thread Starter
|
Cargo Master
Joined: Dec 2004
Posts: 3,362
Likes: 22
From: Florence, SC
Originally Posted by BruteFord
Sure but if LARIAT 85 is going to change carbs, unless he finds something like that for free IMO there is no better route to go then this sucker.
http://www.summitracing.com/parts/qf...-vsf/overview/
http://www.summitracing.com/parts/qf...-vsf/overview/
Anyway, I did another test drive today. I opened the spark plug gaps from 0.044" to 0.050" and went for a test drive. The "stop and think about it" dead spot scenario I was experiencing under load when I gave it a lot of gas and when the engine was cold (like in an emergency situation) seems to have vanished. Only a VERY slight "hint" of hesitation this time, not enough to even matter and certainly something I can live with.
This is the only change I made; I didn't make any choke adjustments.
But then again, it is about 20 degrees colder here today than it was last week. So maybe that has something to do with it?
Thread
Thread Starter
Forum
Replies
Last Post
NashvegasMatt
1967 - 1972 F-100 & Larger F-Series Trucks
1
Mar 4, 2019 08:14 AM
F-250 WARHORSE
1973 - 1979 F-100 & Larger F-Series Trucks
12
Mar 24, 2017 11:25 AM
67f100-390
FE & FT Big Block V8 (332, 352, 360, 390, 406, 410, 427, 428)
14
Feb 24, 2011 09:55 PM
darkknight9
Electrical Systems/Wiring
5
Feb 11, 2005 12:27 PM