I suspect opinions are plentiful but I'd like (need) a basic carb recommendation for my project.
1977 F250, 460, C-6 AT, 2WD
The truck has been sitting for a decade and I'm in the process of replacing the entire fuel system. Everything was caked in bad old varnish that once was gasoline. I'm also replacing the intake manifold with an Edelbrock Performer.
I'll probably favor something in the Holley line but have no idea on what size, etc.
I'm keeping it more or less original so electric choke, vacuum secondaries, etc.
My experience level is best described as amateur, but I'm OK with learning the finer details.
Thanks in advance.

 

Holley 4160. if your engine is stock a 600 cfm would be fine but you could go a little bigger if you'd rather. you can use Holley's carb finder for more detail but they're not going to recommend the 850 double pumper half the people on the internet will.

I'd stick with the standard 4160 with an electric choke. stay away from the avenger series they're no improvement. you might need to mess with the jetting and springs a little to dial it in but it's easy and the parts are on any parts store wall in the country.

 

I run a Holley 600 on my 460 in my '78. I have tried going up to a 750 cfm (3310) but it was too much carb. If you run the numbers and do the math a 600 CFM carb in a 460 is good up to like 4500 RPM. My 460 will never see 4000

 

Be sure to get the C6 kickdown linkage. Vacuum secondary

 

I'm a fan of spread bores. The smaller primaries give great throttle response and you can still have a 750+ cfm potential for if you want to play at 5000+ rpm.

 

Keep it all Holley!

Weiand 8012 and a Demon 1901 (625 cfm) will bolt and go for you. I just did the equivalent on my 400 and it's been great right out of the box.

(Get a 1" spacer to go between them (composite or wood). Improves atomization balance and helps out with vapor lock/boiling gas in carb.)

 

There are lots of versions of Holley carbs out there.

For a stock 460 600-650 cfm is plenty.

There are 4150 and 4160 style carbs. 4150 carbs have a secondary metering block with adjustable jets for tuning. 4160 will have a metering plate that can be changed when tuning the secondary fuel flow but it takes more effort and costs more to change out

There are center hung and side hung floats. Center hung are typically performance orientated but either will work and they can be swapped to any main body. 4150 carbs are usually center hung and 4160 carbs are usually side hung.

I would suggest vacuum secondaries for mpg and drivability but a mechanical secondary (double pumper) will work just fine.

The carb will need to be tuned. This will include at least idle mixture, idle speed, choke rpm. If you want to dial it in even better then you may need to change main jets and secondary jets or plate.

As mentioned above a spread bore carb is an option too. Most Holleys are square bore where the primaries throttle plates are the same size as the secondary. Spread bore carbs has smaller primaries and bigger secondaries.

 

I went trick fuel. the last holley 600 i bought has been a pain since day one, Something wrong with the main body and always rich. Anyway,, TF has a lot of upgrades and adjustability over the holley.

i bought https://www.summitracing.com/parts/qft-bd-1957 but the same is available not in black for less https://www.summitracing.com/parts/qft-sl-1957e

The spec show the Slayer being more lean, I thought the Brawler although cheaper spec'd a lot richer.

I know they all have silly names,
Chris

 

Check out a Holley List 9834, It's a 4160, 600 CFM, electric choke, vacuum secondaries and has the Ford auto trans kickdown linkage. I have had one on my 460 since '97.

 

just bought a quick fuel slayer. haven't hooked it up yet but it seems to have a lot of features and it's a 4160.
It's going on my 86 460. Will need to buy a kickdown kit for it though.

 

mine came with the kick down installed.. Before you install the unit and add gas make sure you can add the kickdown. sometimes you can not. the shafts may be different. The AED i have can not be fitted with ford kick down.

Chris

 

Thanks all for the input.

I have a pile of parts coming from Summit, unfortunately the intake is delayed until the end of the month. Sounds like supply chain back ups. Anyway, decided on the 4160.

Thanks for the reminder on the kickdown kits. It would have been just my luck, (ignorance) to try to install something only to find its configuration unworkable.

Also on my list is new fluids throughout, grease all the zerks, wheel bearings etc,

 

What intake manifold did you order? If it's an Edelbrock, don't expect that projected date to hold. Edelbrock is relocating from CA to MS, and they keep bumping their delivery dates to the right. I had a 7566 on order for a couple of months. The projected deliver date changed four times. A fellow FTE member sold me a good used 7566, and I cancelled the Summit order. I've got a good used 2166 if you need it.

 

If you haven't ordered already,, Look into the quick fuel. They are using the exact design/parts as holley but have more adjustability like the vacuum secondaries have an adjustable screw to allow them to open slower or faster without have to change diaphragms

https://www.summitracing.com/search/...rder=Ascending.

 

I was new to the carb game 5 years ago and have soaked up lots of info from these fellas around here and will only say this, if your willing to learn the Holley style tuning get a Holley style carb, the summit carbs seem to be a big hit for price and performance. If your not willing to learn how to tune a Holley then get an edelbrock, there stupid simple, but for a reason, you cant get the same tune-ablility that you can a Holley, I started with a Holley got frustrated, went to an edlebrock and now im a very happy camper with a Holley back on the truck and i think allot of newbies follow that path. If you have an old timer or carb junkie in your family or neighborhood buy him a case a beer and ask him to educate you on the Holley...Also theres that old saying 90% of carb problems are ignition problems... and that is so true, i chased my tail forever with my carbs only to solve problems with my coil, distributor and timing...... so when you start tuning, dont start ripping the carb apart.... If your timing isnt happy with your new carb, its never going to run correctly..... and so on and so forth.... ill shut up now, could preach about this crap all day, i learn everything the hard way 2 or 3 times.