Anyone know what / which 4 bbl intake would be made to handle a egr plate setup on a FE engine ?

 

The mid 70's truck intake. Don't know the casting number, but you can ID it just by looking at the carb pad, there's a port there for the EGR.

 

good someone says they were made , now to find one . thanks

 

baddad you must be refering to the heavy FT 330,361,391 intakes .Did these use egr plates ? Then i am wondering would the heat crossover ports match up to use my FE light duty truck heads ? My plan here is to try to use the egr system to reduce engine ping on my 410 . But it looks to be going down the drain if i need to match the heavy 330-361-391 heads to the same size engine intake manifold .

 

FT crossover will not match the FE heads.

 

I was talking about the FE intake, the FT's won't match the FE heads.

 

73 and later truck intakes got the EGR valve. Same casting as the "T" just with the EGR port added. Both 2v and 4v intakes can be found. There were also Holley and Edelbrock single plane intakes with EGR port cast in. I see them on ebay every so often.

 

ok fellas ,,, thanks.

 

I think using the EGR to help eliminate ping is a bad idea. Works well on computerized engines, but the oldies lack the control finesse for such things. The EGR was intended to control NOx emissions on the early engines, nothing more. The introduction of waste gas into the cylinder lowered combustion temps at idle thus reducing NOx emissions. The fuel injected engine, with a computer that can make timing & fuel adjustments at the drop of a hat, is a completely different animal.

My FE experience has been that with a chronic ping, no vacuum advance can be used. Lowering the compression isn't the answer and neither is two head gaskets, but you can do such things as polish the combustion chamber, recurve advance, and play with the fuel mixture. I would do almost anything except introduce an EGR system.

My old boss ran a 410 Merc in his '71 F250, well, forever and he never had any such troubles when using premium fuel. He drove that old pick-up until selling it in the early 90s, and I don't remember him doing anything special other than installing hard valve seats. That thing was a brute! I kid you not, if the tires didn't spin something broke, usually a motor mount.

 

I agree. Better to recurve the distributor to fit you application than use the EGR.

 

You may want to decarbon the engine. Take a coke bottle of water and starting adding to the carb while increasing the RPM so you don't kill it. This will clean off any hot spots that may have formed on the pistons or heads.

If that does not work try increase the main metering jets in the carb by 5. It is will add more fuel to compensate for lower octane fuel. I had to do it to every old car I had. If your engine was built when 100+ octane was the normal high, this is pretty much a must to keep it from knocking without loosing any performance. My 68 F100 with a 360 pinged real bad before I changed the jet size.

 

5????? Man you don't screw around with jet changes. I would have suggested he raise the float level a bit or turn the idle mixture screws out a 1/4 turn to a 1/2 turn to test, mains jets are a pain to change and until he gets the timing right, screwing with the jetting is asking for worse fuel economy that will never go away.

 

I would run rich and not burn a piston or valve any day. I have been dialing in engines for 30+ yrs. As you know the best economy is 14.7:1, with the best power is 12.6:1. So a small increase will not hurt anything. But it may keep him from burning a piston or valve. If the problem is only during acceleration, adj needs to be made to the accel pump. Either by changing a spring or push rod position.

I did mentioned de-carbon the engine first. In most cases it helps but not all.

Besides increasing the idle air fuel mixture is only good for speeds under 15 mph. Once your engine is over 1200 rpm (~30mph) your all on the main jets. So your correction will have less impact. So if increasing idle mixture helps, increasing the mains will cover the rest of the band width.

The increase is only good for holly or the ford carb. Carters and others have a different metering system.

The EGR direction is the wrong way, because it leans out an engine more going down road.

 

I've been at engines for closer to 45 years and actually worked with the FE engines when they were the latest thing. And in my experience this problem is a timing issue and rarely a jetting issue. And changing the float level, up or down changes fuel delivery across the board with any carb. Oh yeah I almost forgot, you claim that idle systen quits flowing fuel at 1200 rpm? Not true my friend, the idle system flows fuel whenever the engine is running, that's why the idle systems are fed off the main jets fuel wells so that the main jets actually contol total fuel flow at higher rpm. At least that's what Holley taught at the tech classes years ago and I doubt they 4150/4160 carbs work different today.

 

as far as recurving the distributor goes I already have a Davis Unified Ignition distributor ,,, custom curved to the engines rpms and vehicle weight and i forget what else performance distributors asked,,,on the engine and it worked so n i c e right after the engine was fresh , I could tow a trailer and there was no ping . The cheapest trick first would be to clean out the combustion chambers i will agree and give it a try .