i have this Motorcraft 4350 and can not find what cfm it is or year it is tag on it is d5ve ad g 4l 21 and that is it can u help me thank

 

I think they are 600 CFM. See 1st thread in carb section. It should help.

 

D5VE-AD = D5AZ9510R .. 4V Carburetor (Motorcraft CA1363)

G = Design change / 4L21: Assembled November (L) 21, 1974 (4).

Fits: 1975 Full sized Ford/Mercury/Lincoln / 1975 Torino/Montego / 1975 T-Bird/Mark IV w/a 460 engine (not used in CA).

D8PZ9A586E .. Carburetor Overhaul Kit (Motorcraft CT1072C)

Info source: 1973/79 Ford, 1973/79 Lincoln/Mercury Passenger Car Parts Catalogs (which do not list the CFM's for any carb).

 

thank guys

 

got it runing but the accelerator pump lever is leaking wear it goes in the carb is ther a seal for the accelerator pump lever

 

Isn't that on the top of the carb? Gas shouldn't be that high.

 

this is the same carb but shouldn't ther be a seal ?

 

There is probably some type of shaft seal/bushing , but the fuel level should be below the top gasket and never reach the shaft.

 

My brother and I both had 1976 E250 club Wagons w/460's with this carb on them. Both of us towed boats (22') and 31' travel trailers. We both spent many hours trying to get these carbs to perform.

In short, they do not flow enough air to be of any benefit towing or even much for mileage. They only flow about 450 CFM, just look at those tiny primaries and even the secondaries. Ford used two 4300's that were the same bore pattern, but larger and they did not have that square looking tube in the secondaries. I cant recall exactly, but the 4300C may have been ~600 cfm (351C) and the 4300D was ~625-650 cfm (early birds etc w/460). Now obviously I will go with what ND says on the applications, but I am pretty firm on the flow figures----can be corrected, however. I have a 70 mach in the garage (hope its still under all that stuff!) w/351c, 4bbl & 4bbl heads and one of the 4300's (can look which one tomorrow also could measure bores/venturi).
As a contrast, look at the Q-jet carbs which flow OEM at ~700 CFM. Quite a difference and BTW are NOT the same spreadbore pattern.

Problem is you cannot get enough flow out of the primaries to even pull a good grade without bringing in the secondaries. Secondaries are not as efficient as the primaries, maybe because the metering rods would have to be very carefully set up--really, the primaries also. My guess (never say/said I was an expert) is that ford attempted to get these big motors some efficiency. In those years, ~1976 the only other option for a van for towing was a smogged 351W 2bbl.

Dont know you application or plans, but for me, I would get a 4300 (C or D) and use the 4350 to keep your picnic table cover from flying away. In the longer run, (hindsight) I would look for a squarebore manifold (if any were OEM) or go with an aftermarket aluminum. I dont know if there are even any rebuild kits for these left----ask ND.

I think these carbs might be better suited for smaller engines. Could possibly be a good economy carb in them.

LOL!!

 

i have a q jet thinking of puting on i no a gm carb but q jet is a good carb so idk but the 4350 is not doing good and it can be me but i can get parts for q jet and i have the adapter for it but it is going on a 74 351w and thats in a 72 f100

 

Although they can make things work, I am not a big fan of adapters. Whether you go from 2bbl to 4bbl or visa-versa or go from spreadbore (gm) to square bore or visa-versa or even ford spreadbore, you will defeat any purpose of a dual plane manifold if it is a 4bbl. Adapters usually make a single plane out of everything buy defeating the separation of primary/secondary bores. Also "Ugly" because fuel in suspension has to go around very square corners---maybe just me, but it dosnt "look" right .

If the 74 is a 2bbl, it might be better to look for a 350 or even a 500 cfm holly. I think fords 2 bbls flow ~250. If it is a 4bbl squarebore, then a small holly might be good. It really depends on what you want out of your truck. If its just a driver, then I would go with the manifold pattern and a small carb.

Second piece of good advice I have is dont do anything I say-----

 

i have the q jet so for $20 i can rebuild and have it runing for now but i will be puting in a cam and manifold on it will not be dd it will be a fun/show turck and it is a 4bbl squarebore manifold i no what your saying adapters r ok but it works for now thanks for your advice

 

I have done a lot of work with Q-jets on boat engines (350 chebby's). Mpg (over water!) can be greatly increased by adding an extra spring at the upper air butterfly arm. May not apply to truck.

The secondary air butterfly, because of the low manifold vacuum boat engines develop, meaning air flow is great, will start to open at ~2500 to 2800 rpm. Even if you tighten the air valve spring to the max (too far and the #### thing will straighten out!) you dont get much run on the primaries before the secondaries kick in so you need an external additional spring. Secondaries still work if you really kick it. BIG difference in fuel economy on a marine engine. Anyway, sounds like you have a plan!

 

ya halfass plan lol im rebuild it now and painting it ford blue gm part in ford color hehe i will put a pic up win im done

 

Depending on the application, you will not have anywhere to hook up the passing gear lever.

Just a note, the 70/71 Torino Cobra with the 429 SCJ used a factory Q-jet.