Carburetor Question - Is this a good call?

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With all this cobbled carb/spacer business, it would be interesting to see the throttle linkage/kick down, if its an auto.

Besides the direct bolt on, set and forget advantage of an Edelbrock, the factory linkage is bolt on as well.
 
Johnny Dart said:
With all this cobbled carb/spacer business, it would be interesting to see the throttle linkage/kick down, if its an auto.

Besides the direct bolt on, set and forget advantage of an Edelbrock, the factory linkage is bolt on as well.
Click to expand...

I actually did take a pic of it before i took the carb off.

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80457-6 and 2706
List number 80457
revision 6
2706 is the date code and not important at this point.

List numbers can be looked up on a Holley List sheet.
https://documents.holley.com/techlibrary_carb_numerical_listing.pdf
The R prefix is used on many Holley documents. IIRC it indicates engineering list number. Bottom line, its the same with or without the R.
It's Model 4160 with advertized flow of 600 cfm, and vacuum secondaries.
its still available new, but only in silver coat. Holley 0-80457S 600 CFM Street Warrior Carburetor
As @yellow rose posted, it is very similar to the list 1850 carbs.
It can work fine if you choose to use it.
There's a basic instruction sheet on Holley's webpage.
Notice the first thing to check after getting the car running is the fuel level.
 
THE CARBURETOR SHOP / Four barrel mounting flanges
If I understand correctly:
Basic AFB '57-'74 bolt pattern 4¼ x 5 5/8 inch
(includes AFBs with ¼" wider throttle bore centerlines)

Holley pattern is 5 1/8 x 5 5/8 inch
also used on some AVS, and some AFBs.

Spread bore pattern is 4¼ x 5 5/8 inch (same as most AFB)

Early squarebore, mostly 1952-58 except trucks. 3¾ x 3 7/8 inch
 
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yellow rose said:
Damn NGK numbers...from what I can find (NGK sent me two power sports catalogue instead of an automotive catalog...I should be getting the automotive catalog in a week or two) your plug crosses to a Champion RN11YC. If so, that may be a bit cold unless you are running 10.5:1 or more compression with a pretty big cam. I go at least a range hotter AFTER you get your carb situation straightened up. I'd also look for a plug that has a 5/8 hex rather than that 13/16 hex. The smaller hex is much nicer to use.

So you may want to see what a Champion RC14YC crosses to in an NGK and use that.

BTW, a platinum plug with an older ignition isn't always a good thing. They are harder to fire and if you are marginal on ignition that plug may be causing misfires because the ignition wasn't designed for that plug. You may not feel the missing, but it can happen.

A copper core plug is cheaper and much easier to fire. Yes, they require replacing at closer intervals, but you may be causing issues with a platinum plug you don't need.
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Hey, YR, just to be clear for the OP, isn't a NGK GR4 plug already fairly hot??? (yeah, I hate NGK #'s too!) Doesn't seem like it would cross to a Champion 11, but these plug numbers scramble my brain. And I agree about the platinum plugs!!!! I had a 440 with stock Mopar ignition that I could never get running right until I finally pulled the new-ish platinum plugs and replaced them!!!

If this helps anyone:
"NGK plugs are colder the higher the number, hotter the lower the number. Starting with part # BKR6E-11 (heat range 6), a colder plug would # BKR7E-11 (heat range 7), a hotter plug would be # BKR5E-11 (heat range 5). For NGK Racing Plugs, the heat range is located AFTER the hyphen."

"NGK GR5 (one step colder than GR4)"
 
Measure your bores in that 273-4 intake. The primaries may be a tad too small for modern era carbs, ie edel 600, break out the grinder or run a open plenum spacer. Iirc they used to mount hemi cross ram holleys onto the 273-4 with a primary bore notch. If your dead set on using a different carb other than a dual pattern carter-brock, you can cut the whole 4 port flange out of the 360 degree intake and make it a common plenum. Add a 2" wilson spacer and youll get another 1000 rpms out of that intake. Not hard to do with a tight 273.
 
pishta said:
Measure your bores in that 273-4 intake. The primaries may be a tad too small for modern era carbs, ie edel 600, break out the grinder or run a open plenum spacer. Iirc they used to mount hemi cross ram holleys onto the 273-4 with a primary bore notch. If your dead set on using a different carb other than a dual pattern carter-brock, you can cut the whole 4 port flange out of the 360 degree intake and make it a common plenum. Add a 2" wilson spacer and youll get another 1000 rpms out of that intake. Not hard to do with a tight 273.
Click to expand...

10-4 will measure. For now i'm waiting for this new adaptor plate to arrive (01/09) and i'll see how the carb works, then if i need adjustments i'll find out jet size and see if i should switch them out per page two.
 
adapter will move blades off the small bore base and allow them to work fine.
 
midnight340 said:
Hey, YR, just to be clear for the OP, isn't a NGK GR4 plug already fairly hot??? (yeah, I hate NGK #'s too!) Doesn't seem like it would cross to a Champion 11, but these plug numbers scramble my brain. And I agree about the platinum plugs!!!! I had a 440 with stock Mopar ignition that I could never get running right until I finally pulled the new-ish platinum plugs and replaced them!!!

If this helps anyone:
"NGK plugs are colder the higher the number, hotter the lower the number. Starting with part # BKR6E-11 (heat range 6), a colder plug would # BKR7E-11 (heat range 7), a hotter plug would be # BKR5E-11 (heat range 5). For NGK Racing Plugs, the heat range is located AFTER the hyphen."

"NGK GR5 (one step colder than GR4)"
Click to expand...



Yeah, it's fairly warm. I'd keep an eye on them once the OP gets the carb/spacer sorted out.
 
yellow rose said:
Yeah, it's fairly warm. I'd keep an eye on them once the OP gets the carb/spacer sorted out.
Click to expand...
ya i'll get the ones you suggested for sure. Spacer comes in on Thursday and i'll hopefully put it on after work.
 
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Carb plate arrived.

0.jpg


Looks pretty good - as you can see above the top ports are a bit wider than the exit ports (for lack of better verbiage). I lined the top gasket up with a stock gasket for the manifold:

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After a quick test fit on the Holley it bolts up well. I'll do the install tomorrow morning and see what happens..

@yellow rose - which plugs do you recommend? I'll pick up a copper core version for tomorrow as well.
 
crashcaptn said:
Carb plate arrived.

View attachment 1715450519

Looks pretty good - as you can see above the top ports are a bit wider than the exit ports (for lack of better verbiage). I lined the top gasket up with a stock gasket for the manifold:

View attachment 1715450520

After a quick test fit on the Holley it bolts up well. I'll do the install tomorrow morning and see what happens..

@yellow rose - which plugs do you recommend? I'll pick up a copper core version for tomorrow as well.
Click to expand...


10:1 or lower on pump gas I'd start with a Champion RC12YC and see what it looks like.

Keep us posted please.
 
OK. so. plate installed. I figured this would happen and it did.. car doesn't run because the carb has been adjusted to run with that plate on it that was choking the primaries. I need to do (and learn how to do) a full adjustment.

It fires up, runs VERY high like i'm at WOT and immediately craps out. Then hard hard start and repeat - very high WOT sounding and craps. I think its getting flooded and now its time to learn how to get this carb adjusted.

This doesnt surprise me - with the plugs fowled up in a way that seems too much gas, and the carbon on the exhaust pipe ends, as well as the 0.5MPG I always figured its getting too much gas. Now that its set up correctly it doesnt want to run...

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