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Is this a Holley 4180?

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BLC351H View Drop Down
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    Posted: 06-July-2011 at 7:52AM
Hi altogether,

I have a 1972 Ford Gran Torino Sport with the 351C-4V (CobraJet) engine and I suppose a Carb from Motorcraft made by Holley,  which seems to equal a Holley 4180. Am I right? I made some pictures of it:

http://photobucket.com/72GTS

is this a Holley 4180 for real? Can anybody say how much cfm it should have? Is it connected in the rigth way? Anybody some suggestions for literature according to this carb? How to adjust it?

Thanks!Smile



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Post Options Post Options   Thanks (0) Thanks(0)   Quote whifty Quote  Post ReplyReply Direct Link To This Post Posted: 06-July-2011 at 2:16PM
1985-86 Econoline 460, 4180 Holley. It's an emissions carb



Edited by whifty - 06-July-2011 at 2:29PM
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Rockatansky Quote  Post ReplyReply Direct Link To This Post Posted: 23-July-2011 at 11:46AM
right on the front at the very top there should be some numbers you can research, the 'LIST' number or Ford part number specifically
 
call Holley and they can tell you all about it, CFM, rebuild kits... 
 
what are you not sure about how it's hooked up or tuning?


Edited by Rockatansky - 23-July-2011 at 11:48AM
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Post Options Post Options   Thanks (0) Thanks(0)   Quote orlnslloyd Quote  Post ReplyReply Direct Link To This Post Posted: 23-July-2011 at 3:53PM
4180s have the idle adjustment in the front of the baseplate under some plugs.
'72, GTSFB, 460, C6, 3.70
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Post Options Post Options   Thanks (0) Thanks(0)   Quote ghosttrain2 Quote  Post ReplyReply Direct Link To This Post Posted: 23-July-2011 at 4:00PM
The E5HE number on the air horn indicates this is a 1985 Holley made Ford carb.,which coulc have come from a Mustang GT,or 351 W or 460 Truck. They do run good when jetted properly for your engine,but one backfire will do in the power valve.
(I overhauled alot of these at the dealer at that time)
 And yes it was an emissions carb,but can still work.


Edited by ghosttrain2 - 23-July-2011 at 4:02PM
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Post Options Post Options   Thanks (0) Thanks(0)   Quote BLC351H Quote  Post ReplyReply Direct Link To This Post Posted: 24-July-2011 at 7:39AM
Thanks for the response,

I'm interested in any material explaining how to hook the carb properly up and how to set it up for the engine... Unfortunately I have only a book about the 2300, 4150 and 4160 holley carbs and its hard to find someone who really is familiar with the holleys around. So I'm happy about any information on the 4180 holley....
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Post Options Post Options   Thanks (0) Thanks(0)   Quote BLC351H Quote  Post ReplyReply Direct Link To This Post Posted: 24-July-2011 at 8:03AM
Thx so the main settings can be adopted from the holley 4160 series?
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Post Options Post Options   Thanks (0) Thanks(0)   Quote whifty Quote  Post ReplyReply Direct Link To This Post Posted: 24-July-2011 at 8:04AM
It is basically a 4160 modified for emissions

http://www.mustang50magazine.com/techarticles/mump_0907_how_to_understand_the_holley_4180/index.html

http://ddilts.net/mustangs/holley_4180/index.html
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Rockatansky Quote  Post ReplyReply Direct Link To This Post Posted: 24-July-2011 at 8:11AM
some of those factory Holleys have 'reverse' idle mix screws, that is they meter air instead of fuel like normal Holleys
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Post Options Post Options   Thanks (0) Thanks(0)   Quote BLC351H Quote  Post ReplyReply Direct Link To This Post Posted: 25-July-2011 at 9:10AM
ok...is this carb the appropriate choice for the 351 cleveland 4V Cobra Jet? The engine is slightly modified...the seller stated that the motor was bored over .0030\ balanced with 9.8 comp pistons, block decked and mated to milled heads with 3 angle stainless steel valves. 10.1 compression. factory 3000 stall. improved operating range to 5500 rpm.

Read somewhere that the original 4300D carb was a 750 cfm one and the Holley 4180, now it is equipped with, is a 600 cfm carb. With the modifications described above, ist the holley 4180 the wrong choice?
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Post Options Post Options   Thanks (0) Thanks(0)   Quote ghosttrain2 Quote  Post ReplyReply Direct Link To This Post Posted: 26-July-2011 at 3:38AM

Are you using the spread bore intake manifold, or a square bore intake manifold? The original Cobra-Jet 351 was  spread bore, with a 4300D carburetor rated at 715 cfm. You can read more about it at the bottom of this page: http://www.mre-books.com/interchange/interchange6.html

Hope this helps.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote BLC351H Quote  Post ReplyReply Direct Link To This Post Posted: 26-July-2011 at 8:12AM
as I remember the 4180 holley is a square bore one...but I should look it up...

Any other comments concerning the cfm of the carb in relation to the modified engine?
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Rockatansky Quote  Post ReplyReply Direct Link To This Post Posted: 26-July-2011 at 11:50AM
pretty sure a 72 351C-4V should have the speadbore intake?
 
if it is a 600(call Holley to verify, if you care) it'll rock on a street driven Cleveland. yes maybe a bigger carb would make more max power but may also cause drivability issues at lower rpm
 
there's no resson you shouldn't be able to tune it like any other Holley, but to say just like a 41xx model and stick to that could get you into a pickle because there are internal differences... some that affect operation and negate parts interchangability between model series. gaskets and rebuild kits are different
 
it's a Holley 4 bbl, it's tunable!
 
that said i doubt that you should need to change it's calibration very much to optimize it to your Cleveland. maybe change the pump cams, accel shooters... the only way you'll find out what it likes best is to make one change at a time and drive it. if you change more than 1 thing at a time, you won't what caused the improvement, loss or why it stayed about the same. being a late model emissions carb i'd suspect that you can pretty much figure on jetting it a little richer though, but it's not written in stone. if the engine it came from had a mild or weak intake signal and your engine makes more signal, your engine will pull harder on the jets and you'll get a richer mixture than the old engine did... so you won't need to re-jet richer... if you follow that? 


Edited by Rockatansky - 26-July-2011 at 12:07PM
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Post Options Post Options   Thanks (0) Thanks(0)   Quote BLC351H Quote  Post ReplyReply Direct Link To This Post Posted: 26-July-2011 at 10:03PM
Thanks for the responses... I think I'll stick with the 4180 and look up what fine calibration can done.

I also have the old 4300D carb as spare part...an this one is a spread bore intake.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Rockatansky Quote  Post ReplyReply Direct Link To This Post Posted: 27-July-2011 at 11:24AM
so you'll need the correct adapter to use a square flange carb, this is the ONLY adapter available that works on the Ford spreadbore intake... Trans-Dapt 2199 Ouch! $75 shipped, (to the US) because of the ear that covers the EGR passage in the manifold. no other adapter plate seals the EGR and the carb gasket
 
you might as well change the intake to run a square flange carb unless you can make an adapter plate on your end. Holley does/did make a direct bolt on replacement carb that will fit the stock intake 
 
 
 
 


Edited by Rockatansky - 27-July-2011 at 11:27AM
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Post Options Post Options   Thanks (0) Thanks(0)   Quote BLC351H Quote  Post ReplyReply Direct Link To This Post Posted: 27-July-2011 at 11:35AM
Oh sorry, I think you misunderstood me...The 4180 Holley is now installed on the engine, the 4300D is a spare part for me I don't think I'll switch back to the 4300D...but thanks for the effort...

I only wanted  some opinions if the holley 4180 carb was the right choice for the modified cleveland engine as i described. I became a little bit unconfident because the holley 4180 is a 600 cfm carb and the 4300D carb is a over 700 cfm. So it is a little bit weird for me why after these modifications the holley 4180 with less cfm was mounted, and therfore the question arised if the 600 cfm is enough.

 
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Rockatansky Quote  Post ReplyReply Direct Link To This Post Posted: 27-July-2011 at 3:00PM
cfm ratings vary across different manufacturers. they use a different standard on the flow bench when they do their testing and come up with different ratings. Barry Grant 650 Demon carb flows a lot more than a  650 holley and i think Carters flow a little less than a comparable Holley, i'd be surprised if the Ford carb really flowed 700 + on the same bench as a Holley?
 
so how does it run?
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Post Options Post Options   Thanks (0) Thanks(0)   Quote BLC351H Quote  Post ReplyReply Direct Link To This Post Posted: 27-July-2011 at 10:38PM
a little rough idle when its cold but elsewise smooth when its warm, no backfire or anything like this. But I think its a little to slow in its acceleration for the horsepower and with a little bit too much fuel consumption,but thats just a subjective feeling. I think I'll switch to fuel with higher octane rating and see if this is better and recalculate the fuel consumption. Currently I use fuel with a octane rating of 95 ROZ, what equals 90 AON that should be enough for the 10.1 compression? Other fuel available in Germany is with octane rates of 93 AON, 94 AON, or 95 AON. As last step I'm thinking about setting up the carb on a power-absorption roller to test different set-ups.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Rockatansky Quote  Post ReplyReply Direct Link To This Post Posted: 28-July-2011 at 12:23PM
mine have always run a lot snappier warm, actually darn near HOT they run the best
 
and Yes they like the fuel!
 
not sure what your octane ratings convert to here, we use RON / 2


Edited by Rockatansky - 28-July-2011 at 12:24PM
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Post Options Post Options   Thanks (0) Thanks(0)   Quote BLC351H Quote  Post ReplyReply Direct Link To This Post Posted: 28-July-2011 at 9:38PM
ok...makes it more simple...RON in US equals ROZ in Germany, therfore I'm currently using 95 RON also available is 98, 100 and 102 RON. AON=(RON+MON)/2 equals the PON in the US...
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