Questions about the Holley 1904.

[David_Conwill]

1) Reading the Schjeldahl book, I’m pretty concerned about the Spark Control Valve/Load-o-Matic interface. They strongly urge that when changing the distributor out for a later one, the carburetor must also be changed, and vice versa.

In my plans to build a 200, I’ve been thinking in terms of using a Duraspark II or a ‘68-style points distributor converted to electronic with a Pertronix kit. But I’d also like to use an Offenhauser or direct-mount 3x1 setup with Holley 1904 carburetors.

Is that going to work? I think it should, since it appears to be the same situation as adding more carburetors to a ‘49 to ‘53 Ford V8: You can’t use the stock-type distributor, because the vacuum signal will now be wrong, but there’s no problem using the stock carburetor with an electronic distributor, because the dizzy doesn’t provide feedback to the carburetor.

2) How do I know the proper 1904s when I see them? I assume the intent with the original Offy and Edelbrock triple adaptors was to use OE-type carburetors for the 144 and 170, so how do you know that the glass-bowl (or zinc-bowl, for that matter, I’m not particular) Holley you just drug out of the greasy milk crate at the swapmeet is a 1960 Falcon 144 carb and not for a 1956 F100 223? I haven’t found part numbers yet, but that’s what I’d like.

Thanks in advance,

Dave

 

[CZLN6]

Howdy back Dave:

I'm In the sunny southland so I don't have my books with me, but, in general, any side-bowl, Holley one barrel is worth picking up. The differences between the 1904, 1908 and 1909 are slight. The difference between the 144 and the 170 version is about 20 CFM. IIRC 130 cfm on the 144 and 150 cfm for the 170. I don't recall what the 223 is rated at. I've seen and heard of various combinations of carbs with good and not so good results. The end carbs should be the same cfm rating. The seal on the end carbs is also quite critical. No choke, no idle, and no throttle plate leaks are critical to a good system. The best consolidated source of application numbers is a book by Pony Carbs, called Ford Carburetors.

You've got the distributor stuff down pretty well. Forgo vacuum advance altogether and focus on zeroing in on the initial advance setting and the centrifugal advance curve.

Keep us posted on your progress and your choices.

Adios, David

 

[David_Conwill]

Great info. Thanks!

And enjoy your vacation.

-Dave

 

[oldgrezmonke]

From the Ford Falcon shop manual : for the 144 ; with pcv-CIDE-9510-A or B [auto trans.] , without pcv-CODE-9510-C or D [auto trans.] , at low altitude the main jet is supposed to be 53 with pcv , 52 without and a 1 1/8" venturi for either , for the 170 ; with pcv-CIDE-9510-E or F [auto trans.] , without pcv-CIDE-9510-C or D [auto trans.] , main jet at low altitude-61 with , 60 without pcv , with a 1 1/4 venturi for either . These numbers would be on or near the fuel inlet . The small venturi [for 144] is hard to find . I searched for months before I found one . Ones with the glass bowl are also hard to find . I suggest using a metal bowl while doing jet searching , then put on the glass bowl when satisfied with the jetting so you won't risk breaking it .