A stock 170 is an undercammed with a low overlap 240 degree duration at lash cam, a tame engine that normally makes about 57 rear wheel hp, or 72 flywheel hp net, a little bit off the 105 hp gross they claimed.
But it is very responsive to the right gear, so:-
1. with a better aftermarket solid lifter version of the latter hydraulic 1965-1983 3.3 liter cam of 256 or more duration.
2. A better exhaust,
3. and your nicer 2-bbl adapter intake, Kimi
you'll make it perform like a 2.8 Cologne V6.
Some people have made 280 net flywheel hp engines out of one of these little in line six 170 engines, they have a short stroke with long corods, and can take an absolute pounding. They are better set up than the later 200. It never really needed seven main bearings.
Based on your prior info you've got a 1/4" drive early four bearing engine. Ford had a habbit of changing anything 1/4" to 5/16" in the early 60's as you'll see as we read on. It would be silly to stick with the stock 240 duration, low lift solid lifter cam if your going to put better carburation on it. The closed chamber 170 head is a great little thing. If you are adding just a 2-bbl adaptor plate to the 170 head, then open out the stock 1.3" hole to 1.75" with a die grinder and variable speed or air operated die grinder drill.
Now jets. If you were running just a 190 cfm 0.98, you'd start with 43F's. Your using the underlines 1.08 2877 cfm 2-bbl, so you'd be better off with 48F's
H=Holley jets, F=Ford jets
1. You'll have to use 48F jets. This based on all the info I've researched. A 1.08 carb needs a proporationally larger jet to meet with the venturi size. You could start at 43F if you like, but I'd be sure you'd end up at the 48F end.
2. The standard Motocraft Power valve was a single stage 8.5. Use a Holley 8.5 power valve.
The jets, they are common enough. In 1964, Ford changed from the 1/4" Holley threads to 5/16" Ford threads and jets from Holley to Fxx jets. Its too hard to swap them over, the threads don't match.
FYI Jetting interchange is linear between these sizes
47H = 43F
54H = 50F
62H = 58F
43F's are enough for the less than 100 hp net
50F's are enough for about 125 hp
58F's are enough to give 157 to 200 hp net
That is based on how they flow
Eg 1. On a 1963-1982 2-bbl 2100 to 2150, the jets size runs from as little as 47's on the 0.98 145 hp gross (110 hp) 221 V8, 260, or 1980-1982 115-119-120 hp net 255 4.2 liter V8,
Eg 2. 1982 5.0 Mustang GT 157 HP 2-BBL needs 57 jets.
Eg 3. The 1968-1970 265 hp gross 390FE had a 351-356 CFM Autolite 1.21-1.23 2100 2-bbl, but had less than 200 hp net, and needed only 54's.
Eg 4. As little as 54 to as much as 63 on the 1971-1983 emissions era 164 to 178 hp net 351M and 400 Ford 2-bbl 2150 1.33.
Number = CFM
.98 = 190
1.01 = 240
1.02 = 245
1.08 = 287
1.14 = 300
1.21 = 351
1.23 = 356
1.33 = 424
Its best to buy the Ford 1100/1101/1250/2100/2150/4100/4300 ones.
Click on Motorcraft Jets.
http://www.carburetor-parts.com/Autolit ... p_175.html
The Ford Motorcraft/Autolite F jets are called 120-4 series jets
At Mikes Carb Parts, you'll get sizes 40 to 78 in the pulldown menu, with 120-4 as the listed off that item list. $4.99 each
Walker parts lists all the jets from 35 to 72.
https://buy.walkerproducts.com/_images/ ... ts-120.JPG
Unlike Holley jets, Ford jets are what they are....the hole size is the jet size
Summary jet interchange details here.
viewtopic.php?f=1&t=68684&p=526449#p526449
Someone please correct me if I`m wrong.IIRC,the 2150 also came on the 360 truck motor in 1974.
