Thread:

I need help...Ford Guru's

Originally Posted by Rattle Can Lou

Let me ask this of the experts. This motor combo is a Genisis block with new Edelbrock Heads. Nice valves and a roller cam. Compression is probably 9.5 to1. The problem the motor builder is having is jetting and tunning the carbs to the engine combo. The secondarys are the jet plates...no jets, but pre drilled plates that are in place of jets. Not very easy to change and the variety of availabilty really sucks. My belief is that selling the 2X4 set up he is really compromising what the 427 is all about. There is no doubt in my mind that a really good single four set up will deliver better tunability, and drivability, but with that comes a tremendous loss of cool factor. So I ask you Ford fanatics...what would you do? Is there a better carb (multiple) setup that we could switch to. Something that we could purchase and make work better??

Thanks for you input............

I'd keep the 2 x 4 setup. That "makes" a 427 Ford. Jet plates are available from Holley and tuning should be as simple as tuning any other 2 x 4 deal. and somewhat easier than tuning a 2 x 4 tunnel ram set up as you shouldn't have to mess with the accel. pump and cam like you do with a large plenum tunnel ram. I run a 2 x 4 427 MR in a 67 Fairlane with a pair of 715 cfm Holleys, [List #3300] it runs excellent, idles clean at 800 rpm without loading up and pulls hard to 64-6500 rpm, engine runs out of cam after 6500. BTW, Holley plates are not like their jets, the plates can be drilled if done carefully and the fuel entry is cleaned up and the bevel is maintained.

Originally Posted by Rattle Can Lou

No air cleaners included and I will get my brother to email me the carb numbers...058, any tune tips to keep them???

I can give you a baseline on the jetting when you get the list nos. The accel. cam/squirters and power valves should stay close to what the carbs came with or if they have been changed I can give you the complete list of specs you'll need from the list nos. All bets are off if some carb guru has messed with them and did things like modify or drill the emulsion holes, air bleeds, PVCRs or IFRs.

I think those are 650 CFM's and the ones on my 427 TP are 715's?

Originally Posted by Rattle Can Lou

058, here's the numbers
Carb one:
G5AF-9510-BD
List 3300
262
4731
3300

Carb two:
GAF-9510-BD
List 3300
373
4371

If you need anything else???

The carbs are 715 cfm. The Ford Suffix should be BC and BD and the List nos should be 3300 / 3301 for the primary AND secondary carbs. You have by list nos 2 primary carbs but by Ford suffixs they are 2 secondary carbs.....anyway, here is what they came with from Holley: Pri Jetting: #69 jets- Sec. met. plate: 34R 2007 20- Power valve: 8.5- accel. cam: #218 [white cam]- accel squirter: .025"- Pri. Met block #4731A These carbs were installed on 1965 thru 67 427 MR. As to value they are not, according to the numbers provided, a matched set which is very important to guys that are willing to pay big bucks for that correct list and suffix numbers/letters. You didn't specify if its in a boat or a car but for car use stay close to factory calibration on the primary side, for a boat you might need to go slightly richer to compensate for the colder running engine. The only difference between the 2 carbs is one should be equipped with a choke assembly, calibration should be the same as to IFRs, PVCRs, emulsion holes and count. Keep in mind that a matched pair of carbs is calibrated slightly different from that of a carb that was orig. designed to run as a single carb. The IFRs could be slightly smaller [leaner] for the 2 x 4 than for a single or the idle air bleed slightly bigger. If you go the route of replacing the sec. metering plate for fattening it up at WOT be sure to get the replacement plate that has the same IFR as what the stock plate has which is [main] feed hole: .070" and IFR .031" I would recommend using a sec. hole of .076-.078" but it depends on what the PVCR dia. is in the primary met. block. I try to match the total fuel flow in the sec. side to that of the pri. side. In other words the total jet area should be close to the same on both pri. and sec. This should get you close enough to tweak pri. main jets for the application Hope this helps, Bob

Lou keep the dual carbs buddy that is way cool. Does it have the progressive linkage ? Because it will work great. If not you can still tune it easy.

Originally Posted by LakesOnly

RCL, if it helps...



The above intake is a Factory FE 2x4. I bead blasted it and put it on Ebay, it sold for over $800 for what you see in the picture all by itself.

That outta tell you sumthin'...

LO

Lakes, That manifold was sort of a rare piece if I remember correctly. Had a C5AE part number which is kind of odd considering in 1965 the Medium Riser was introduced, overshadowed the Lowriser you have pictured. The more common Lowrisers were C3AEs and those sell for in the $400.-$500. range. You did very well with that one