4160 question

F

flatbed200

New member
Hello

I am rebuilding a Holley 4160. I am missing the thin sheetmetal plate that goes between the secondary metering plate and the main carb body. Is this plate essential and if so where do I get another one? I have checked around online and haven't found any.
Also, what spring do you guys use in the vacuum secondary opener? This carb has the strongest spring and I was thinking of putting a lighter one in so that the secondaries might open sooner.

Thanks for the help,
jim
 
Yes, I would believe they are.

You need to post the Holley list number (usually 4 digits) and the IH part number (nnnnnnrn / nnnnnnr9n) that are stamped on the front of the airhorn.

Then, maybe michael mayben can help you out...
 
The thin steel separator plate for the metering plate in the Holley 4160 carburetor was eliminated from a production standpoint around 1975 or so. And it certainly was not a "clean" cutoff since oem contracts called for continued use of that item.

I May have a few of the separators but I don't use 'em at all in my work with Holley modular carbs.

While it did serve a purpose considering the gasket materials used at some point, with the change in those materials over the years, the separator plate became redundant.

When you start screwing with the balance spring in the Holley modular secondary actuator, you are only asking for an on-going battle in "tuning". And that is compounded by a tremendous variation in how each engine is "built" and if it's completely stock in excellent internal condition, or some sort of hack job with poor compression and wobbly manifold vacuum.

These engines do not need nor can they accept a secondary setup that actuates "sooner". They cannot be compared in any function to the more common v8 engines normally found in the offerings from the big three of that era, these are truck engines, many of which were produced with both 2v and 4v induction systems that are goverened.

Swapping around those secondary springs will only result in tuning headaches that are generally referred to a "bog". The actuation of the vacuum-control secondary on these carbs must coordinate with ignition advance, manifold vacuum, and power valve selection. Actuation of the secondaries must be completely benign with the only clue to operation being a change in intake noise through the air filtration system (along with an increase in available power production of course).
 
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