It depends on which one he used for the retrofit. They maybe great for a car but may need to be more finely tuned for his truck and to match the gear ratio.

_________________
Aggressive Ted

http://cid-32f1e50ddb40a03c.photos.live ... %20Swinger


74 Swinger, 9.5 comp 254/.435 lift cam, 904, ram air, electric fans, 2.5" HP2 & FM70 ex, 1920 Holley#56jet, 2.76 8 3/4 Sure-Grip, 26" tires, 25+MPG

When I get the carb rebuilt I will tackle the distributor.I plan on removing it and checking #s on vacuum can and distributor.Also timing it to TDC and checking timing at 500rpm intervals until the centrifugal advance stops advancing[vacuum advance plugged of course].Then applying vacuum with a hand pump to see advance at different amounts of vacuum.The readings I get on the centrifugal I will subtract from vacuum readings to get actual vacuum difference.Well thats the plan any variables I missed?

Got the carb apart.Main jet is stamped 671.Measures between .060 and .065.The idle bleeds were clear and open.The power valve has holes measuring .105 drilled across it.The power valve is stamped 3.There seems to be some room to open up the venturi.[url]http://s658.photobucket.com/albums/uu310/oldblue1982/? If I open up the venturi would it help or hurt?

Are you quite sure it's not stamped "621" rather than "671"?

_________________
一期一会
Too many people who were born on third base actually believe they've hit a triple.

Here is the main jet

This is the area I am thinking of porting

oldblue,

That is a huge jet!.......It is a close tolerance #67. I haven't even tried one that big drag racing. #64 is the biggest I have tried so far on the street......No wonder your plugs look dark.
You must be leaving quite a sooty trail when you first crank it up in the morning!

You got a picture that you could post of the bottom side of the air horn (top half of the carb)? Does it need to be ported out too? or is it already done?
My 1945's are all in boxes....

_________________
Aggressive Ted

http://cid-32f1e50ddb40a03c.photos.live ... %20Swinger


74 Swinger, 9.5 comp 254/.435 lift cam, 904, ram air, electric fans, 2.5" HP2 & FM70 ex, 1920 Holley#56jet, 2.76 8 3/4 Sure-Grip, 26" tires, 25+MPG

Air horn is opened already.The scribed mark [smile]on picture is where the air horn fits.The main jet is under .065 but above .060.Plugs air clean not black at all.The power valve is stamped 3.I take it that means 3" vacuum engagement.The idle air holes are just to the left of the smile.

Ported the body.Main jet at .059 now.Starting assembly next.Thought I would show the porting.



]

I got it back on and it runs.Idle at 600 rpm in gear.Idle screw out 1 3/4 turns.Fires right up hot,just bump the key.Won't know the mileage for awhile but feels crisper.The main is a .059 or a #59.Thanks for all you responses.

Looks great!
You will get better mileage with the crisper jetting.
I like mine to be crisp feeling and responsive too!
Glad to help.

_________________
Aggressive Ted

http://cid-32f1e50ddb40a03c.photos.live ... %20Swinger


74 Swinger, 9.5 comp 254/.435 lift cam, 904, ram air, electric fans, 2.5" HP2 & FM70 ex, 1920 Holley#56jet, 2.76 8 3/4 Sure-Grip, 26" tires, 25+MPG

I need some information about the power valve in 1945.

The instructions in the carburetor kit say following: The power valve spring that came in the kit is compatible with 74-75 carburetors only. If you have a 76-on carb, you should use the old spring over.

What's the difference between the power valve springs?