4160 to 4150 metering block

How much of a difference would changing the metering plate to a metering block make on the 4160 carbs? I know being able to change jets and have 4 coner idle screws and finner tunning but would it just be able to perform better over all being both was working spot on?

I am thinking that if I do that I am also gonna do the 50cc pump setup as well.

probably more power and better investment getting a double pumper

Tennessee Bullitt wrote:How much of a difference would changing the metering plate to a metering block make on the 4160 carbs? I know being able to change jets and have 4 corner idle screws and finner tunning but would it just be able to perform better over all being both was working spot on?

I am thinking that if I do that I am also gonna do the 50cc pump setup as well.

Unless you have a drawer full of metering plates, it will make life simpler if you plan to change air/fuel ratios frequently.

Holley makes a kit to perform the task or you can part it together. Quick Fuel offers a simple and neat way to allow the insertion of jets into a 4160 style Holley. Myself, I don't see the need for a 50cc pump assembly and you will need internal modifications to the main body if you need to adjust the four bore's idle air/fuel ratio individually and a metering block with idle air/fuel adjustment.

Dave.

I am running 2 750's on a 521 T/R. I have heard people say 50cc is what is needed. Holley says 50cc is not needed till you go over 37 squirters. How would I determin what metering plate I would need without buying a bunch? I ran the 74 jets with the 35 squirters and it seems doing good. Gonna try the 37 squirters and I have 76 jets if needed.

Depending upon WHICH metering blocks makes a large difference also.

A 4160 metering plate doesn't allow much of a choice in changing a fuel curve and the standard 4150 metering blocks only allow a slight change to the emulsification.
A 4 corner idle is not possible without other modifications to the carburetor so, at that level it is mostly done to be able to change secondary jetting or to use a secondary power valve.

Got it, thanks for the info guys. I am gonna run this and see where we are at.

A question if I may? What indication has been offered to you to increase the squirter nozzle?

Dave.

Well the only 2 passes I have made so far the car has not seemed at its peak and when I went up on the squirter and jets it was so much more responsive and powerful. If I can ever get back to the track I will know for sure. With this crappy track being flooded I am limited to street tuning which I can get pretty close for sure. I think so.