Technical Carb recommendations for F4B on Ford 260

Hot water and exhaust heat to carburetor bases make for better atomization and fuel milage important to manufacturers. There are 4 barrels ones like yours that Ford used found on the net.
Many removed them for added performance also blocking off exhaust p***age crossovers it they have them.
I am not an expert on a 4100 and exhaust heat but I would definitely ask here and to carb king if your manifold is made for it. Just thinking about problems down the road you may not want to encounter with exhaust heat/flow directly on the carb base.

 

Your F4B intake has an exhaust heat crossover under the carb so it shouldn't need a heater hose p*** through to run okay at anything above 0degrees. Sometimes the spacer is necessary to provide a place to connect the pcv valve as the 4100 does not have a pcv vacuum fitting. I don't remember the 260 exactly but didn't they have a pcv plumed into the intake manifold and not the valve cover? That could be an issue with the F4B manifold but I could be wrong..... EDIT, just re-read your original post where you said you were going to run 65,66 valve covers, that fixes the PCV problem! Sorry about that!

 

Hello,

What ever carb set up you get, we have been seeing this air cleaner set up since our granddaughter was a toddler. The set up was so clean looking and the Red color highlights made it stand out on this Ford motor.

We used to hear this red convertible coming down the street in So Cal, well before we actually saw it, anywhere it was cruising. If we were standing on a corner, in an outdoor shopping mall, or just cruising, the motor made an excellent sound. When we actually saw the motor, it was impressive.

Jnaki

The shiny single carb cover, or similar one if you are going with dual quads are popular. But, for some reason, the larger, better air filter style carb cover looked better than chrome ones. It is very clean and showed style. Plus, it filters so much better for all kinds of cruising or even racing at times.

60 years ago in 1962
Perhaps, it might be that I like larger, real air filtering covers since the first 58 Impala mild custom I drove from 1959-65. Because the whole car was black and the engine compartment was black, the chromed plate on top, gave it some contrast with the orange/red motor and chrome valve covers.

 

- ALSO, YOUR F-100 RATED FLOW RATINGS -​

Let me see if I can ask a question without starting the usual resulting food fight.

Did the seller state that the EDEL F4B was from a correct TIGER ENGINE or just off a supposed TIGER ENGINE?

The actual TIGER INTAKE is shown above - No.1 Photo (Low Riser To Fit Under TIGER Hood - 1964 To 1967 MARK I 260CI) -

The 1967 MARK II is shown above - No.2 Photo (HI-RISER (used w/ Hood Scoop - 1967 MARK II 289CI)

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Also (IMO), you will want a phenolic carb spacer to separate it from manifold heat, preferably with a PCV inlet fitting.

 

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The H-4010/4011 was originally released by HOLLEY. They did not catch on so HOLLEY dropped the design and destroyed the tooling. It was a cross between the F-4100 and H-4150. Great design for a street carb but just did not catch on.

The SUMMIT is a copy of the original H-4010 w/ a few modifications.

It all depends on how the OP wants the engine to look.

 

You need a phenolic spacer (or insulted mounting gasket) between the carb and intake to insulate the carb from engine heat. It can also have included a vacuum ****** for the PCV SYSTEM.

The H-4180 was an EMISSIONS CARB and needs modification(s) for a normal street carb.

 

KULTULZ's first photo's mounting is sure made for a 4100. Compare it to my Post #28. Mike

 

The manifolds were designed for the H-4150/4160 and F-4100.

The trouble with using the 4100 will be finding a good core ($$$).

 

I build them for North East Cl***ic Ford Parts. I have 2 4100's on the bench right now. Call 302-397-8537
Regarding the manifold, it has all the cutouts in all of the right places for a 4100. Just sayin'. Mike

 

Thanks for the responses everyone! I included some pictures of the actual intake. Someone more knowledgeable on here could tell me the origin/year this came from (no model/stamping #s, it does have the smaller temp thread which I think means earlier), but I am pretty sure its a good candidate for a 260 and the pre-65 era I am sticking to. If its tiger...cool. If it is mid 60's aftermarket...that is cool too.
Regarding spacer, thanks for setting me straight. I plan to use one like shown below. Has the hot water port and a PCV ******. Between this type of spacer and a 4100 carb (1.12 max-1.08,1.06 ideal), everything should mate up pretty well I think? My only concern is hood clearance...would hate to am*** these items and then have issues with my air cleaner...

 

There's a LOT...of carburetor "sizing" calculators in the web !!
As others have said, a 450 to 500CFM version should suit the little 260 well.

Mike

 

Anyone have experience with a Holley 4548-s? Holley made Ford carb from the era at 450 cfm. Seems about the smallest cfm I can find and much more affordable than a rare 4100 1.06 450 cfm auto lite.

 

Picture attached

 

It should be fine for what you are trying to do (IMO). It is a H-4160 short bowl. Ford used them in that period (1970's) as a replacement carb for VV or feedback carbs. It has AT kick-down linkage attached.

The intake is an EDEL aftermarket. No TIGER. You need to toss that spacer (or save it actually) and find a phenolic spacer with PCV PORT.

That spacer was used for drive-ability back then. The heater core hose (supply) was routed through it to heat the spacer for cold air operation. The return heater hose was attached to the choke stove cap to cool it.

 

If your in Pa. and will use the car any in the autumn, winter, spring months …I would use the heater water plate for sure. Your not building a race engine and one that stumbles is not fun to drive.

 

Thanks! Not a lot of info on the 4548 out there. I know the 4100 is the more "appropriate" carb, but the prices on the 450 cfm are goofy. If the 4548 is solid performer then I am ok with it. I have a manual choke so I think they even have a manual choke kit from summit/jegs for it. The 260 is a baby v8, I think smaller the cfm the happier it will be. Would hate to go through this trouble and then it be over carbureted and fall on its face!

Thanks for clarifying on the intake too. Would have been an interesting side note to be from a tiger but I have always had my eye out for an f4b, and with no repairs or issues, it is a fine specimen none the less.

Regarding the hot water p*** through, so long as their is no salt or cinders, I will drive the car year round. Careful to avoid any mess but I drive it a lot before the first snow in the cold weather. I probably will stick with the hot water intake spacer.

 

The Autolite 4100 will not work with the F4B, Cobra or most other Edelbrock intakes without a large flat spacer that will cover the bottom of the carb. Same goes for the factory spacer. Unlike a Holley carburetor, the Autolite has large open spaces under the carb for vacuum. If you bolt on the Autolite, you will have a huge vacuum leak since they will be fully exposed. A good carburetor for your setup is a vacuum secondary Holley. Purchase a new one, for trouble free driving. For great prices, check out Holley's factory refurbished site.
https://www.holley.com/products/fuel_systems/carburetors/factory_refurbished_carburetors/

 

Always remember that smaller throttle bore = higher velocity = snappier throttle response. I'm very partial to the 450 CFM Holley for the 289/302, and have had great results with the 390 CFM Holley on the 260. Yeah, these run out of breath at the top of the tach but unless you're planning on spending a lot of time there, they work great on the street. Holley also makes a 465 and 470 carb. The smaller carbs will be kinder to your fuel economy.

The 450 was a very common 'service replacement' carb from Ford so isn't impossible to find a rebuildable example for a decent price. The 390 is rarer, you may have to buy new on that one, or a 'factory refurbished' one.

I do like the Summit/Autolite carbs, one disadvantage to the OEM versions is different jets for tuning are hard to find.

 

Most aftermarket manifolds are not suited to dropping a 4100 onto without some sort of spacer as posted above
Some Ford cast iron manifolds are not suitable as well

I use a solid 4 hole 1" aluminum spacer and drill and tap a 3/8" hole in the rear

Screw in a short 3/8" br*** ****** for the PCV hose

You need all 4 throttle bores sealed and the front of the carb where it gets vacuum to control the power valve

I would not hesitate to put a 1.12 venturi 4100 on your engine

Have installed them on 289 engines and such an they ran great

Are you after looks or such ?? ... performance or just a nice cruiser ??


Ricky.

 

My 32 has F4B design intake and 4180 series Holley , with rear distribution block added and center hung float bowls , last but not lease manual choke

 

I like to use a 1969-70 Boss 302 PCV spacer with Ford 4100 series carburetors on COBRA high rise intake manifolds and the spacers would probably work with other intake manifolds. Depending on which way you lay the spacer in, you have optional directions for the PCV tube to be positioned. Original new old stock spacers are pretty expensive now but there are reproductions. There were several thin phenolic spacers with vent tubes used by Ford 1962 through 1970 model years but most have became super hard to find as loose parts anymore.

C2AZ-E part.
https://www.saacforum.com/gallery/274-080720131147.jpeg


PS I have no connection to the seller but there is a Ford 4100 1.06 size carburetor for sale on eBay® currently.