Mike, and all,
Having known about this issue after I bought the F4B (slightly used) /
Holley 1848-1 (new), I had the Edelbrock US version intake, rather than
the Rootes LAT-1 version. Needing to bring this up to the Rootes
version, I had the temp sensor thread hole welded shut with aluminum
heliarc, and re-drilled it to match the Smiths original sender thread.
A simpler way would have been to buy a "thread-sert" system, and drill
the hole out and tapped, and inserted the adapter. (dissimilar metal
corrosion aside)
I also made the lack of a PCV dedicated throttle plate on the 1950's era
new 1848-1, I purchased a 600 CFM Holley base plate, and it bolted right
on (less a substantial fee to the parts dealer).
THE Rootes LAT-1 version had a front, left side front intake runner
blanked boss drilled and tapped for a hose input, that ran to the PCV.
To learn how to skin a cat, properly, it takes some experimentation, and
a number of cats.
Steve
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Steve Laifman
Editor - TigersUnited.com
Mike Michels wrote:
> I agree with Thomas, be sure the PCV doesn't go into the vacuum inlet
> for the brake booster in the #4 intake runner. When I bought my Tiger
> it had an elusive misfire that turned out to be just that problem. And
> that cylinder had some deposits. So a two-sided problem: carbon
> deposits AND a lean misfire! Once we rerouted things properly, it ran
> great.
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