Holley 4150 & 4160 Carburetor

Holley 4150 Carburetor Manual
Holley 4150C Carburetor Rebuild Manual
Holley 4150EG Carburetor Manual
Holley 4150EG Governor Manual
Holley 4150G Carburetor Manual

Other Free Holley Manuals

Application Carburetor Number (list)
1957 Ford Truck 1214
1959 Ford Truck 4150G 1855, 1856, 1857, B9TE,
1968-69 Chevrolet & Ford 4053, 4054, 3917, 4166, 4296, 4346, C80F-C, C8AF,
C70F, C90F, C9AF

 

Fuel Bowl Pump Diaphragm (proper installation)

Before replacing the pump diaphragm cover, check for warpage by laying the cover on a sheet of emery paper which should be on a smooth surface. Remove the sealing bead, if any is present.

Place the diaphragm assembly on the cover, holding the pump lever arm against the diaphragm so that the diaphragm is flat. Don’t forget to install the spring into the bowl first. Install the cover and diaphragm on the fuel bowl and insert the screws finger tight. Release the lever, making certain the diaphragm is loose enough to flex without wrinkling at the edges, also the diaphragm must be able to be raised so that the flange of the steel diaphragm washer touches the inner surface of the cover. These two checks will assure maximum diaphragm travel. Tighten the four screws in two stages, 1/2 torque the first time and full torque on the final stage (5-8 lb. torque).

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VW Fuel Injection

By the mid 1960s, mechanical fuel injection had been successfully employed in Formula One and sports car endurance racing for more than a decade. But manufacturers were just beginning to install it on production cars. Volkswagen introduced it first in 1967 on what the company referred to as the Type 3: the notchback, squareback, and fastback models. It was a Bosch system called D-Jetronic. Volkswagen would not introduce fuel injection to the rest of its line-up until 1975, when they switched to the Bosch L-Jetronic system for their Beetle, Super Beetle, and Type 2, better known as the Bus.

Bosch had developed a direct injection system for gasoline engines as early as 1952, for the Goliath GP 700, a misnomer if there ever was one. The Goliath was a tiny car only 160 inches long, and production numbers were low. The VW Type 3 was the first production model built in sizable numbers to sport mechanical fuel injection on gasoline engines.

These were simple systems, but all systems break down over time. And forty years is a pretty long time. Today, parts are increasingly difficult to find, especially for the earliest D-Jetronic system. Even finding mechanics experienced with these early systems can be a challenge. Some owners prefer to go the DIY route. And some convert their engines to carburetion instead. There are useful manuals out there for the DIY-ers. One that is a little pricey but very helpful is Bosch Fuel Injection and Engine Management, by Charles O. Probst.




Several aftermarket companies make replacement “bolt on” fuel injection systems, but installation is typically far more complicated than merely bolting them on. They may require some drilling, fuel line modification, and perhaps welding of the O2 sensor. You have to be a pretty ambitious DIYer to tackle this job. And the initial cost of these systems can also be prohibitive. Some of these do come in kits, however, which help to simplify the process. For the truly ambitious DIYer, you can always build a system from scratch. But that will involve not only the new fuel line, but also the pressure regulator, electric pump, throttle body and its sensor, a computer, and of course, the injectors. And anyone ambitious enough to consider going this route has probably already replaced the Bosch system.

There are many paths you can take to put your VW back on the road, some far more elaborate than others. A lot of it is simply deciding what is best for you, your car, and your pocket book.

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