Do they stamp the model number on the Carb somewhere? Or do they use a tag under a screw that gets lost?

I know that it is a Holley 1945 and need to get a rebuild kit, so I need to get the right model number. Now it is on a '81 D150 truck with Lean Burn and Dan says it would be an R-9131A, but it does not seem to be a lean burn Carb (no elec. float bowl valve, no duty cycle solenoid, etc.).

Dan also decoded my engine number (7225R 10 12) as a 1977, 225 Passenger car engine Built on October 12, 1976, so it has been swapped out so now who knows what Carb is actually on it !?!

These are the only numbers I could find on the Carb (Left side):
<img src="http://bigcoupe.com/ims/pic.php?u=21GvpX2&i=421" border="0">

Left side:
<img src="http://bigcoupe.com/ims/pic.php?u=21GvpX2&i=422" border="0">

Front (as viewed from the grill)
<img src="http://bigcoupe.com/ims/pic.php?u=21GvpX2&i=423" border="0">

Right side:
<img src="http://bigcoupe.com/ims/pic.php?u=21GvpX2&i=424" border="0">

Back:
<img src="http://bigcoupe.com/ims/pic.php?u=21GvpX2&i=425" border="0">

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'81 D150 with "Lean Burn"

Pics of a Holley 1945 rebuilt by Holley. Might help you figure out what you have, or need.

Numbers (left side)

Left side

Front (from grille)

Right side

Back (from firewall)


Does Indiana require vehicles of a certain age to have model year correct anti-pollution parts?
It looks like you may need more parts than a rebuild kit will have. This Haynes manual might help: http://www.themotorbookstore.com/holcarman.html. It's probably available from other sources, or maybe your public library. Good luck!

ATB

BC

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'64 Dart GT convertible, 64 Dart 170 2-door post sedan in faded blue and rust (the Az Dart) & a sixty THREE Dart 170 2-door post sedan in faded blue and rust. (future project)
Early Dart Disorder (EDD) is real, and I've got it!

7076 holley no. 1975 dodge light duty truck 225 engine auto trans 62.3 main jet. Standard motor products [smp]. Carb kit 679A or 679B .These kit numbers from old book.May not be correct.

Thanks to both for the replies!
No inspections in Indiana, but if they stopped you and bothered to look I guess they could ticket you. The previous owner stripped all sorts of stuff off of the truck when they swapped in the '77 motor ... bless their pointy little heads. They stripped the automatic choke off and put on a manual choke but left off the fast idle cam! That is what I miss the most. I also noticed that the accelerator pump link is in the middle slot on my Carb which I understand is for manual transmissions? It needs to go in the top slot for the Auto?

I was just about to post about a good site that I found that has a ton of info on all sorts of carburetors, including the Holley and Carter for the Dodge/Chryslers:
http://www.carbkitsource.com/index.html

Here is the page for the Dodge trucks with the 225". The chart shows the years with the applicable Holley "R" numbers and the Carter numbers:
http://www.carbkitsource.com/carbs/cata ... Truck6.htm

It also has a cross index with all of the Holley "R" numbers, with this explanation of them:

• "Holley carburetor numbers are preceded with the letter 'R' or the word 'List'. Numbers that start with other prefixes, such as '6R-' are not carburetor numbers - they only refer to a part of the carburetor. The term 'List' refers to the list of parts that goes into a particular carburetor. In many cases there are suffixes after the carburetor number; these use the same kit. The list below does not include the suffixes. Thus, list numbers such as R-120, R-120-1 and R-120-1A all use the same kit."

So this eliminates the 6R-4573B as a carburetor number and leaves the 7076 which shows up as a '74-'75 application as matv91 posted (FYI, Rockauto still shows the SMP Kit as a 679Aor B).
The one thing the site doesn't list is the Jet sizes. What does "62.3" mean? How does that relate to the Holley Jet #56/#57/#57 sizes I've seen recommenced?

I did find these jet sizes:
#56 = 0.055"
#57 = 0.056"
#58 = 0.057"

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'81 D150 with "Lean Burn"

62.3 should be 623 The 3 means its a close limit main jet for fine tuning emissions 623 would be a little bit richer than a plain 62 jet. 621 would be a little bit leaner. 622 would be in the middle.

Well, I tore down the Carb ......... Hole Crap!! It wasn't a Carb, it was a collection of parts rolling down the road in loose formation !!

The Accelerator spring was on upside down, and the linkage was in the wrong slot on the throttle. The Main jet and the Power valve weren't even finger tight !! And the Main jet was a different size from spec. !

Well, I've got it back together and I believe squared away, but I did find the Main Jet installed to be a #56 and mattv91 says the specs. call for a 62.3. I wonder what effect that will have?

I do have one question for 64ragtop, on your second photo down (left side), there is a vacuum nipple with a blue cap on it. Could you tell me where the hose that attaches to it goes to on the other end? And is there a plastic piece in line with the hose? The Haynes calls the plastic piece a "filtered bleed".


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I originally thought it was a bowl vent, but when I got it apart, I found a valve (all gummed up) and no connection to the bowl. I have since found an explanation in the Haynes (Pg. 6-36 - fig. 10.3) that calls it an "Idle Enrichment Control". It adds more bleed air to the idle well in response to a vacuum signal, but i don't know what that signal it is supposed to be, full manifold or ported vacuum?

Well, it fired right up and with a quick adjustment of the idle mixture it is idling nicely. There is a dead spot off idle, but each time I start up is seems to get a bit better, so maybe the accelerator pump is seating in? Or this "Idle Enrichment Control" valve needs to be connected? I've only fired it up a few times and driven it once and I haven't adjusted the valves and checked the timing which I need to do before I start blaming the Carb. I once had a book titled: " Foreign Car Repair for the Mechanically Inept and His Wife". In it was a chapter titled: "Carburettor is French for 'Leave It Alone' "

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'81 D150 with "Lean Burn"

From 1975 Chassis Service Manual . The purpose of the idle enrichment system is to reduce cold engine stalling by use of a metering system related to the basic carburetor instead of the choke. The system enriches carburetor mixtures in the off idle area during that portion of vehicle operation related to cold or semi-cold operation. A small vacuum controlled diaphragm mounted near the top of the carburetor controls idle system air. When control vacuum is applied to the diaphragm idle system air is reduced.Air losses within the idle system strengthen the small vacuum signal and fuel flows increase. As a result of more fuel and less air , the fuel air mixtures enrich. Vacuum signal to the carburetor diaphragm is controlled by a thermal switch threaded into contact with engine coolant. Cold engines have switches in an open condition to pass the vacuum signal [manifold vacuum] to the carburetor diaphragm. During warm-up the switches close to eliminate vacuum signals and return carburetor metering to normal , lean levels.

The after market calls these ported vacuum swtches. Looks like this http://www.rockauto.com/catalog/moreinf ... cc=1083765

That will be pretty lean for your truck. You will have a big flat spot off idle unless you can increase the pump shot to cover it up. Once you get going it might be drivable. I would not go below a #61 jet if it was mine.
Do you have an automatic?
or stick?

That #56 jet would work ok in a a light weight 60's car.

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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

Mopar has called these different names. Coolant control idle enrichment valve cciev or Coolant controlled engine vacuum switch ccevs . They come in different temperature ratings. Filtered bleed lets the vacuum bleed off when control temperature is reached.

Many thanks for the replies! It is starting to make a little sense. I sounds like I need to attach it to a ported vacuum source. Maybe 64ragtop can confirm what port his carb used.

Will the local Auto Chain store have a bigger jet? BTW, it is an automatic.

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'81 D150 with "Lean Burn"

Doubt the chains would, but they have surprised me in the past. A locally owned parts store would be a more reliable source for having jets in stock, I would think. (if you have any of those) M2C

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MRO....

Cheap, Fast, Reliable.... Pick 2...

Sorry, all I know about that capped port is what I've just read in the recent posts. From those, I believe the temp controlled vacuum switch, with one side to the capped port and the other to full time manifold vacuum would be used. As to the different temperature ratings for the vacuum switch, I have no idea!

If it was mine, I would leave that port capped in the interest of the K.I.S.S. principle (Keep It Simple, Silly). I think the jetting will be your best bet for that flat spot and K.I.S.S.

I've never run my Holley 1945, it came to me in a trade, but doesn't have the proper fitting on the throttle to use the twisting rod linkage. It was rebuilt by Holley, and looks like a new carb.
I'm glad it was around to give me a chance to work on my photo and software skills. Anyone need a pretty Holley??

ATB

BC

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'64 Dart GT convertible, 64 Dart 170 2-door post sedan in faded blue and rust (the Az Dart) & a sixty THREE Dart 170 2-door post sedan in faded blue and rust. (future project)
Early Dart Disorder (EDD) is real, and I've got it!