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Found: LAT-1 Holley Carb!

To: Tigers Den <tigers@Autox.Team.Net>
Subject: Found: LAT-1 Holley Carb!
From: Steve Laifman <laifman@flash.net>
Date: Fri, 09 Jan 1998 11:10:44 +0000
If you are looking for an original Holley 4 barrel carburetor that was
part of the LAT-1 Super Induction Kit, I've found them! If your not
interested, stop reading here because it is a little long
(understatement of the year).

Everyone who has read Norman about what is a LAT-1 "Super Induction
Kit", a LAT-1 "Stage 1 Tuning Kit", and a LAT-3 "4 Barrel Carburetor
Kit", and the LAT-20 Hi-PO kit + 4 barrel kit, and LAT-38/39 must have
come away with the distinct impression that there were 4 manifolds and 3
carburetors. With Shelby, Doane Spencer, and Chrysler all taking turns
supplying "original factory parts", it's no wonder.

Let's see, there was the  "TIGER" Hi-Rise manifold, the Edelbrock F4B
(which had about 3 small casting changes), and the "TIGER" Lo-Rise
manifold. According to Norman, there were less than 60 of the "TIGER
Hi-Rise" before Vic Edlebrock showed Ian Garrard how much better the F4B
was. Chrysler introduced a low-rise "TIGER" manifold when they got into
the act. None of this counts the "reproduction TIGER lettered manifolds.
Then there was the LAT-38/39 with an unspecified Hi Rise 4 barrel
manifold and a BIG carburetor Holley No. C4AF-9510-DA (which is not a
Holley number, but a Ford number, which Holley may have built and tagged
for Ford. This was a 750 CFM double pumper monster with vacuum
secondaries and body modifications required. Strictly race.

The carburetors were variously described as Holley 465 CFM 1-12-4, List
1848; Holley 703;  Holley 600 CFM 1-14-4, List 1850.

Well, Holley still makes the List 1850 carburetor, and it's available in
600 cfm versions most everywhere, but they have long dropped the 1-12-X
designations. I found that they are still making the 465 cfm original
carburetor. It is brand new, and still has all the charm of no place for
the PCV valve hose, and no anti backfire power valve protection no
incorporated on the newer Holleys.

Not to fear, I found the solutions.

First, calling Edelbrock and Holley Tech support, they unanimously agree
that 465-500 CFM is the best size for a moderately tuned, street driven
260, 289, or even 302. The extra velocity gives you the mid-range
performance needed on the street. Full throttle racing applications,
with big breathing valves, ports, cams and headers could use more, but
for around town the 465 is their recommendation.

The carburetor is now numbered Holley 1848-1, and is still being made
new. They were back-ordered for about 9 months, but have just been
delivered. It also comes with a hot air choke, stock. Spectre Industries
(see Summitt Catalog) makes a ball-check kit, with drill and ball check,
that you can put in yourself/. Cost about $6.95.

There is a local supplier, with a net site and e-mail (temporarily not
working) that sells the sealed box new carburetor for $244, and will
open the box and install the Holley ball check blow-back valve for
another $15. You can call Carlos at 818-845-9000, or try their site (if
it's up) at:


or their e-mail <mail@carsonly.com>.

Now as to the PCV valve. Since these hi-rise manifolds are dual-plane,
there is no way you want to use one of the manifold taps for the PCV
vacuum, as they are separated into 4 cylinder groups. A standard 1"
spacer, with PCV tube will put your carburetor through the hood with a
high rise. BUT, Ford made a 1/4 inch thin phenolic spacer for the '69
Boss 302 that has a 9/16 tube. It's bent to the left, if you read the
spacer "this side up" sign. This puts the tube headed towards the right
side front valve cover.  I don't see why you can't flip it around and
have it point to the PCV valve at the right rear. It even eliminates
another turn in the molded hose. I suppose you could cut off the turn
till a shorter tube runs straight at the carburetor, but I would suspect
you'd want to put a "bead" on the tube to help retain the original "S"
shaped hose. If you have a good way of beading this, without breaking
the tube or the plastic, let me know.  The vacuum port is nearest the
secondaries, but the F4B chambers, on the later design, were slots - not
holes. So it will "see" the same vacuum as the primaries about 1 inch
further down the slot. The Ford Part Number is C9ZZ-9A589-C, "SPACER".
Application, 1969 Boss 302. (THANK YOU NORMAN).

How, you may ask, did they get a 9/16 tube into a 1/4 spacer? Well, they
squeeze it into an oval at the spacer end, and mold it in place.

If you are not so set on "stock", you might want to consider the
Edelbrock 500 (or 600) CFM carburetor. Electric choke kits are
available. I have used this carburetor on 3 Ford V-8's and they are very
smooth idling, now flat spots, and good performance. There is only 1
gasket, and it's above the fuel level. I know someone is going to say
"it's really a polished Carter, but it's not quite true. While the basic
design is a Carter, Edelbrock sent it to Weber for "tuning". Extra
slots, holes, transition slots, vents, etc. were added. They are also
easy to tune, and Edlebrock has an electronic mixture sensor that allows
you to see your ratio while driving. Nice way to jet any carburetor, if
you don't mind a weld ring on your exhaust pipe. The Edelbrocks will
slop gas on Autocross, as the bowls are not center-pivot, but neither is
the Holley 1848 or 1850. You'd have to go to an 1860 double pumper,
center pivot, and it's got mechanical secondaries.

I'd like to hear back from anyone pursuing this, or who have had
previous experience.
Steve Laifman         < One first kiss,       >
B9472289              < one first love, and   >
                      < one first win, is all >
                      < you get in this life. >

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