Ford Inline Six Weber Carb and Electric Fuel Pump Conversion

by John Knotek

If you want to upgrade your grocery getter with a two-barrel carb, a Weber 38/38 DGAS and Carter rotary pump is a nice setup. The following is a list of suggested parts for your project:

• Redline Weber 38/38 DGAS electric choke carburetor (see tuning section for jetting suggestions).
• K&N air filter for Weber DGV series
• Clifford Performance Weber DGV series 2 into 1 carb adapter
• Clifford Performance Weber DGV series carb linkage for Ford 144 - 250 cid
• Carter 4.5 psi electric rotary fuel pump
• Holley 1 - 4 psi fuel pressure regulator
• VDO fuel pressure gage
• VDO oil pressure safety switch
• Mechanical fuel pump block-off plate

Installation

The Clifford adapter and linkage is a direct replacement for your stock parts, no modifications are necessary (See Photo #1). One suitable location for the regulator is under the left shock tower for access to the stock fuel line and to feed the Weber (See Photo #2). Install an oil pressure safety switch for emergency shutoff of the electric pump. The switch can be installed using a tee inline with the oil pressure sending unit (See Photo # 3). Remove the mechanical fuel pump and install the block-off plate. Mount the Carter pump near the gas tank and install an inline fuel filter between tank and pump (See Photo #4).

Photo #1

Photo #2

Photo #3

Photo #4

Note: Prime the pump by running some gas through the regulator prior to hooking up to the carb.

Tuning

Detailed Weber tuning information is available at the Redline Weber website: www.redlineweber.com. The basics are as follows:

Main Jets: .160 Air
Corrector Jets: .150
Idle Jets: .065
Initial idle speed screw adjustment: One half turn in
Initial mixture adjustment: One turn out
Fuel pressure: 3 - 4 psi

Note: Adjust the mixture screws for best lean idle before adjusting the idle speed screw.

Conclusion

Well, it's still not a V8, but it was time and money well spent to upgrade to the Weber. Now your dog can bark a little with improved throttle response.

John Knotek