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Holley Carburetors & Manifolds (PDFDrive)

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67% found this document useful (3 votes)
3K views210 pages

Holley Carburetors & Manifolds (PDFDrive)

Uploaded by

Matheus Borelli
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
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Iiolley CarburetOlI & manifolell

by mike Urich & Bill Filhw


Table of Contentl

Introduction . . . . . . . . . . . . . . . . . . . 3 Model 4500 . . . . . . . . . . . . . . . . . . 63 Ram Air . . . . . . . . . . . . . . . . . . . 120


Holley History . . . . . . . . . . . . . . . . . 4 Model 4360 . . . . . . . . . . . . . . . . . . 69 Cold Air & Density . . . . . . . . . . . . 121
Engine Requirements . . . . . . . . . . . . . 6 Model 1920 . . . . . . . . . . . . . . . . . . 76 Air Cleaners, Velocity Stacks ...... 122
Air Flow Requirements . . . . . . . . . . . 6 Model 1940 & 1945 . . . . . . . . . . . . . 78 Distri bution Checking . . . . . . . . . . 123
Volumetric Efficiency . . . . . . . . . . . . 6 Models 2210& 2245 . . . . . . . . . . . . 80 Effect of Headers . . . . . . . . . . . . . 124
Fuel Requirements . . . . . . . . . . . . . . 8 Models 5200 & 5210 . . . . . . . . . . . . 82 Carburetor Restriction . . . . . . . . . . 124
Uniform Distribution . . . . . . . . . . . . 13 Model 2110 . . . . . . . . . . . . . . . . . . 86 Performance Tuning . . . . . . . . . . . . 125
How Your Carburetor Works . . . . . . . 16 Model 1901 . . . . . . . . . . . . . . . . . . 88 Carburetor & Fuel Economy ...... 137
I nlet System . . . . . . . . . . . . . . . . . . 17 How To Select & Install Your Carburetor & Emissions . . . . . . . . . 143
Main System . . . . . . . . . . . . . . . . . . 22 Carburetor . . . . . . . . . . . . . . . . . 91 Fuel Supply System . . . . . . . . . . . . 151
Power System. . . . . . . . . . . . . . . . . 26 Carburetor/Manifold Relationship .. 102 Racers' 10 Most-Common Problems . 157
Idle System . . . . . . . . . . . . . . . . . . 30 Carburetor & Engine Variables ..... 113 Carburetor Adjustment & Repair ... 158
Accelerator Pump System . . . . . . . . . 32 Spark Timing . . . . . . . . . . . . . . . . 113 Models 4150/4160, 4165/4175,
Choke System . . . . . . . . . . . . . . . . . 37 Valve Timing . . . . . . . . . . . . . . . . 113 2300 . . . . . . . . . . . . . . . . . . . . 165
Secondary System . . . . . . . . . . . . . . 41 Temperature . . . . . . . . . . . . . . . . . 114 FIRE-A Hazard You Can Minimize. 180
High-Performance & Replacement Density . . . . . . . . . . . . . . . . . . . . 115 Model 1920 . . . . . . . . . . . . . . . . . 181
Carburetors . . . . . . . . . . . . . . . . 44 Compression Ratio . . . . . . . . . . . . 116 Models 1940 & 1945 . . . . . . . . . . . 186
Model 2300 . . . . . . . . . . . . . . . . . . 45 Exhaust Back Pressure . . . . . . . . . . 116 Models 2210 & 2245 . . . . . . . . . . . 191
Models 4150 & 4160 . . . . . . . . . . . . 49 Carburetor & Performance . . . . . . . 117 Models 5200 & 5210 . . . . . . . . . . . 196
Models 4165 & 4175 . . . . . . . . . . . . 57 Ram Tuning . . . . . . . . . . . . . . . . . 117 Model 4360 . . . . . . . . . . . . . . . . . 203

Publisher: Front caver shows a formidable racing NOTICE: To the best of the authors'
Bill Fisher combination-Holley'S Double-Pumper knowledge, the information contained
4150 Carburetor on a Holley Strip in this book is true and complete as of
Editors:
Dominator Manifold. The back cover is the date of publication. However, due to
Bill Fisher, Carl Shipman
the compact Holley Model 4360 four- normal variations in manufacture and
Cover design: barrel on a Holley Street Dominator other factors, the recommendations on
Josh Young Manifold-an ideal street or RV com· carburetor selection, installation, tuning,
Book design & assembly: bination. etc., are necessarily made without guar-
Nancy Fisher, Chris Crosson antees of any kind on the part of the car-
buretor manufacturer, the authors or
Text & caption typography: An independent publication-not pub-
H. P. Books (Fisher Publishing, Inc.).
Marcia Redding, Lou Duerr lished by or associated with Holley
Because design matters and methods of
Drawings: Carbur"etor Division, Colt Industries
application are, and must be subject to
Erwin Acuntius Operating Corp.
change, and beyond the authors' control,
Cover photos: ISBN: 0-912656-48-4 the carburetor manufacturer, the authors
Photomation Library of Congress Catalog and the publisher expressly disclaim any
Card No. 76-5998 and all liability whatever arising or alleged
Photography:
H. P. Book No. 48 to arise, out of use of any information
Bill Fisher, Mike Urich,
© 1976 Printed in U.S.A. contained herein. Parts numbers and
Howard Fisher, others
Revised 8-78 specifications will change and the avail-
H. P. Books, P.O. Box 5367 ability of parts will change as improve-
Tucson, AZ 85703 ments continue to be made in Holley
602/888-2150 carburetors.
Introduction

Why a book on Holley carburetors?


First-until May, 1972 when we printed
the first edition of this book, no such
book was available to help the automo-
tive enthusiast who needed accurate and
tested information on using Holley high-
performance carburetors. Internal-com-
bustion-engine textbooks have carburetion
sections and entire books are devoted to
carburetor design. But directing an auto-
motive enthusiast to one of these books
would not really help because it's all too
easy to become bogged down in the
theory and mathematics of what's happen-
ing. Some easy-to-understand illustrated
descriptions of the carburetor and its work-
ings are in automobile shop manuals, but
this information is oriented toward repairs
on a normal car-not one being tuned for
economy, high-performance or racing.
Second-a lot of good information has
been developed in Holley Engineering.
But, there was no easy way to tell about
it without a basic understanding of carbu- Holley Model 4360 four-barrel carburetor on a Street Dominator manifold. Holley is the
retion and the relation of the various only manufacturer supplying the entire carburetion system with all components carefully
systems in a carburetor-and how they engineered to work together perfectly. They make manifolds, carburetors, fuel lines, fuel
work. It was a case of not being able to filters and fuel pumps-everything needed for feeding fuel to the engine.
tell important details without complete
background data. Details by themselves show how special parts can be used to pro- As you might imagine, this book was
would get some users into difficulties be- vide improved performance in specific not created overnight. In fact, Holley
cause the relationships are not obvious. applications ... and how the stock parts engineers and H. P. Books planned and
should be applied or installed. worked together for seven years prior to
Third-Holleys are the most widely used Because factory service and overhaul printing the first edition. During that
high-performance carburetors in the manuals are often unavailable, co-author time, a lot of information was collected,
world, but no one piece of literature Mike Urich provided how-to photo se- photos made, drawings produced, and so
described the important o.nes in detail and quences on disassembly and assembly of forth. Holley continuously improves all
told how to get the most out of them. the most commonly used Holley Carbu- of their carburetors: Stock replacement,
Finally- the past 14 years have seen a retors. If you are using a late-model car high-performance and economy carbure-
continuously increasing emphasis on emis- on the road, be sure to observe the idle- tors.
sion controls. Because the carburetor is setting information on the sticker in the Any book of this type has a certain
one of the main controls, understanding engine compartment. degree of obsolescence built into it
its relationship to other components in You will find a lot of tips on high-per- because there is no way to capture more
the systems has become essential. Every- formance carburetors. We incorporated than a snapshot of development and the
one needs to know more about how answers to all of the questions enthusiasts availability of parts at that final moment
these systems work-and the role the car- ask again and again at technical sessions, when the printing presses are turned on.
buretor plays in emission reduction. at the race track and at the drags. We have So, it's up to you to keep track of what
Photos and illustrations have been used tried to dispel some of the rumors, myths is happening in high-performance carbu-
freely to describe construction features and half-truths which have become part of retion by keeping tuned to the availability
and operation of these carburetors. Some the romance of using Holley carburetors. of new parts and pieces from Holley.

3
Iiolley Ilillo"

ing this trend, the Holley brothers


elected to concentrate on designing and
building carburetors and ign ition-system
components for car makers such as Pierce-
Arrow, Winton, Buick, and Ford . They
left building basic vehicles to their cus-
tomers and became original-equipment
suppliers .
Their first original carburetor, called
the "iron pot," appeared on the curved-
dash Olds in 1904.
Today , Holley carburetors can be
found on Chrysler, Ford, General Motors ,
International Harvester, White, Mack,
Diamond Reo and other vehicles as well
as some very exotic specialized applica-
tions such as the Corvette LT-I and the
Camaro Z-28. Holley ignition distributors
have been standard equipment on thou-
sands of vehicles built by International
Harvester, Ford and others .
Should you want even more fuel flow
or decide to alter your basic induction
system ; Holley makes hundreds of differ-
ent carburetors for replacement applica-
tions. Holley carburetors have long been
the front runners in the performance area:
George Holley il'l a replica of his 1897 three-wheeler . He built it at age 19! The origina l three-barrel , the NASCAR
4500, and more recently, a family of large
two-barrels, "double-pumpers," individual-
runner type carburetors for all-out racing
and the Model 4165 small/large spread-
bore for good emissions with performance.
From its very beginnings, Holley Car- to build motorcycle engines when they In 1976, economy carburetors and a
buretor Company combined an intense were not racing. Late r, they built entire new line of Dominator Street and Strip
interest in auto racing with a dedication motorcycles. Manifolds joined the Holley Induction
to engineering excellence . Founded in This unique combination of talents led Team . Holley is the only carburetor manu-
1902 by the Holley Brothers of Bradford , to sti ll another origina l vehicle-long since facturer in the world making the entire
Pennsylvania, the company as we know it disappeared from the auto scene-the system: Fuel pumps, fuel lines, fuel fil-
75 years later grew out of their experi- Holley Motorette. Introduced in 1903, ters, carburetors and intake manifolds.
ments with the infant horseless carriage. this jaunty little candy -appJe -red sports In addition, high-performance fuel
At the age of 19, George M. Holley model sold for $550-fully equipped. pumps and ignition kits have joined this
designed and built his first car-a single- More than 600 of the 5.5 -HP vehicles family, along wi th valve covers and elec-
cy lind er three-whee le r capable of 30 were built over a three-year period. Only trical componen ts.
miles per hour. three of these origina l ca rs are still alive As you can see , Holley has always
Fascination with speed and things today-one in the Holley lobby in Warren, been closely identified with high perfor-
mechanical soon led young HoUey into Michigan. mance . It was the corne rstone on which
motorcycle racing at which he excelled in As the fledgling au to in dustry was the company was built and contin ues as
national competition. Together with his taking shape , the first hint of industrial an important part of Holley Carburetor
brother Earl, they formed Holley Brothers specializatio n began to emerge. Sens- Division of Colt Industries.

4
Model N H Holley fed fuel to countless
Model T's on which it was an original-
equipment item.

"Iron Pot" carburetor made by Holley


Brothers for early curved-dash Olds-
mobile in 1904 started their specializa-
tion into the carburetor business. Early
customers included Buick, Pierce-Arrow
and Winton. $100 per horsepower! Holley "Motorette" Runabout cost $550 with 5-1/2 HP engine.
64-inch-wheelbase car weighed 600 pounds, featured sight-feed lubrication, planetary-
drive transmission and a tilting steering wheel with lock. Carburetion? Would you have
guessed a single-barrel Holley? 600 were made in 1903-04-05.

HOLLY
CARBURETOR
For Ford Car.
This carburetor is the "'~I!!I!!'!~
present standard equip-
ment of all Ford carB,
possessing all tbe latEst
features of automatic
carburetor construc-
hon; especially adapted
for the Model T Ford
1926 Western Auto catalog advertised a car. Fits manifold and
new Holley at a really low price! They're operating rods without
any extra fittings. Ship-
worth more than that today. The carbu- ping weight, 5 Ibe.
LI22-Each ... 3.75
retor is a Model NH for the Model T.

5
Whether you work on engines to make For 2-Cycle Engines low at idle and low speeds because the
them run quicker, faster--or merely "pump" or engine is being throttled.
CID x RPM x Volumetric Efficiency
"sweeter," you'll get more performance CFM
1728 V. E. = Actual mass of air taken in
after you've fully digested this chapter
Theoretical mass of air which
and the ones which follow on How Your ForA-Cycle Engines
could be taken in
Carburetor Works and Selecting and
CID
- RPM
x- - x V 0 Iumetnc
. Eff'IClency
. = CFM
Installing Your Carburetor. 2 1728 Volumetric efficiency reaches a maxi-
You don't need to worry about tough
Example: 350 cubic inch engine mum at a speed close to that where
mathematical formulas because we've
maximum torque at wide-open throttle
made the whole idea of carburetion simple. 8000 RPM maximum
occurs, then falls off as engine speed is
AIR FLOW REQUIREMENTS Assume volumetric efficiency increased to peak RPM.
Because the air an engine consumes of 1 (100%) The volumetric-efficiency curve closely
has to come in through the carburetor, follows the torque curve.
350 CID x 8000 RPM x 1 = 811 CFM
knowing how much air the engine can
2 1728
consume will help you select the cor- EFFECT OF V.E.
rect carburetor size. After figuring air-flow requirement for
A volumetric efficiency of 100% or 1
How big should the carburetor be? an engine with 100% volumetric efficiency,
is not usually attainable with a naturally-
Like the man said, "It depends." It de- then you get realistic about your engine and
aspirated (unsupercharged) engine. Thus,
pends on: reduce the air-flow number according to
the engine in question will not flow 811
Engine Displacement-expressed in cubic the volumetric efficiency you expect your
CFM of air (at standard temperature and
inches displacement (Cm or cu. in.) or engine to have.
pressure). Let's talk about volumetric
cu bic cen time ters (cc). Select a carburetor rated to flow the
efficiency so we can see how it affects the
Type of Engine-two-cycle or four-cycle. amount of air your engine actually needs,
air-flow requirement.
Two-cycle engines have an intake stroke taking volumetric efficiency into account.
per cylinder every revolution. Four-cycle VOLUMETRIC EFFICIENCY An ordinary low-performance engine
engines have an intake stroke per cylinder Volumetric efficiency (V.E., 17) indicates has a V.E. of about 75% at maximum
every other revolution. how well the engine breathes. The better speed; about 80% at maximum torque. A
Maximum RPM-the peak RPM which the the "breathing ability"-the higher the high-performance engine has a V.E. of
engine will "see." In this area you must be volumetric efficiency. Volumetric efficien- about 80% at maximum speed; about
absolutely honest and realistic without cy is really an incorrect description of 85% at maximum torque. An all-out rac-
kidding yourself. "Dream" figures will what is being measured. But, the term has ing engine has a V.E. of about 90% at
only lead you into the trap of getting a too- been in use for so many years that there's maximum speed; about 95% at maximum
big carburetor, causing problems discussed no real reason to try to change the usage torque. A highly tuned intake and exhaust
throughout this book. to the correct term, mass efficiency. system with efficient cylinder-head port-
Once you know the engine type, RPM Volumetric efficiency is the ratio of ing and a camshaft ground to take full
and displacement, figuring the air-flow the actual mass (weight) of air taken into advantage of the engine's other equip-
requirement in cubic feet per minute the engine-compared to the mass which ment can provide such complete cylinder
(CFM) gets real easy if we assume the the engine displacement would theoretically filling that a V.E. of 100%-or slightly
engine has perfect "breathing" or 100% take in if there were no losses. This ratio higher-is obtained at the speed for which
volumetric efficiency. is expressed as a percentage. It is quite the system is tuned.

6
FUEL FLOW vs. ENGINE RPM I----I----++_--It--~-..,j AIR FLOW vs. ENGINE RPM
With Various DIsplacements With Various Displacements
CHART BASED ON CHART BASED ON
100% VOLUMETRIC 100% VOLUMETRIC
EFFICIENCY EFFICIENCY
WITH 0.08 FUEL/AIR
RATIO
1000----+-----~----_+---_,~-~--79

:;
~
800
~
250-
[
~
~
u.
u
ii
~
u 600
I

I
~
c s:0
...J
~ 200 u.
"-
a::
~ ~
<i'
0
0- 400
I
s:
0
...J
U.
...J
w 150
:;)
u.

o o o
o o o
o o o
<t
100----+-I~--It--~-~~--~~---+_--~~~ '" '"
RPM

If you use this graph to find air-flow requirement, multiply


the indicated air flow by the volumetric efficiency you
expect from your engine. Use a carburetor with an air-flow
50---~~~,~~~-+_~~--~----_+----_4
rating equal to or slightly smaller than the air-flow require-
ment for your engine. The text provides further details.

o o o
o o o
o o o
<t
'" '"
RPM STANDARD TEMPERATURE AND PRES-
If you use this graph to estimate fuel flow, multiply the indi- SURE-High air temperature and high alti-
cated fuel-flow rate by the volumetric efficiency you expect tude reduce engine performance because
from your engine. This graph is based on a full-power fuel/ both reduce air density. When air is less
air ratio of 0.08 which is suitable for nearly all engines. dense, an engine gets less usable air into
the cylinders, so makes less power.
Automotive test engineers eliminate air
temperature and pressure as a variable by
correcting all readings such as air flow and
engine power to what they would be at a
standard temperature and pressure.
Standard temperature is 590 Fahrenheit.
Standard pressure is sea-level air pressure
wh ich many people know is 14.7 pounds
per square inch (psi). Carburetor engineers
NOTE: 1728 cubic inches per cubic foot. measure air pressure in inches of mercury
Displacements in cubic centimeters can (in. Hg) instead of psi. Standard air pres-
be divided by 16.4 to convert them to sure is 29.92 in. Hg. One inch of mercury
cubic inches for use in these formulas. is approximately 0.5 psi.

7
Let's go back to our example of the The greater the pressure drop across or Carburetor Flow Rating in CFM - This is
350 CID engine we calculated as flowing through the carb uretor, the lower the a better way to state carbu retor capacity
811 CFM of air (at standard temperature density can be inside of the manifold and than using the older method of comparing
and pressure) at 100% volumetric effi- in the combustion chamber. If the carbu- venturi sizes. This is because venturi size
ciency. If this is a high-performance retor is too small, pressure drop at wide- does not accurately represent the actual
engine with a maximum 85% V.E., then open throttle will be greater than the flow capacity of the carburetor, especially
the flow becomes 811 CFM x 0.85 = desired 1 inch Hg (for high performance) where there are one or more booster ven-
689 CFM (at standard temperature and and power will be reduced because the turis reducing the effective opening and
pressure). mixture will not be as dense as it needs to increasing the restriction or pressure drop
AIR MASS AND DENSITY be for full power. across the carbu retor.
Because the mass of air taken in is Carburetor flow capacity is one way to
directly related to the density of the air, state equivalent size. It is the quantity of
volumetric efficiency can be expressed as air flow through the carburetor (at stan-
a ratio of the density (y) achieved in the dard temperature and pressure) at a given
cylinder versus the inlet density, or pressure drop: Usually l.5 inches of mer-
cury for four-barrel carburetors and 3.0
1) = 'Y cyl / 'Y i
inches of mercury for one- and two-bar-
Ideal mass flow for a 4-cyc1e engine is cal- rel carburetors. The higher the flow rating-
culated by mUltiplying the bigger the carburetor. Or, the bigger the
RPM carburetor-the lower the pressure drop
--xCIDx'Y. across it at any given air flow.
2 I
To keep volumetric efficiency as high
where 'Yi is the inlet air density. as possible, we would like to keep the
Air density varies directly with pres- size of the carburetor up, hence the pres-
sure. The lower the pressure, the less sure drop down. The limiting factor is
dense the air. At altitudes above sea level, at the other end of the flow curve. Will
pressure drops, reducing power because the carburetor be able to meter fuel cor-
the density is reduced. rectly at low air flows? Will it work o.k.
Tables which relate air density to pres- at the most-often-used speed range for
sure (corrected barometer) and tempera- the engine?
ture are available. Or, you can use this
FUEL REQUIREMENTS
formula:
Fuel requirements relate to the air-flow
1.326P requirement because fuel is consumed in
'Y t + 459.6 proportion to the air taken in by the engine.
where Fuel flow is stated in pounds per hour (lbs./
hr.) and sometimes in Ibs./HP hr., termed
'Y density in Ibs/cubic foot specific fuel consumption because it states
P absolute pressure in inches of how much fuel is used for each horsepower
mercury (Hg) read directly off in one hour.
of barometer (corrected) The relationship between the amount of
t temperature in degrees Fahren- fuel and the amount of air which flow to-
heit at induction-system inlet gether into an engine is called the fuel-air
ratio. This is pounds of fuel divided by
Actual mass flow into an engine can be pounds of air. An engine uses a lot more
measured as the engine is running by air than fuel, so fuel-air ratios are always EQUIVALENT RATIO TABLE
using a laminar-flow unit or other gas- small numbers such as 0.08.
measuring device. A calibrated orifice or A/F F/A A/F F/A
Some people find this easier to under-
(Air/Fuel) (Fuel/Air) (Air/Fuel) (Fuel/Air)
a pitot tube can also be used. stand if the ratio (0.08) is turned upside
Actual mass flow is usually lower than down to become an air-fuel ratio. This gives 22: 1 0.0455 13: 1 0.0769
ideal in a naturally-aspirated engine a number like 12.5, meaning the engine uses 21: 1 0.0476 12: 1 0.0833·
because air becomes less dense as it is 12.5 pounds of air for each pound of fuel. 20: 1 0.0500 11 : 1 0.0909
heated in the intake manifold. Absolute Obviously calculations can be made either 19: 1 0.0526 10: 1 0.1000
pressure (and density) also drop as the mix- way because these ratios are just two dif- 18: 1 0.0556 9: 1 0.1111
ture travels the path from the carburetor ferent ways to say the same thing. 17: 1 0.0588 8:1 0.1250
inlet into the combustion chamber. This First, let's look at the wide-open- 16: 1 0.0625 7: 1 0.1429
further reduces the mass of the charge throttle full-power fuel requirement for 15: 1 0.0667 6: 1 0.1667
reaching the cylinder. the same engine which needed 811 CPM 14: 1 0.0714 5: 1 0.2000

8
Holley engineering uses several air-box rooms_ Tall cylinders supply air to air boxes hidden behind the cylinders_ Air box at right
foreground uses orifice entry to air box {created when cover is lowered over carburetor}. Vacuum is provided by giant vacuum pumps.
Air-box instrumentation includes mercury and water manometers for measuring pressure drop and for checking vacuums at various
parts of the carburetor. Air flow directly read out in CFM from timed meter is converted to pounds per hour from a chart and used
with the fuel-flow measurement (in pounds per hour) to calculate F/A ratio at various flow rates and throttle openings . Fuel pressure
is read directly from a gage and a burette provides an accurate indication of accelerator-pump-delivery capacity. Console at left is one of
many computerized carburetor test stands used by Holley for automatically testing all production carburetors.

9
of air at 8,000 RPM at 100% volumetric Stoichiometric or Chemically Correct
efficiency. To get the air flow into Ibs./hr.: Mixture-You've heard of ideal situations
IDLE CFM x 4.38 = Air Flow Ibs./hr. where everything is absolutely perfect?
Q Well, this is the ideal situation in an engine
~ ---------0.075 Taking this a step further, multiply by the whereby all of the fuel is perfectly mixed
a:
...J fuel/air ratio, which we will assume to be and completely burned. The residue or
w
::l a typical full-power ratio ofO.077lbs. exhaust is carbon dioxide, water vapor
u. ---- ---0.060 fuel/lbs. air (air/fuel ratio of 13: 1).
~ ECONOMY: Part·throttle and nitrogen.
<C CFM x 4.38 x F/A = Fuel Flow Ibs./hr.
Fuel + Air~C02 + H 20 + N2
811 x 4.38 x 0.077 = 273 Ibs./hr. @
This would be a fuel/air (F / A) ratio of ap-
8,000 RPM
RPM proximately 0.068, or an air/fuel (A/F)
This is the maximum fuel the engine could ratio of 14.7:1.
consume with 811 CFM air flow, but this The actual ratio at which this occurs
fuel flow will hardly ever be reached be- with an ideal set of conditions varies with
cause-like air flow-fuel flow must be the fuel's molecular structure. Gasolines
reduced by volumetric efficiency: will vary somewhat in structure, but not
Assuming T/ = .85 significantly. Fuels other than gasoline
CFM x 4.38 x F/A x T/ = Fuel Flow Ibs./hr. require different ratios for the ideal or
stoichiometric condition. Alcohol, for
811 x 4.38 x .077 x 0.85 = 232 Ibs./hr. @ instance, has a lower heat content (calori-
o 8,000 RPM fic value) than gasoline and requires a
i= POWER: Wide·open throttle
~
...J
1----------- -0.075
And fuel flow is less when the engine is
turning fewer RPM. For instance, 232
0.14 F/A ratio for its ideal burning condi-
tion. This is so much more fuel volume
w
::l Ibs./hr. @ 8,000 RPM drops to 1/2 or than required for gasoline that most carbu-
--a:<C
u.
---------0.060 116 Ibs./hr. at 4,000 RPM and 58 Ibs./ retors cannot be used with alcohol, even
hr. at 2,000 RPM ... assuming wide-open when highly modified. Passages in the car-
throttle in each instance, and the same buretor are actually too small to allow cor-
fuel-air ratio. rect fuel flow and metering.
RPM The accompanying chart on page 7 shows Maximum Power-Maximum power
fuel flow for various engine sizes over typi- requires excess fuel to make sure all of the
cal RPM ranges. If you don't happen to oxygen in the air is consumed. The reason
have this book with you when you need for excess fuel: Mixture distribution to the
to estimate fuel requirements for fuel various cylinders and fuel-air mixing are sel-
pump and fuel line selection, just remem- dom perfect. When all of the air enters into
ber: Wide-open-throttle full power typi- the combustion process, more heat is gener-
cally requires 0.5 lb. fuel per HP every ated and heat means pressure the engine
hour. Thus, a 300 HP engine needs 300 can convert to work.
IDLE x 0.5 = 150 Ibs./hr., or 25 gallons per hour The reaction looks like this:
because gasoline weighs 6 pounds per gal-
Wide·open throttle Fuel + Air+-C0 2 + H 2 0 + CO +
Ion.
~,"--------...,r- 0.075
HC + N2

=--__ -- ~

ECONOMY: Part·throttle
0.060
The preceding discussion is related to
the maximum amount of fuel the en-
gine could be expected to consume under
full-power, wide-open-throttle conditions.
where:
CO 2
H2 0
carbon dioxide
water
This knowledge will help you in selecting
CO carbon monoxide
fuel-line sizes, fuel~pump capacity and the
required tank capacity to get your vehicle HC unburned hydrocarbons
RPM
where you want it to go within the limita- (gasoline)
tions of fuel stops. A lot of high-perfor- nitrogen
mance enthusiasts blame the carburetor
for leaning out when the real problem is The fuel excess usually amounts to 10 to
one of inadequate fuel supply. If you're 15%, giving fuel/air ratios 0.075 to 0.080
in a hurry to find out more about this, (13.3 to 12.5:1 air/fuel ratios). Some-
rush on back to the fuel-supply system times, an excess of fuel beyond that which
chapter. produces maximum power is used for in-
Now let's look at fuel requirements for ternal cooling of the engine. From a pol-
other conditions. lution standpoint, unburned hydrocarbons

10
and carbon monoxide are undesirable by-
products.
Maximum Economy-Maximum economy
requires excess air to ensure that all of the
fuel is consumed. Typical F/A ratio is 0.06.
The reaction looks like this:

Fuel + Air~C02 + H 2 0 + N2
+ small amounts of
CO + HC + O2
Under heavy loads, any mixture leaner
than stoichiometric burns with sufficient
heat to cause any free oxygen to be com-
bined with the remaining nitrogen to pro-
duce oxides of nitrogen (NO x ). This is one
of the undersirable emission products.
At high engine speeds and low loads,
mixtures approaching 0.055 F / A
(I 8 : I A/F) are sometimes approached
when seeking peak economy. However,
this is on the borderline where fuel/air
begins to become unstable in its ability to
burn in normal engines.
Idle-At idle, the problem of exhaust dilu-
iton appears. Dilution of the intake
charge is caused by the high manifold
vacuum and by opening the intake valve
Thermocouples inserted in headers (arrows) measure exhaust temperatures for each
before the piston reaches top center.
cylinder to assess distribution characteristics of manifold/carburetor combination.
When the intake valve opens, some
exhaust gases are forced into the intake
manifold by the pressure difference,
assisted by the still-upward-rising piston. Cold Starting-Starting a cold engine UNIFORM DISTRIBUTION
These dilute and effectively lean the requires the richest mixtures of all Now that we have looked at the
charge. Also , some of the exhaust gas because slow cranking speeds provide air engine's fuel and air requirements , let's
stays in the cylinder clearance volume . velocity too low for much fuel vaporiza- consider another important engine require-
When the piston descends on the intake tion to occur. And, because both the fuel ment : Uniform (or equal) fuel-air mixture
stroke, the initial charge consists largely and the manifold are cold, fuel vaporizes distribution to the various cylinders. Uni-
of exhaust gas, with a small proportion of poorly. Vaporization is necessary for cQm- form distribution helps every phase of
fresh fuel/air mixture. As the piston com- bustion, so a lot of excess fuel is required engine operation. Non-uniform (unequal)
pletes its intake stroke, the percentage of for starting. Typical fuel/air ratios are 1.0 dist ribution causes a loss of power and
fresh fuel/air mixture is usually somewhat to 2.0. The fuel/air ratio being supplied is efficiency, and may increase emissions.
higher and this portion of the inlet charge not that which is getting to the cylinders. Uniform distribution relies on a num-
burns well enough to supply power for Distribution problems, depositing of liq- be r of factors: Good atomization of the
idling the engine. uid fuel on the walls of the manifold and fuel by the' carburetor, use of fuel with the
In the process of dilution, some fuel on the ports in the cylinder heads all rob correct volatility for seasonal temperature
molecules combine (or line up , as the fuel from the mixture so the mixture ac- variations, utilizing appropriate techniques
chemists say) with the exhaust molecules tually reaching the cylinders in a vaporized to ensure vaporization of the fuel, and cor-
and some of the fuel molecules line form is probably in the 0.06-0.l 0 range. rect manifold design. This latter subject is
up with the oxygen in the air. To make Once the engine fires, RPM goes up, covered in detail in a separate chapter
sure that the mixture is combustible , the velocity through the carburetor increases later in the book . We will discuss the
mixture has to be made 10 to 20% richer so there is better vaporization and fuel other items after we have established the
than stoichiometric to offset that part of which has been dep osited on the manifold importance of uniform distrib ution.
the fuel which combines with the exhaust walls in a liquid state vaporizes. As this
gas. The richer mixture also helps to off- happens , the mixture is gradually leaned Uniform Distribution at Idle-As discussed
set distribution problems . It also creates out to 0.l2-0.14 F/A , still 80 to 120% in the preceding fuel-requirements section,
additional emission problems because rich richer than nominal. When the engine idle F / A is typically 10 to 20% richer
idle mixtures generate large amounts of warms up, normal operating mixtures can than ideal to offset dilution by exhaust
carbon monoxide (CO). be used. gas. Idle mixtures with less than 1% CO

11
(a common emission setting) require that
Brake Brake
all cylinders receive approximately the
Mean Mean
Effective Effective same idle mixture.
Pressure Pressure If distribution is not good, getting a rea-
BMEI" BMEP 1
sonably smooth idle may require idle·mix-
ture settings which are too rich. This can
give CO emissions too high to meet emis-
sion regulations.
BSFC BSFC Unifonn Distribution for Economy-Maxi-
Brake Brake mum economy, as previously discussed,
Specific - -....- - Specific - - -....-....-::;- requires a F / A ratio of approximately
Fuel Fuel
Consumption Consumption 0.06. If one cylinder receives a lean charge
due to a mixture-distribution problem,
this can increase the amount of fuel
required for a given power output. To
0.060 0.075 0.060 0.075
avoid misfiring in the lean cylinder, the
Brake mean effective pressure (BMEP) of Same curve as at left with numbers repre- other cylinders will have to be operated
engine operating with perfect distribu- senting cylinders receiving various F/A at mixtures richer than the desired 0.06
tion, s~wing relationship of F/A ratio ratios at maximum-power output with F / A to bring the lean one up to the 0.06
supplied by carburetor. For maximum non-perfect distribution. All cylinders figure.
power, 0.075 to 0.080 F/A gives lowest are sharing the same carburetor and mani- All cylinders should be operating at the
possible fuel consumption for that out- fold. 6,7,8 with too-rich F/A produce same F / A because lean cylinders produce
put. For maximum economy, 0.060 F/A less power and consume excess fuel. 3.4, more oxides of nitrogen (NO x ) if they
gives lowest possible fuel consumption 5 receivi ng correct FI A for best power are still firing. And, if they are so lean that
consi~tent with a lower, best-economy consume least fuel for that output. 1,2 misfiring is occurring, unburned hydrocar-
power output. have lean F/A ratio. A richer mixture bons are emitted. Rich-running cylinders
would have to be supplied to ALL cylin- will provide excess CO and unburned
ders to bring 1 & 2 to the flat part of the hydrocarbons. In either case, undesirable
curve so as to avoid detonation. The net effects include decreased economy and
result: Only cylinders 1 & 2 would oper- increased emissions.
ate at peak power with minimum fuel Unifonn Distribution for Power-F/A
consumption for that output. 3.4,5,6,7, ratios of approximately 0.075 are needed
8 would produce less power than if the to produce maximum power. If one cylin-
engine had perfect distribution-and der runs lean, an excessively rich mixture
consume more fuel. If the curve is as- must be supplied to the other cylinders to
sumed to represent distribution during bring the lean cylinder up to the correct
economical part·throttle operation, cylin- ratio so it will not run into detonation.
der 1 receiving a lean F/A will operate at Rich cylinders will waste a lot of fuel and
high fuel consumption due to misfiring. fuel consumption will be increased to
The other cylinders will operate at ratios maintain a specified power level. Running
above the correct 0.060 F/A, wasting fuel. some cylinders rich reduces their power
output because all cylinders must have the
same F / A to get the best possible power
out of the engine.
Unequal distribution not only affects
fuel consumption and power-it also
means ignition timing can only be a rough
approximation or compromise of what
could be used if all cylinders received
equal F / A mixtures. Spark ad vance which
can be used is directly related to the F / A
available in the cylinder. Advance is typi-
cally limited to that which will not pro-
duce knock in the leanest cylinder. This
limits the power which can be developed
from those cylinders which have been
richened to compensate for unequal
distribution.

12
Checking for Correct Distribution-Auto- state and this change only occurs when
mobile engine designers-and designers of the liquid absorbs enough hea t to boil.
carburetion systems, too-use a number of For example, a tea kettle changes water
methods to check whether the various to water vapor (steam) by t ransferring
cylinders in an engine are receiving a uni- heat into the water until the boiling tem-
form mixture. It should be noted that all perature is reached . At this point , addi-
of these methods require the use of a tional heat must be added to change the
chassis or engine dynamometer. Generally water into steam and the steam enters the
speaking, these methods are not often atmosphere as water vapor (a gas, really).
used by individual tuners because of the This extra heat is called the heat o/vapori-
cost and complexity of the equipment. In zation. Pressure controls the boiling point
many instances combinations of methods of any liquid. In the case of water, 212DF
are used. Distribu tion is checked by: (1 OOD C) is the sea-level boiling point . At
1. Chemically analyzing exhaust-gas higher altitudes, due to lowered atmos- Pinto engine plumbed for exhaust sampl-
pheric pressure, water boils at lower ing to check distribution and emission
(combustion products) samples from the
temperatures. Remember this relation- characteristics. Engine is on one of five
individual cylinders at various operating
ship because it is important in understand- engine dynamometers Holley uses for car-
modes: Idle, cruise, acceleration, maxi-
mum power and maximum economy. ing what happens in the carburetor and buretor development. Holley 5200 is the
There is a definite relationship between manifold. original equipment carburetor on this
F/A and the chemical components in the In most passenger-car engines, heat is engine.
exhaust gas. By using the very accurate applied to the intake manifold to raise
analytical equipment developed for emis- the temperature of the incoming mixture.
sion studies, exact determinations of F / A The higher the temperature the better
ratio are obtained to check distribution. the vaporization. There will be some
The availability of such equipment has sacrifice in top-end pewer when the mix-
made chemical analysis the method pre- ture is heated sufficiently to ensure vapor-
ferred by automotive engineers for dis- izing most of the fuel. This is due to the
tribution studies. reduction in charge density which occurs And , some fu el particles are vaporized
2 . Measuring exhaust-gas temperature when the mixture is heated to this point. when they come in contact o r close
(EGT) with thermocouples inserted into In most passenger-car engines , the loss of pro ximity to the h ot spo t on the mani-
the exhaust manifold or header at each power is more than offset by the smoother fold floor.
cylinder's exhaust port. The designer running gained at part throttle . No mani- Imperfec t vaporization m ay o ccur if
looks for EGT peaks as various main-jet fold heat is usetl in a racing engine because the m ixtu re vel oc ity is too low , if the
sizes are tried. If all cylinders were a cold, dense mixture produ ces mo re manifold or incoming air is cold, if mani-
brought to the same temperature, one (or power. fold vacuum is low (higher p ressure), and
more) cylinder might be 200DF below its Not only is it necessary to vaporize if the fuel volatility is too low for the
peak (and therefore below its peak out- fuel before it can be expected to burn-it ambient temperature. Vaporization is also
put) because all cylinders do not produce is essential to vaporize it to aid in distribu- affected by manifold design and the carbu-
the same EGT due to differences in cool- tion. It is much easier to distribute vapor- retor size (flow capacity). With the same
ing, valves, porting and ring sealing. Per- ized fuel in a fuel/air mixture than it is to engine speed, a large carburetor has less
fect distribution would place all cylinders distribute liquid fuel. It should be noted velocity through its venturi (air passage) ,
at their peak EGT's with the same jet-an that some liquid fuel is nearly always hence le ss pressure drop and a greater
ideal situation which is rarely achieved. present on the manifold surfaces. The tendency for the fu el to come out of the
only time the manifold surfaces will be discharge nozzle in liquid bl obs or large
3. Studying the specific fuel consump- "dry" is during high-manifold-vacuum drops which are no t easily vaporized .
tion to determine how closely the F/A conditions which promote vaporization. Manifold design also en ters in to the
delivered by a particular carburetor and Gasoline in the carburetor is discharged vaporization picture because the size of
manifold match ideal F / A ratios at vari- into the air stream as a spray, which is the passages affects the mix ture velocity
ous operating conditions. Any great atomized (torn or sheared into fine drop- and heating . If the mixture travels slowly ,
variance is cause for suspecting a dis- lets) into a mist. At this point it should some liqUid particles of fuel may deposit
tribu tion problem. become vaporized. Pressure in the intake onto the manifold wall s before they h ave
4 . Observing combustion temperatures at manifold will be much lower than atmos- a chance to vap o rize . The hot -sp o t size
various operating conditions. pheric (expect at wide-open throttle) and and location and the surface area inside
FACTORS AFFECTING DISTRIBUTION this considerably lowers the boiling point the manifold dramatically influence
Atomization & Vaporization-Before gaso- of the gasoline. At the reduced pressure, vaporiza tion.
line can be burned , it must be vaporized . some fuel particles are vaporized as they When vaporiza tion is poor , an excess
Vaporization changes the liquid to a gas absorb heat from the surrounding air. of liquid fuel gets into the cylinders.

13
INTAKE STROKE Because it does not completely burn due Reid number varies from 8.5 in the sum-
to the lack of time available for evapora- mer to 15 in winter. Fuel blending is al-
tion and burning, it is expelled as ways a compromise made on the basis of
unburned hydrocarbons. Some excess estimates of what the temperature will be
fuel washes oil off of the cylinder walls when the gasoline is used. A sudden tem-
to cause rapid wear. And a portion of the perature change-such as a warm day in
liquid fuel drains past the rings into the winter-usually causes a rash of vapor-
crankcase where it dilutes the oil. lock and hot-starting problems.
Exhaust-heated hot spots are typically Carburetor Placement-Location of the
When the mixture is only partially vapor- small areas just under the area which is carburetor on the manifold in relation
ized, liquid particles tending to cling to fed by the carburetor. The ends of the to the internal passages can drastically
the manifold walls-or avoiding sharp manifold are not usually heated. The size affect distribution. If the geometric lay-
turns into a cylinder may cause some cyl- is kept as small as possible, consistent out of the manifold places the carburetor
inders to run lean and some rich. In this with the needs for flexible operating and closer to one or more cylinders, this can
example, the center cylinder will tend to smooth running. By keeping the spot create problems. Considerations of carbu-
be leaned and the end cylinder will tend fairly small, the manifold automatically retor location become especially impor-
to receive a rich mixture. Where possible, cools off as RPM is increased. The large tant with multiple carburetors.
it is best to divide the mixture before a amount of fuel being vaporized at high It's a Combination-The engine designer
change in direction occurs. Liquid par- speed extracts heat from the manifold- checks power, economy and mixture dis-
ticles are relatively heavier than the rest often making it so cold that water con- tribution with the carburetor, air cleaner
of the mixture and tend to continue in denses on its exterior surfaces. Although and manifold installed. Sometimes the
one direction. A fully vaporized mixture most passenger-car manifolds heat the physical positioning of the air cleaner or a
promotes good distribution in every mixture with an exhaust-heated spot, connecting elbow atop the carburetor is
instance. some manifolds are water-heated by so critical that turning it to a different
engine coolant. Cars equipped with emis- position can create distribution problems.
sion controls often heat the incoming air
by passing the air over the exhaust mani- Throttle-Plate Angle-A directional effect
fold on its way to the air-cleaner inlet. is given to the fuel when the throttle is
Excepting racing intake systems, partially open. This effect becomes especi-
intake manifolds are compromise devices. ally apparent when the manifold has little
Their shape, cross-sectional areas, and or no riser between the carburetor and the
heating arrangements accomplish the manifold passages. A riser is the vertical
necessary compromises between good passage which conducts mixture from the
mixture distribution and volumetric effi- carburetor into the intake manifold.
ciency over the range of speeds at which Throttle-plate angle affects distribution
the engine will be used. If only maximum in the upper level of a cross-H (or two-
or near-maximum RPM is being used, high level) manifold (for a V-8 engine) more
mixture velocity through the manifold than it does the lower level because the
HOTSPOT longer riser into the lower level has a
will help to ensure good distribution and
LOWER LEVEL UPPER LEVEL will help to vaporize the fuel-or at least straightening effect on the mixture. This
CROSS·H CROSS·H hold the smaller particles of fuel in suspen- points up one of the advantages of high-
MANIFOLD MANIFOLD
sion in the mixture. At slower speeds, the riser designs which allow better straighten-
Cross section through v-a engine mani- ing of the mixture flow with less direc-
use of manifold heat becomes essential to
fold of Cross-H or two-level type shows tional effects at all throttle openings.
ensure that the fuel is vaporized. If heat
how riser height can affect distribution. High-riser designs typically offer better
is not used, the engine will become rough
Throttle shown in worst position causing cylinder-to-cylinder distribution of the
running at slower speeds and distribution
greatest effect on distribution. mixture. Whlle height is usually limited
problems will be worsened.
Fuel Composition-The more volatile the by hood clearance, Holley tests have
fuel, the better it will vaporize. All fuels shown definite improvements in distribu-
are blends of hydrocarbon compounds tion at part throttle with risers 1-1/2 to 2
and additives. The blending is typically inches high prior to opening into the
accomplished to match the fuel to the am- manifold branches.
bient-temperature and altitude conditions. Mixture Speed & Turbulence-Mixture
Thus, fuel supplied in the summertime has velocities and turbulence within the mani-
a higher boiling point than that which is fold definitely affect vaporization and
available in winter. Fuel volatility is hence distribution. More details are in the
rated by a number known as Reid Vapor manifold chapter. Turbulence in the com-
Pressure. In Detroit, for example, the bustion chamber helps to prevent stratifi-

14
cation of the fuel and promotes rapid
flame travel.
Time-The volatility of the fuel and the
heat available to assist in vaporization are
especially important when you consider
the tiny amount of time available for
vaporization of the atomized fuel sup-
plied by the carburetor. Unlike water in a
tea kettle which can be left on the stove
until it boils-fuel must be changed to
the vapor state in about 0.003 second in
a 12-inch-long manifold passage at a mix-
ture velocity of 300 feet per second.
DISTRJBUTION SUMMARY
To summarize the factors which can
aid distribu tion:
1. Vaporize as much fuel as possible in
the manifold so a minimum of liquid fuel
gets into the cylinders.
2. Use fuels with the correct volatility for
the ambient-temperature and altitude con-
Two views of Chevrolet high-rise manifold which is supplied as a stock item on the Z-28
ditions.
and LT-' engines. The two distinct levels below the flange identify this as a cross-H de-
3. Ensure high velocities in the manifold sign. Ribs in manifold floor are distribution devices to direct mixture and to aid in
by using the smallest passages consistent controlling liquid fuel when vaporization is not perfect. Details on modifying the center
with the desired volumetric efficiency. divider and using a spacer for increasing high-RPM power are covered in H. P. Books'
4. Provide good atomization in the carbu- How to Hotrod Small-Block Chevys. Manifold design is covered in an entire chapter
retor through careful selection of venturi starting on page' 02.
size (carburetor flow capacity).
5. Avoid manifold construction which
causes fuel to separate out of the mixture
due to sharp turns and severe changes in
cross-sectional area.
6. Provide sufficien t turbulence in the
manifold to ensure fuel and air are kept
well mixed as they travel to the cylinder.
7 . Provide manifold heating and/or heat-
ing of the incoming air to ensure that fuel
is well vaporized.
Obviously, not all of these factors can
be controlled by an individual. But, they
bring out a few important points such as
avoiding carburetors which are too large for
the engine. Use fuel which is COrrect for
the season; don't try to race with fuel you
bought in a differen t season or another
locality . And , for engines being opera ted
on the street, use a heated manifold with
the smallest passages consistent with the
desired performance.

15
IIow YOUI calburetol wOllu
two- or a four-barrel carburetDr, all oper-
ate essentially the same as all others. There
are minor differences related to the way
the same kinds of systems were built into
a particular carburetor. Carburetors are
really very simple and similar devices, as
you will see. Just as all four-cycle engines-
from one-lung lawnmowers to Chrysler
hemis-operate with the same principles
of intake, compression, power and
exhaust, all carburetors operate similarly
when you compare them. A four-barrel
double-pumper may look impressive and
complex, but it works exactly like a one-
barrel-and its workings are certainly no
harder to understand . Learning how your
carburetor works is so simple you won't
believe it until you finish reading this
chapter.
Regardless of how many venturis (bar-
rels) your carburetor has, let's keep things
simple by starting out with a one-barrel
carburetor, just as we learned about
engines by examining what goes on in a
single cylinder. After you have become
completely familiar with the one barrel-
then we'll proceed to the two- and four-
barrel units. Don't jump ahead because
Dual-lung float assembly of Model 5200 has bumper spring (arrow). Spring-loaded in-
you have to learn what goes on in one bar-
let valve is hooked to lever for positive opening of valve when float drops (outline
rel before you try to comprehend more
arrow). Brass wire-mesh filter catches dirt which could cause inlet-valve malfunction-
complex carburetors which are literally
ing. Large tube is fuel inlet, smaller is fuel return for purging vapors from fuel line.
several one-barrel carburetors built into a
There should be 0.010 to 0.025-inch clearance between tang of float and bumper
single unit.
spring when bowl cover is inverted and float is resting against spring-loaded needle as
The carburetor is constructed to do
shown here.
several jobs:
1. It controls engine input and therefore
controls the power output.
2. It mixes fuel and air in the correct pro-
portions for engine operation.
Understanding how your carburetor of tune than it was when you started. 3 . It atomizes and vaporizes the fuel/air
works is the key to get top performance Also, once you know what happens mixture to put it in a homogeneous state
from your engine/carburetor combina- inside of a carburetor, you will be able for combustion. Let's look at the basic
tion. And, it's also the quick way to get to choose the right carburetor for your systems in the carburetor one at a time
more performance with less work. You engine without having to rely on "experts" and see what parts do each job. These
will know what is happening and be able or rumors about the current "hot setup." show the relationships involved and how
to do your tuning in a meaningful way There's really nothing "tricky" about they all work together. After reading this
without wasting time. Cut-and-try how your carburetor works. And, no material you will be well on the road to
changes can wreck your carburetor and/or "black magic" makes one work differently a complete understanding of how your
leave your combination in a worse state from another. Whether you have a one-, carburetor-or any carburetor-works.

16
Inlet System

DESCRIPTION OF OPERATION
The inlet system consists of three
major items:
1. Fuel bowl
2. Float
3. Inlet val ve (needle and seat)
Fuel for the basic metering systems of the
carburetor is stored in the fuel bowl. The
fuel-inlet system must maintain the speci-
fied fuel level because the basic fuel-meter-
ing systems are calibrated to deliver the
correct mixture only when the fuel is at
this level. Correct fuel level also greatly
affects fuel handling-the carburetor's
ability to withstand manuevering: Quick
accelerations, turns, and stops.
The amount of fuel entering the bowl
Schematic of the inlet system. Here the float has not reached the desired level, so the
through the fuel-inlet valve is determined
inlet valve is off its seat and admitting fuel to the bowl. Fuel flow will shut off when
by the space (flow area) between the
the float rises to close the inlet valve.
movable needle and its seat and by fuel-
pump pressure. Movement of the needle
in relation to its seat is controlled by the
float which rises and falls with fuel level. tank escape through this vent so there is on the fuel bowl. At curb idle or when
As fuel level drops, the float drops, open- no pressure build-up in the bowl. the engine was stopped, this external vent
ing the needle valve to allow fuel to enter By connecting the vent to the inlet air released fuel vapors into the engine com-
the bowl. When the engine is running with horn, the fuel bowl is vented to clean air partment.
constant load, the float moves the needle obtained through the air cleaner. And, The fuel bowl may be an integral
to a position where it restricts the flow because the vent "sees" the same pressure part of the main body casting, or it can
of fuel, admitting only enough fuel to as the carburetor inlet, a dirty air cleaner be a separate casting attached to the
replace that being used. Any slight change does not change the F/ A ratio. Dirty air carburetor body with screws. Holley uses
in the fuel level causes a corresponding cleaners restrict the air flow, creating a both designs. Both fuel-bowl types have
movement of the float, opening or clos- lower absolute pressure to the carburetor, replaceable screw-in inlet valves.
ing the fuel-inlet valve to restore or main- which causes a power loss. If the fuel Bowl capacity is important. It must
tain the correct fuel level. bowl is not vented to the inlet air horn, contain sufficient fuel to allow good
DESIGN FEATURES/Fuel Inlet System a dirty air cleaner will enrich the mixture. response when accelerating from stop
Fuel Bowl-The fuel bowl or float cham- The preferred location for a vent is after a hot engine has been idling or
ber is a reservoir which supplies all fuel to near the center of the fuel bowl-high stopped (called hot soak). At such times
the carburetor. The height of fuel in the enough so fuel will not slosh into the air the fuel pump may deliver spurts of
bowl is controlled by the float and inlet horn during hard stops or manuevering. liquid fuel and pockets of fuel vapor
valve as described above. The pressure of Some 1970 and later cars have an addi- intermittently. Thus the bowl must be
fuel in the bowl is approximately the same tional vent connecting the float bowl to large enough to supply fuel to the meter-
as outside air because an air passage, or a charcoal canister when the engine is ing systems until the pump is purged of
vent, connects the float bowl to the air in- turned off. This part of the emission- vapor and able to deliver liquid fuel.
let passage for the carburetor. control system collects escaping fuel Holley carburetors typically have large-
Venting the fuel bowl to outside air vapors generated when heat from the capacity bowls. Sometimes bowl capacity
means that the fuel is no longer pressur- engine block warms the carburetor, is reduced with bowl inserts or stuffers
ized by the fuel pump. It is pressurized up causing gasoline in the fuel bowl to to allow the vehicle to pass evaporative-
to the float valve, bu t once it is in the fuel "boil" off. The same canister may also emission requiremen ts.
bowl, it is at vented pressure. collect fuel-tank vapors. Vapors are Float-A float on a hinged lever operates
The bowl also acts as a vapor separa- sucked back into the intake manifold the inlet valve so fuel enters the bowl
tor. Vapors which may have been entrap- from the canister when the engine is when the fuel level is below the desired
ped in the fuel as it was pumped from the running. On pre-emission-control models reference height-and shuts off fuel when
there was often a mechanical vent valve

17
the desired height is reached. A float may
have one or two buoyant elements, some-
times referred to as "lungs" because their
shape is sometimes similar to that of the
human lung. Floats are made from brass
starn pings soldered together into an air-
tight assembly; or from a closed-cellular
material which is not affected by gasoline,
alcohol or any of the other commonly
used fuels or fuel additives. The float is
designed with adequate buoyancy so fuel
will be positively shut off by the inlet
valve when the desired fuel level has been
reached. The buoyant portion is usually
Three types of Holley removable fuel bowls: Left is center-hung or "race" type, center mounted on a lever to multiply the buoy-
is side-hung-both can have the fuel level adjusted without removing the bowl. At right ancy effects of the float itself and provide
is now-obsolete "nose" bowl. It was once widely used_ Center bowl has the lock screw a surface for operating the inlet valve.
and adjusting nut installed to allow positioning inlet valve to set float and fuel level. A float spring is sometimes added
under the float to minimize vibration of
the float. Float vibration, caused by
engine or vehicle vibration or bouncing-
or both-can cause wide fuel-level varia-
tions because a "jumping around" float
allows the inlet valve to admit fuel when
it is not needed. These are sometimes
referred to as float bumper springs. Some
carburetors may use a tiny spring inside
of the inlet valve itself instead of-or in
addition to-a spring under the float. The
Holley Model 1901 "Buggy Spray" is an
example of a carburetor with both damp-
ing methods. Such springs can be espe-
cially helpful in dirt-track, off-road and
marine applications.
Float shape and mounting (pivot orien-
Side-hung float in secondary fuel bowl shows float 1, adjustable needle/seat assembly 2, tation) may be dictated by bowl size and
adjusting nut 3, lock screw 4, plastic baffle 5 to direct inlet fuel and contain froth, the use of the carburetor. The float has to
float bumper spring 6, sight plug 7 for fuel-level checking and hole 8 for transfer tube provide enough buoyancy to close the
which brings fuel to secondary bowl from inlet on primary bowl. When correctly set up, inlet valve and this sometimes requires
half-round float is adequate for all but the most severe cornering loads such as may be making a very odd shape to get enough
generated in autocrossing, road racing or on a flat asphalt track. float volume to provide the required buoy-
ancy. In the case of the Holley Model
1901 "Buggy Spray" carburetor, the float
and fuel bowl are concentric with the
main air passage to minimize the effects
of operation on inclines, hard stops and
severe turns.
The length of the float lever determines
the mechanical advantage which the buoy-
ancy of the float (and float spring, if used)
can apply to close the inlet valve at a
given fuel level.
Every carburetor has a published float
setting. The float setting is the float loca-
tion which closes the inlet valve when the
required fuel level in the bowl is reached.
In some Holley carburetors, a threaded
inlet-valve assembly can be adjusted to

18
set fuel level without taking the carbure- EFFECTS OF INLET SYSTEM CHANGES
tor apart. In this instance, a sight plug in
the fuel bowl can be removed to observe CHANGE EFFECT
the fuel level.
High float level Raises fuel level in bowl. Speeds up main system "start up"
Some float settings are established by because less depression is required at venturi to start fuel
measuring float position-usually in rela- "pullover." Increases fuel consumption. May cause fuel
tion to a gasket surface-while the carbu- spillage through discharge nozzles and/or vent into carburetor
retor is disassembled. air inlet on quick stops or turns - causing engine to run er-
ratically or stall. Increases tendency for the carburetor to
A fuel level for a particular carburetor
"percolate" or to "boil over" - a condition in which fuel is
is established by the designer and test pushed by rising vapor bubbles out of the discharge from the
engineer so the carburetor will operate main well in a hot-soak situation. Also, when the vehicle is
without problems in fast starts and stops parked on a hill or side slope, high float level may cause
spillage through' the vent or main system at an inclination
and in manuevers which would ordinarily
angle less than the design specification.
be encountered in the particular vehicle
for which the carburetor was made. And, Low float level Lowers fuel level in bowl. Delays main-system "start-up" be-
cause more depression is required at venturi to start fuel
the level is set so there will be no fuel
"pull-over." This delay may cause flat spots or "holes." May
spillage when a passenger car is parked expose main jets in hard manuevering, causing "turn cutout."
or operated facing up, down, or sideways Can lessen maximum fuel flow capability.
on a hill with 32% grade (18°). Bumper spring too strong Causes low fuel level. Inlet valve closes prematurely because
Another specification for military vehi- (too heavy) of added closing force of closing spring.
cles requires correct operation when Bumper spring too weak Causes high fuel level. Inlet valve closes after correct fuel
parked or operated at 60% (31°) up/down (too light) level has been reached because additional float displacement
and/or a 40% (22°) side slope. is required to compensate for weaker bumper spring force.
For best operation in high-speed cor- High fuel pressure Will raise fuel level approximately 0.020 inch per psi fuel-
nering, bowls are equipped with center- pressure increase.
pivoted floats with the pivot axis parallel Low fuel pressure Will lower fuel level.
with the axles of the car. For best resis- Larger inlet-valve seat Will raise fuel level.
tance to the effects of acceleration and
Smaller inlet-valve seat Will lower fuel level.
braking, side-hung floats with pivots per-
pendicular to the axles have a slight NOTE: Changing almost anything in the fuel-inlet system makes it necessary to reset the float to
advantage. obtain the correct fuel level.

Two- and four-barrel carbs have pri-


mary venturis which are opened first and
secondary barrels which are opened to Inlet-valve needles are usually made of Seat size is selected to allow reasonably
air flow later when higher engine power steel with a tapered seating surface tipped quick filling of the bowl to handle quick ac-
is required. Often primary and secondary with Viton. Vi ton-tipped needles are celerations after standing parked with a hot
venturis (throttle bores) are served by extremely resistant to dirt and conform engine and to give minimum restriction for
separate float bowls. to the seat for good sealing with low clos- high fuel demands such as occur at wide-open
To offset the slosh-over tendencies of ing forces. Plain-steel needles are recom- throttle at high RPM. Larger seats are also
the fuel as it moves toward the carburetor mended for use with other fuels such as used to provide better purging of vapor
throttle bores on hard stops, fuel levels alcohol and nitromethane. from the fuel lines. A small needle seat
in rear secondary bowls are typically Inlet valves are supplied with various provides the best control of hot fuel be-
set 1/16- to 1/8-inch lower than the for- seat openings. Each inlet valve assembly cause vapor pressure in the fuel line acts
ward or primary bowls. This lower fuel (if the needle is an integral part) and each against less area to force the needle off of
level makes the fuel rise higher before it inlet-valve seat is stamped with a number its seat. A needle seat which is too large is
can spill over through the main discharge indicating seat opening in thousandths a definite hindrance in off-road work and
nozzle or vents-making the carburetor of an inch. A valve assembly marked 11 OS in other types of racing, too. A small needle
more tolerant of hard stops. has a O.llO-inch-diameter seat opening seat aids in controlling the fuel. Any change
Inlet Valve-The rounded end of the needle and a Vi ton-tipped needle; a 110 is the in seat size requires resetting the float to
rests against the float lever arm, or is con- same seat opening with a steel needle. the float height specification.
nected to it by a hook. The tapered end Seat diameter is an indication of how A fuel filter or screen may be included
closes against an inlet-valve seat as the float much fuel flow occurs at a given fuel pres- in the carburetor body, fuel-bowl or cover
rises. sure. A smaller opening flows less fuel- as part of the fuel-inlet system. The filter-
As mentioned in the float section, some a larger opening, more. The chart on ing device is placed between the fuel pump
inlet needles are hollow and contain a tiny page 20 shows fuel flow with a 0.110- and the inlet valve to trap dirt which
damper spring and pin to help cushion the inch inlet seat at various fuel pressures could cause inlet-valve-seating problems.
needle valve so that it is protected from with the needle fully open (float drop- Fuel-line fuel filters are discussed in the
road shocks and vehicle vibrations. ped all the way down). fuel-supply system chapter.

19
Three needle/seat assemblies: Pointed
needle with Viton tip (Viton tips may be
any color) , pointed steel-tip needle and
ball-tip needle with float hook.

Two spring-loaded needle/seat assem-


blies. These are used to provide cushion-
Cutaway race-type bowl shows adjustable needle/seat assembly 1, adjusting nut 2 and
ing of the needle when the float bounces
lock screw 3_ Sintered-bronze filter 4 in inlet has spring 5 to allow fuel bypass if filter
the needle upward against the seat.
plugs up. Fuel-inlet nut 6 can be swapped with plug 7 on some race bowls to allow
Hooked needle has captured spr ing and
plumbing to opposite side. Inside view shows half of float 8 and segment of mounting
ball end in a hollow needle.
bracket 9 .
Fuel flow YS . pressure
Ac tual m easured gasol i ne flow
th rough o ne w id e-open O.110-inch ·
d ia meter need l e & seat assembly
300

250
~
V
V
~.;
-"
..J 200
V
~
I

..J
u..
..J
150
V
V
W
::J
u..

100

2 3 4 5 6
FUEL PRESSURE - PSI
Actual measured gasoline flow through
one wide-open 0.11 O-inch-diameter
window-type needle/seat assembly.
Float held at bottom of bowl.

20
SUMMARY
Before leaving the in let system, we
should list the items which can affect
fuel leve l :
J. Inlet-p ressure cha nges (fuel-pump out-
pu t pressu re) Viton-tipped needle is captured in seat by
2. Fl oat bumper spring cap at left so that needle/seat can be re-
placed as an assembly.
3. Inlet sea t size
4. Floa t densi ty
5. Fl oa t size
6. Fl oa t-lever le ngth Round -hole needle/seat" assembly is used
7. Fuel density (de nsity of gaso line for low-flow applications . "Picture-
rem ains fai rl y constan t , so this is not window" assemblies are common where
usually a problem) . higher flow is required . O -ring seals inlet
side from fuel bowl. Threaded portion
provides for fuel-level adjustment when
used with adjusting nut and locking
screw.

FUEL FLOW vs. FUEL PRESSURE FOR VARIOUS SIZE


NEEDLES & SEATS

Fuel Flow Fuel Flow Fuel Flow


Dia. of Needle @2P.S.1 @4P.S.1. @6P.S.1.
Seat Type Ibs'!hr. Ibs'!hr. Ibs.!hr.

0.082" Holes 106 153 204


0.097" Holes 121 174 225
0.101" Holes 138 194 254
0.110" Holes 153 230 275
0.110" Windows 160 232 295
0 .1 20 Windows 167 236 305

NOTE: Checked with needle & sea t assembly installed with float held at bottom of bowl.

Hol ley Tests


Octobe r, 1971

21
Air horn (inlet) Main System
Mainair
The main metering system supplies
Emulsion tube fuel/air mixture to the engine for cruising
speeds and above. During the time engine
speed or air flow is increasing to a point
where the main metering system begins to .
nozzle operate, fuel is fed by the idle and accel·
erating-pump systems. Under conditions
Boost of high load, when the engine must pro·
ventur i duce full power, added fuel comes from
the power system.
Many people believe the throttle con-
trols the volume of fuel/air mixture being
pumped into the engine. This is not the
Power valve case. Piston displacement never changes,
(closed) so the volume of air pulled in to the engine
is constant for any given speed.
The throttle controls the density or
mass flow of the air pumped into the en-
gine by the action of the pistons: Least
density of charge is available at idle, high-
The main venturi's reduced diameter speeds up air flow. Reduced pressure in the est density is at wide-open throttle. A
venturi area allows the air stream to pick up fuel from the bowl through sometimes· dense charge has more air mass, hence
complicated passages. A main jet in the fuel path limits fuel flow. higher compression and burning pressures
can be developed for higher power out-
put. Thus, the throttle controls engine
speed and power output by varying the
charge density supplied to the engine.
Now that we've discussed the throttle,
let's proceed to the heart of the carburetor
Boost venturis may also have wings or tabs (arrows) to make a carburetor work on a and the key to its simplicity, the venturi.
specific engine/manifold combination. Picture how these work by touching the edge It is the one part that really makes a car-
of water streaming from a faucet. Mixture is deflected in the same way. buretor function, so it is important to
understand how the venturi operates
before getting deeper into how the main
metering system works.
The venturi and its principle of opera-
tion are named after G. B. Venturi, an
Italian physicist (1746-1822) who dis-
covered: When air flows through a con-
stricted tube, flow is fastest and the
pressure lowest at the point of maximum
constriction.
In the internal-combustion engine, a
partial vacuum is created in the cylinders
by the downward strokes of the pistons.
Because atmospheric pressure is higher
than the reduced pressure in the cylin-
ders, air rushes through the carburetor
and into the cylinders to fill the vacuum .
On its way to the cylinders, the air passes
through the venturi.
The venturi is a smooth-surfaced restric-
tion in the path of the incoming air. It
"necks-down" the inrushing air column,

22
then allows it to widen back to the throt- highest fuel flow into the engine. Pressure frothy fuel/air mixture which issues from
tle-bore diameter. Air is rushing in with a difference (LW) as engine speed changes the discharge nozzle into the air stream
certain pressure. To get through the is approximately proportional to the dif- flowing through the venturi. The dis-
necked-down area (venturi), it must speed ference in velocity squared (~V2), charge nozzle is often located in a small
up, reducing the pressure inside of the ven- &-V 2 . boost venturi centered in the main ven-
turi. A gentle diverging section is used to Pressure drop in the venturi also turi (described in the following section).
recover as much of the pressure as possible. depends on the size of the venturi itself. There are two main reasons why the
The venturi is the controlling factor in A small venturi provides a higher pressure liquid fuel is converted into a fuel/air
the carburetor because fuel discharges drop at any given RPM and throttle open- emulsion. First, it vaporizes much easier
into the venturi at the point of lowest ing than a large venturi will provide. The when it is discharged into the air flowing
pressure (greatest vacuum). This minimum- Design Features portion of this section through the venturi. Second, the emulsion
pressure point applies a signal to the tells you more about this important con- has a lighter viscosity than liquid fuel and
main-metering system. sideration and how it relates to perfor- responds faster to any change in the ven-
The pressure drop or vacuum "signal" mance. turi vacuum (signal from the venturi
is measured at the discharge nozzle in the No fuel issues from the discharge noz- applied through the discharge nozzle). It
venturi. Because the fuel bowl is main- zle until flow through the venturi and will start to flow sooner and quicker than
tained at near-atmospheric pressure by the hence, pressure drop, is sufficient to off- purely liquid fuel.
vent system, fuel flows through the main set the level or "head" difference between The strong signal from the discharge
jet and into the low-pressure or vacuum the discharge nozzle and the lower level nozzle is bled off or reduced by the main
area in the venturi. of fuel in the bowl. air bleed so there is less effective pressure
Pressure drop (vacuum) at the venturi Once main-system flow is started, fuel difference to cause fuel flow. TIle mixture
varies with engine speed and throttle posi- is metered (measured) through a main jet will become leaner as the size of the bleed
tion, increasing with engine RPM. Wide- in the fuel bowl. From the main jet, fuel is increased. Decreasing the bleed size
open throttle and peak RPM give the passes into a main well. As fuel passes up increases the pressure drop across the
highest flow and the highest pressure dif- through this main well, air from a main main jet to pull more fuel through the
ference between the fuel bowl and a dis- air or "high-speed" bleed is added to pre- main system, giving a richer mixture. Main-
charge nozzle in the venturi, thus the atomize or emulsify the fuel into a light, air-bleed changes affect the entire range

Typical vacuums inside a carburetor air section. Slight vacuum at inlet represents drop across the air cleaner. Gage at large venturi
throat shows higher vacuum because air is still at relatively high velocity. Vacuum returns almost to the inlet value just before the
throttle plate. Throttled carburetor shows very high manifold vacuum because a large pressure drop occurs across the partially-opened
throttle. Wide-open carburetor's low manifold vacuum indicates a heavy-Ioad/dense-charge situation. In both cases, the highest carbu-
retor vacuum is at the boost-venturi throat which supplies the signal to the main system.

BOOSTVENTUJlR:I~==JlIi~Ii~II··;(IIIIIIII~=;==1
~ INLET
VENTURI~
BOOST =~:-]l"~~~III/IIIiIlIF~~:( INLET

... VENTURI VENTURI

VENTURI
VENTURI EXIT EXIT

MANIFOLD MANIFOLD

Throttled Carburetor

Wide-Open Throttle
VACUUM TRENDS: Throttled & Wide-Open Throttle
High RPM

23
of main-mete ring-system operation. Holley A venturi allows a much greater meter-
establishes the main-air-bleed size for ing signal than a straight tube and has a
each carburetor to work correctly over minimum loss of air flow. This is because
that carburetor's air-flow range. Changes the trailing edge of the venturi conforms
in main-air-bleed sizes are rarely necessary to the normal air stream and therefore
or adVisable; calibration changes are easy recovers most of the pressure drop so a
to make by changing main metering jets. grea teI mass of air is available for the
The main air bleed also acts as an anti- engine.
siphon or siphon-breaker so fuel does not The venturi is a very efficient air-meter-
continue to dribble into the venturi after ing device because of the high signal levels
air flow is reduced or stopped. it proVides in conjunction with minimum
DESIGN FEATURESjMain System pressure loss .
Throttle-The throttle shaft is offset The venturi provides a way to supply
slightly-about 0.020 inch on primaries- fuel in the correct proportion to the mass
about 0.060 on secondaries-in the of air rushing into the engine. Its size, as
throttle bore so one side of the throttle mentioned in the description of how it
has a larger area to cause self-closing. works, affects the pressure drop available
There are two reasons for this feature. to operate the main-metering system. The
First, idle-return consistency is greatly smaller the venturi, the greater the pres-
aided by the sizable closing force gener- sure drop, the sooner the main system will
ated when the manifold vacuum is high- be brought into operation, and the better
Air from the main air bleed can be intro- the mixing of fuel with air will be. The
as at idle. Second, it is a safety measure
duced into the main well in several ways. RPM at which main system "spill-over"
to guard against overspeeding the engine
Sometimes it is brought in through the or "pull-over" starts is affected by the
if it is started without installing the link-
center of an emulsion tube. Separate size of the engine which is pulling air
emulsion tubes shown here are from a
age or throttle-return spring because air
flow past the throttles will tend to cause through the carburetor.
2110 Bug Spray (right) and a 5200 (left). In plainer words : If you keep engine
In carburetors with removable metering
them to close.
Throttles are seldom closed tightly size constant, a larger carburetor requires
bodies, bleed air is often introduced a higher RPM to bring the main system
through tiny holes in an air well parallel-
against the throttle bore; instead, they
are factory set against a stop to provide into operation; a smaller carburetor-
ing the main well. This well is on the sur- a lower RPM . But, the venturi size also
face assembled toward the carburetor
a closed-throttle air flow specified for
that particular carburetor list number. controls the amount of air available at
body. Arrows indicate bleed holes which wide-open throttle (WOT) for engine
are necked down to tiny holes 0.026-inch
Venturi-A few comments about venturi
design . The most efficient (or ideal) ven- operation . If the venturi is too small, top-
diameter or so. end HP will be reduced, even though the
turi which creates the maximum pressure
drop with the minimum flow loss requires carburetor provides very good fuel/air
a 20° entry angle and a diverging section mixing at cruising speeds. For this reason
with a 7° to 11 ° included angle on the automobile manufacturers typically com-
"tail." The "ideal" venturi will not promise-by using carburetors with smaller
always fit into a carburetor which will fit than optimum (maximum power) air-flow
under the hood of the average automobile. capacities. They do this for very good
Holley uses a radiused entry to the venturi reasons, even if you-a performance enthu-
because it is less critical to production vari- siast-may feel cheated. Good fuel atomiza-
ations. Designers try to keep as close as tion and vaporization promotes good distri-
possible to the "ideal" venturi entry and bution and improves smooth running and
exit angles within the limitations imposed .economy at around-town and cruising speeds.
by engine position and hood heights. Manufacturers offering more perfor- -
Although the theoretical low-pressure mance typically supply a carburetor with
point and point of highest velocity would a secondary system which retains the
be expected at the minimum diameter of advantages of a small primary venturi
the venturi, friction causes the point to with the capability of higher air flow for
occur about 0.030 inch below the small- top-end power. Secondary systems are
est diameter. This low-pressure, high- described in the last section of this
velocity point is called the vena con- chapter.
traeta. The center of the discharge noz- Boost Venturi-Boost venturis act exactly
zle or the tail of the boost venturi is the same as the larger venturi, but supply
located at this point.

24
a stronger signal to the discharge nozzle Main Jets-These metering orifices are of as much as 3% flow difference between
because boost-venturi velocity is higher used to control fuel flow into the meter- jets with the same markings in the old
than that in the main venturi. Boost ven- ing system. They are rated in flow capac- two-digit numbering system.
turis are signal amplifiers. ity and are removable for calibration The new jet series has the same brass
By increasing the available signal for purposes. It is commonly thought that color or aluminum color as was pre-
main-system operation, the boost venturi main jets are selected solely on a trial- viously used.
allows the carburetor to work well at and-error basis, but this is not the case. Holley offers the close-limit jets in the
lower speeds-and therefore lower air The accompanying material clearly shows mean sizes only, that is, 352, 262, etc.
flows-than would otherwise be the case. the relationship of main-jet size to venturi You may have a carburetor with a
This is especially helpful in a performance- size. For a given venturi size, a small range 351 or a 353 in it, but these jets are
type carburetor because the boost venturi of main jets will cover all conditions. How- only available in the assembly plant
does not seriously affect the air-flow ever, final selection of the correct jet for where the carburetor is made and flow
capacity of the carburetor. the application will have to be done by checked. Close-limit jets offer a good
The tail of the boost venturi discharges testing because design and operational way to accomplish fine tuning, providetl
at the low-pressure point (vena contracta) variations (climate, altitude and tempera- you can use jets ranging from 35 to 74
in the main venturi. Thus, the boost-ven- ture) affect jet-size requirements. (352 through 742). Order these jets as
turi air flow is accelerated to a higher There is a basic misconception about 22BP-120-XX2.
velocity because it "sees" a greater pres- jets-that size alone determines their flow Some jets used in the Models 5200
sure differential than the main venturi. characteristics. This is not the case and 5210 were marked to indicate
Air and fuel emerging from the boost because the shape of the jet entry and diameter of the jet opening in milli-
venturi are traveling faster than the sur- exit-as well as the finish-affects flow. meters: 130= 1.3mm.Asof1976,
rounding air, therefore, a shearing effect Holley checks each jet on a flow tester a system of jet marking relating directly
takes place between the two air streams. and grades it according to flow. This flow to the flow in cubic centimeters per
This improves atomization of the fuel. rate is compared to a master chart and a minute was adopted for use in the Models
Boost venturis also aid fuel distribu- number is stamped on the jet to indicate 5200,5210 and 4360 carburetors. These
tion because the ring of air which flows its flow. The tolerance range used for jets are dyed green for identification so
between the two venturis directs the each size explains why a 66 jet may not you can identify that they are marked
charge to the center of the air stream, seem to give a richer mixture than a 65- according to flow. A jet marked 357 has
helping keep some of the wet fuel/air mix- if the 65 is on the "high" side of its a tolerance ranging from 354.3 to 359.7cc,
ture off of the carburetor wall below the allowable tolerance and the 66 is on or 1.5% maximum difference between
venturi so that more of the fuel/air mix- its "low" side tolerance limit-the two two jets with the same markings. The
ture reaches the manifold hot spot for jets may flow very close to the same flow rating is made at 50 centimeters
improved vaporization. In addition, tabs, amount of fuel. The tolerance range for head. Order these jets as 22BP-130A-
bars, wings and other devices are some- a 65 ranges from 351.5 to 362.0 cubic xxx. Consult the current Holley Perfor-
times needed to provide correct direc- centimeters per minute at a specified mance Parts Catalog for available sizes.
tional effects for good cylinder-to-cylin- head with a given test fuel. The 66 ranges Drilling out jets to change their size
der distribution with a particular mani- from 368.5 to 379.5 cc's. is never recommended because this
fold. All such development work is In each of these cases, there is a always destroys the entry and exit fea-
accomplished on the dynamometer during 3% flow range within a jet size, and tures to a certain degree, and may intro-
design and development of the carburetor/ about 4.5% difference in flow between duce a swirl pattern, even if the drillis
manifold combinaiton. average jets in the two sizes. In 1975 held in a pin vise and turned by hand.
Boost venturis allow using a much Holley developed a new close-limit You cannot be sure of the flow character-
shorter main venturi so the carburetor can series of main jets in the standard size istics of a jet that you modify by drilling-
be made short enough to fit under the range of 30 to 74. This new series was unless you can get that jet back on a flow
hood of an automobile. Carburetor developed so flow could be more closely machine to compare it with a standard jet.
designers could achieve essentially the tailored to fit within emission require- Main Air Bleed-All Holley carburetors
same results with a long (ideal) venturi as ments. These jets still use the first two except Models 5200 and 5210 are equipped
they can with one or more boost venturis numbers, such as 65 or 66, but a third with built-in fixed-dimension air bleeds. A
"stacked" in the main venturi, but it is number is added to indicate whether the flat surface in the inlet horn is typically
very tough to build a carburetor which jet flows toward the lean side (651) used for mounting these bleeds so that
allows the 20° entry to the venturi and in the middle (652), or rich (653). they will see total pressure and will not
a 7° to 11 ° "tail," and at the same time There is approximately 1.5% difference be affected by air-flow variations.
get venturi size down to the required dia- in flow between each of the three jets, Relationship between Main Jet & Venturi
meter for adequate signal. Some Holley or a flow range of 4.5%. There can only Size-By using some standard equations
carburetors, especially very short ones, be a 1.5% difference in flow between for fuel flow and air flow, we can show
use as many as two booster venturis to get two jets with the same flow marking, as how the fuel-air ratio is established in a
adequate signal for main system operation. opposed to the possibility of a variation carburetor-within certain limits.

25
The mass of fuel flowing through the This can also be restated by combining After throwing out all the constants,
main jet can be calculated by: constants : we no longer have an equation but we
have a proportionality which tells us :
(4) Cv x.j29; = Ka
The equation for mass air flow can then Mf A .
= mass fuel flow be written: is proportional to ~
= cross-sectional area of main Ma Av
jet (5) Ma = Av x Ka x A x~
or, Mf ~ Amj
coefficient of discharge of Fuel-air ratio is the mass of fuel divided
main jet by the mass of air: Ma Av
dimensional constan t- accelera-
tion of gravity Because the mass of fuel divided by the
'Yf density of fuel mass of air is the fuel-air ratio,
6P mi = pressure drop across main jet
F/A ~ Ami
Lumping all the constants together : Av
This division can be done using equa-
Cmi x J 2gc = Kf tion (2) for mass of fuel and equation (5)
This simply means that over the flow
Therefore equation (1) can be restated as: for mass of air flow:
ranges considered, if the relationship
(2) Mf = Ami x Kf x ~ x J 6P mi (6) _
Mf -_
_ Ami
_ x_x J1; J
Kf _ _ x ---=--_
6P_
mi ~ between the venturi size and the main jet

This gives the mass flow of an in- Ma Av Ka J'Y a ~


remains the same, a constant fuel/air ratio
will be maintained .
compressible fluid through a restricted Unfortunately air is compressible and
Now this complicated-looking expres-
orifice-the main jet. When the reduction as pressure drops are increased OUf rela-
sion starts falling apart and becomes utter-
in air pressure through the venturi is tionship does not hold. It is a very good
ly simple.
small, air also behaves nearly the same as approximation when dealing with high-
First, Kf and Ka can be disregarded be-
an incompressible fluid , so an equation performance/low-restriction carburetion .
cause they are collections of constant num-
of the same form can be used to state What really happens is that as air flow
bers which never change.
the mass of air flowing through the ven- approaches the critical value (sonic veloc-
Because we assumed both gasoline and
turi restriction: ity) and 6P increases, 'Ya gets lower and
. air are incompressible, their densities don't
change and the ratio of their densities be- lower. Looking at expression (6) we can
(3) Ma=AvxCvxJ2gc'Ya6Pv
comes another constant we can disregard. see that the fuel/air ratio will increase.
where In the carburetor, one side of the ven-
Ma mass flow of air turi passage and one side of the main jet
Av = cross-sectional area of the are both at atmospheric pressure. The
venturi other sides are both at the lowest pres-
Cv coefficient of discharge of the sure caused by the venturi, so the pres-
venturi sure differential across the main jet (6P mi)
'Ya density of air is equal to the pressure differential across
6P v = pressure drop from the venturi the venturi (6P v), Their ratio is one and
inlet to throat can be disregarded also.

These main jets all look alike except for


the markings. The 50 is the standard jet.
501,502 and 503 are a new close-limit
series with only 1.5% flow range differ-
ence (maximum) between any jet with
the same marking. Two-digit (50) series
jets had 3% possible variation between
any two jets with the same marking.

26
Power System
Vacuum Power valve
Main air chamber piston
When the engine is called upon to pro-
duce power in excess of normal cruising bleed
requirements, the carburetor has to pro-
vide a richer mixture, as discussed in the
fuel-requirements section. Added fuel for
\
power operation is supplied by the power
system under control of manifold vacuum.
Manifold vacuum accurately indicates the
load on the engine. It is usually strongest
at idle. As load on the engine increases,
the throttle valve must be opened wider
to maintain a given speed, thereby offer-
ing less restriction to the air entering the
intake manifold and reducing the mani-
fold vacuum. Power valve Power valve
A vacuum passage in the carburetor channel (open)
applies manifold vacuum to a power valve restriction
piston or diaphragm. At idle or normal
cruising load conditions, manifold
vacuum acting against a spring holds the
valve closed. As high power demands load Manifold vacuum passage
Throttle
the engine, and manifold vacuum drops for sensing engine load
below a pre-set point-usually at about
6 inches of mercury (Hg)-the power-valve
Single-stage power valves of the screw- response to these variations which are
spring overcomes manifold vacuum and
in type are used in the 2300, 4150, 4160, caused by valve timing and not by throt-
opens the power valve. Fuel flows through
4165, 4175 and 4500 series. These are tle position or engine load. Selecting
the power valve and through a power-
available with different flow areas and power valves to meet these special re-
valve restriction to join fuel already flow-
opening points. The flow area used must quirements is explained in the perfor-
ing through the main metering system
always be larger than the combined areas mance-tuning chapter, page 131.
from the main jet, thereby richening the
of the power-valve channel restrictions Most Holley two- and four-barrel
mixture. The power valve can be con-
(PVCR's). performance-type carburetors use 25BP-
sidered as a "switch" which turns on
Opening points are available in incre- 591 A-XX "picture-window" type power
extra fuel to change from an economical
ments from 1.0 to 10.5 inches Hg. The valves with flow capacity sufficient for
cruising fuel/air mixture to a power mix-
last digits in the part number indicate two 0.095-inch PVCR's.
ture. The power-valve channel restriction
the opening point in inches of mercury One picture-window power valve, the
(PVCR) controls the amount of enrich-
for that power valve when a decimal 25BP-595A-XX used in one Model
ment. The power valve itself is merely a
point is placed ahead of the last digit. 4500 and in the big 6425 two-barrel,
switch operated by manifold vacuum. It
This number is also stamped on the flows fuel to handle two 0.128-inch
is designed to operate (add more fuel) at
valve. Examples: PVCR's. Because of its size, the valve
a given load.
25BP-591-105A opens at 10.5 in. Hg stem cannot be piloted and the power
When engine power demands are
25BP-591A-25 opens at 2.5 in. Hg valve can be damaged by dirt in the fuel.
reduced, increasing manifold vacuum acts
The power-valve opening point is an- Don't use the -595's unless you have a
on the diaphragm or piston to overcome
other variable the carburetor designer real need for them.
the power-valve-spring tension, closing
uses to arrive at the best compromise Six-hole power valves, 25BP-398A-XX
the power valve and shutting off the
between economy, exhaust emissions and and 25BP-400A-XX have also been used
added fuel supply.
drivability. On normal replacement on older high-performance Holleys. It
DESIGN FEATURES/Power System carburetors, the valve may be opened quite was originally thought that these flowed
Power Valves-Holley high-performance late to allow a particular engine to meet more fuel than the 25BP·237 A-XX
carburetors usually have single-stage emission requirements, as well as main- valves with four 0.073-inch holes, but
power valves. Carburetors for street use, tain a broad economy range. Racing en- tests show the six-hole flows the same as
especially those for 1973 and later gines, on the other hand, have wild mani- the four-hole. Either valve flows fuel
models with exhaust-gas recircu1ation, fold-vacuum fluctuations at idle and low enough for two 0.067-inch PVCR's.
have two-stage power valves. Two-stage speeds. The user must install a power Incidentally, the six 0.1 04-inch holes
power valves are discussed later. valve which will not open and close in seriously weaken the -398 and -400

27
valves, so great care must be used in The spring force is factory-set to open at
installation and removal to avoid twist- a specified manifold vacuum. This setting
ing the valve apart atthe holes . can be changed by adding or deleting
Screw-in power valves may be stamped shims from the spring at the foot of the
with additional numbers, such as A5 . piston stem. The greater the number of
This mark indicates the month and year shims, the higher the manifold vacuum
in which the valve was made. A is January at which the valve will open. If the
and 5 is 1975. C6 indicates March, 1976. spring is shortened, or shims removed,
Two-stage power valves are used on the valve will open at a lower manifold
normal replacement carburetors to allow vacuum.
a particular engine to pass emission tests .
These valves are also used on some per- ..
formance carburetors, as mentioned New power valve at right introduced in
earlier. Staged power valves open partially 1974 discharges through cast slots for
at one vacuum level, then fully open increased flow and cross-sectional
when manifold vacuum falls to a lower Booster venturi strength. The new valve is stronger than
level. The first stage in these valves opens the drilled type and less likely to break
Discharge nozzle
a metering orifice smaller than the PVCR. off in installation or removal. It is inter-
With the rising interest in gasoline changeable with all older units, but
economy, Holley now offers the two- gasket 8R-1597 with no protrusions on
stage power valves as replacement parts. the inside diameter must be used. The
These provide improved drivability in valve is offered in two sizes: 25R-591-A
vehicles with relatively low power-to- for all power-valve-channel restrictions
weight ratios . Although Holley cannot up to 0.090 inch; 25R-595-A for rare
guarantee economy improvements, some calibrations using larger PVCR's.
benefit should be realized if the two-
stage power valves are applied as follows : Typical vacuum and fuel-passage routing
1. Do not use the valves in any vehicle as used in Holley carburetors with remov-
which will be used on the drag strip. able fuel bowls. These are diaphragm-type
2. The best economy improvement will power valves. Using a secondary power
be realized in recreational vehicles equip- valve allows using a smaller main jet to
ped with the R-6619 and R-6909 carbu- improve fuel handling during deceleration
retors, and in some station wagons and Main well Manifold vacuum and braking .
heavy sedans using the Model 4165
spread-bore carburetors. Use the valve
only on the primary side in the Model Three types of Holley power valves. Top is a typical single-stage screw-in type used on
4165 . Best results will be obtained in the Model 2300,4150,4160,4165,4175,4500 and 3150 carburetors. Center is a
stop-and-go driving, or where the vehicle gradient power valve used on Model 2245 and 1945. Gradient means the piston oper-
is operated in rolling or mountainous ates over a greater-than-normal range of manifold vacuum and meters proportionally
terrain. with a tapered valve. The piston and spring are retained in the air horn by the clip.
3. In other applications, some fuel Valve, seat and spring are screwed into the main body . Hardware at bottom is from
economy may be lost. Typical two-stage Models 5200 and 5210: Diaphragm and spring assembly is attached to the air horn
power valves operate as follows : 25BP- by three screws, seat, valve and spring go into the main body.
47 5A-12 opens the 1st stage at 12 inches
Hg , the 2nd stage at 6 inches Hg. For
high-altitude applications above 4,000
feet, the 25BP-475·25 opens the 1st
stage at 10 inches Hg, the 2nd at 5 inches
Hg.
Piston-type power valves are used in
Mod~s1940. 1945.2210.2245. 1901
and 4360.

< iYffiY'i11

28
Numbers stamped into flat on screw-in power valves indicate manifold vacuum at which
valve opens: 4.5, 6.5 and 6.5 inches Hg. Left has four 0 .073-inch holes, second valve has
six 0.076-inch holes and third valve has six 0.1 04-inch holes. Fourth valve shows open-
ing to vacuum-controlled diaphragm. Several fuel-inlet holes in the power valve ensure
that the valve itself does not become a restriction. The only time that metering is
accomplished in the power valve is in the first stage of two-stage power valves. The
power-valve channel restriction is sized to supply the additional fuel required for power
enrichment.

Three power valves. Small unit at left is operated by piston rod. Center unit is two-stage
type for 4150/60, 4165,2300 models. Unit at right fits same carburetors, is inverted
power valve which is normally open and closes when manifold vacuum drops. Number
stamped on flat of this valve was 30, indicating that the valve closed at 3.0 inches Hg
manifold vacuum.

29
Idle System

Idling requires richer mixtures than part- Idle air bleed


throttle operation. Unless the idle mixture
is richer, slow and irregular combustion
will occur due to the high dilution of the
\ Idle well
or tube

charge by residual exhaust gases which


exist at idle vacuums. This is described in
the engine requirements section.
DESCRIPTION OF OPERATION
The idle system supplies fuel at idle Fuel
and low speeds. The idle system has to
keep the engine running, even when
accessory loads are applied to the engine.
These include alternator, air condition-
ing, and power-steering pump. The idle
~striction
system also has to keep the engine run-
ning against the load imposed by placing
an automatic transmission in one of the Fuel + air mixture Mixture adjusting screw
operating ranges (Low, Drive, Reverse).
At idle and low speeds, not enough air
Idle system operates like the main system,
is drawn through the venturi to cause the
only on a smaller scale.
main metering system to operate. Intake-
manifold vacuum is high because of the
great restriction to the air flow by the
Channel
nearly closed throttle valve. This high
restriction !;~?:;~~:::=~~~~:""Idle cross passage
vacuum provides the pressure differen-
tial for idle-system operation.
Perhaps the easiest way to understand Venturi Idle tube
how the idle system works is to look at it
as a tiny main metering system. Because
air enters the idle system through the idle
air bleed, think of the bleed as the venturi. .:-'.;.~~". Idle orifice is system's
The amount of flow through this system fuel metering jet
depends on the area of the transfer slot
and/or discharge hole exposed by the
main throttle plate and the position of the
idle-mixture screw. Consider the discharge main jet
hole or slot, and idle screw as forming the
"idle-system throttle." Idle mixture needle
Backing the idle screw out or opening / ' (Consider it the throttle
the throttle to expose more of the slot in conjunction with the
to manifold vacuum opens the idle system curb·idle hole and off-
idle port)
"throttle" so more air flows through the
system. The drop across the idle-air bleed
Curb-idle port (similar to a tiny main system)
increases, bringing along more fuel from
the idle well so the mixture stays at the
desired fuel/air ratio. Fuel flows through and then branches in two directions; charging fuel through the discharge noz-
the main jet, then into a vertical idle well, through the idle-discharge passage into the zle in the booster venturi. Flow from the
past the idle-feed restriction and is then throttle bore below the throttle valve, and idle system tapers off as the main system
mixed with air from the idle air bleed. to an idle-transfer slot (or holes) located starts to discharge fuel. The two systems
Sometimes the idle restriction is placed just above the throttle valve. are designed to provide smooth gradual
at the bottom of the idle well. This fuel/ As the throttle valve is opened and transition from idle to cruising speeds
air mixture is lifted up and across to engine speed increases, air flow through when the carburetor capacity is correctly
another vertical passage. Fuel-air mixture the venturi is increased so that operation matched to engine displacement.
flows down this second vertical passage of the main metering system begins dis- In normal driving, flow swings quickly

30
0·----- - -
,- - - -- - - - ,~,::,;;",..i.oII ", _- _- _- _- _- _- _- _-
0------ -

Most of fuel/air mixture Idle fuel


comes out of slot or holes flow continues
Off-idle operation Throttle opened so main system starts

back and forth between idle and main across the bleed, decreasing the amount there are two screws, each is adjusted to
operation as the vehicle is accelerated, of fuel which can be pulled over from the provide 1/2 of the specified idle drop off.
slowed by closing the throttle, idled at idle well. Thus, increasing idle-air-bleed Fuel/air ratios are usually stated for use
stop, and then reaccelerated. size leans the idle mixture, even if the when an analyzer is available.
When the throttle is closed, high vacuum idle-feed restriction is left constant. Con- Older non-emission-controlled cars and
below the throttle plate draws air and fuel versely , decreasing the size of the idle-air racing cars are typically idle se t for the
through the idle system and out the idle- bleed increases the amount of pressure desired idle RPM and best manifold
discharge port. When the throttle is par- drop which can be obtained in the system vacuum. This is not a minimum-emission
tially open, vacuum below the throttle and rich ens the idle mixture. setting, however.
plate is reduced and flow through the idle
Idle-Speed Setting-Before emission-
system is reduced, but some flow is out the
control reqUirements became important,
idle port and some is out the idle-transfe r
idle setting was typically the slowest
port. When the throttle is fully open, there
speed at which the engine would keep
is not enough vacuum at the idle port to
running smoothly. Emission requirements
draw any fuel-air mixture through the
have made higher idle speeds necessary .
idle system. Operation of the idle sys-
A higher idle speed reduces some of the
tem gradually ceases as the throttle is
exhaust-gas dilution which occurs at
moved from idle to cruising. Naturally,
lower idle speeds so leaner idle mixtures
flow through the main-metering sys-
can be used without misfiring .
tem increases as idle flow decreases, so
Cars with engines designed to pass
the transition is smooth-if the right
emission requirements; i.e ., production-
carburetor is chosen for the engine.
type automobiles, are typically set for
DESIGN FEATURES/Idle System lean best idle at specified RPM and a sub-
Throttle Stop-Seating the throttle sequent reduction in idle speed by lean-
against a stop instead of closing it fully ing the mixture still further-as stated
against the throttle bore ensures against on a label in the engine compartment.
the throttle sticking in the bore and makes The manufacturers have carefully cor-
the idle system less sensitive to mixture related this lean best idle and subsequent
adjustments. Holley carburetors are fac- idle drop off as that which provides the Some idle transfer circuits {also called
tory-set to an idle air-flow specification required carbon monoxide percentage progression or off-idle} use a slot as
and they should not be readjusted to seat (CO%) to pass the requirement. From this shown above. Others use a series of holes.
the throttle in the bore (especially true on lean-best-idle point, and at this specified Curb idle is always the hole nearest the
diaphragm-operated secondaries). RPM figure, each of the idle-mixture- flange. Outline arrows indicate spark
Idie-Air-Bleed Size-Increasing the idle- adjustment screws are turned in to pro- ports. This view is from the manifold
air-bleed size reduces the pressure drop vide a specified RPM drop off. Where surface.

31
Idle Limiter-An idle limiter cap limits fuel after the main system starts because
idle-mixture-screw adjustment to approxi- the discharge tube is at a lower pressure
mately 3/4 turn. Applied after the desired than the fuel bowl.
idle mixture has been set, this limiter pre- Auxiliary air bleeds-Auxiliary air bleeds
vents easy tampering with the idle-mixture are sometimes used in the idle system.
adjustment. This factory setting is made Although these usually add air to the idle
when the carburetor is flow checked. system downstream from the traditional
The limiter is constructed so removing idle air bleed, they act in parallel with the
it requires destroying the cap, thereby idle air bleed.
showing instantly that the carburetor has
been readjusted and may not be providing
Accelerator-Pump System
required emission performance. The accelerator pump has three
functions:
Intennediate Idle System-In some of the 1. To make up for the fuel that condenses
largest Holley high-performance carbu- onto the manifold surfaces when the
retors, such as the Model 4500, List 6214 throttle is opened suddenly.
and the 6464, an intermediate idle system 2. To make up for the lag in fuel delivery
discharges through a tube into the trailing when the throttle is opened suddenly,
edge of the venturi. This extra idle system which allows more air to rush in.
provides additional transfer fuel between 3. To act as a mechanical-injection system
the idle- and main-system operation. Open- to supply fuel before the main system starts.
ing the throttle past the usual idle-system
transfer slot greatly reduces the manifold As the throttle is opened quickly, in-
vacuum which was being applied to the take manifold vacuum instantly drops,
idle system. But, in these large-venturi car- moving the pressure toward atmospheric.
buretors, velocity through the venturi is A high manifold vacuum tends to keep
not sufficient to establish main-system the mixture well vaporized. As the pres-
flow at this time. A giant flat spot would sure rises toward atmospheric, fuel drops
be present without this intermediate idle out of the vapor, condensing into puddles
system. and wet spots of liqUid on the walls and
The discharge tube for the intermediate floor of the intake manifold. Thus, the
idle system is located above the transfer mixture which is available for the cylinders
slot at the main venturi tail. Operation of is instantly leaned out and the engine
Idle limiters applied to idle-mixture ad-
the intermediate system starts as the throt- hesitates or stumbles unless more fuel is
justment screws hold idle-system adjust-
tle moves past the intermediate discharge. immediately added to replace that which
ments witliin a narrow band which pro-
has fallen out of the mixture onto the
vides specification emission levels for a The system flows continuously beyond
this point. manifold surfaces. This is especially
given engine and carburetor combination.
The intermediate idle system has its important with big-port manifolds or
Limiter caps either cov.er the screw
own air idle-air bleed and idle-feed restric- manifolds with large plenums (volume be-
access openings (as at right) or fit on the
tion. There are no adjustments. However, low carburetor) because these have more
screws (left). In either case, no further
the bowl-fed system continues feeding surface area onto which fuel can condense.
adjustment can be made without destroy-
Making up for condensed fuel loss to
ing the cap/so
the manifold and taking care of fuel-
delivery lagging behind increasing air flow
are both important, but the relative impor-
tance of the two has not been established.
A third function of the accelerator-
pump system is supplying fuel when the
throttle is quickly opened past the point
where the idle-transfer system would
have supplied fuel until the main system
could begin its normal operation. In this
case, the accelerator pump supplies the
required fuel until the main system starts

."
flowing. During the low-flow, low-vacuum
Cutaway 4500 shows intermediate idle- period the accelerator pump injects fuel
system discharge (arrow). System is fed under pressure into the throttle bore. Dura-
from its own restriction in fuel bowl. tion of accelerator-pump operation must

32
be carefully engineered to provide a
"cover up" of sufficient length to allow
main-system flow to be established so
good vaporization will be ensured and (
correct fuel/air ratio reestablished. Discharge nozzle
The accelerator pump operates when or "shooter" Discharge
the pump-operating lever is actuated by with restriction check valve
driven
throttle movement. As the throttle opens,
pi ston
the pump linkage operates a pump dia-
phragm or plunger. Pressure in the pump
forces the pump-inlet ball or valve onto
its seat so fuel will not escape from the
pump into the fuel bowl. Pressure also
raises the discharge needle or ball off
its seat so fuel is discharged through a
"shooter" into the venturi.
As the throttle is moved toward the
closed position, the linkage returns to its
original position and the pum p-inlet ball
or valve is moved off its seat to allow the
pump to refill from the bowl. As the pis-
ton or diaphragm is positively pulled back
to the at-rest position, a vacuum is created Pump inlet
in the pump cavity so quick refilling of Throttle -to·pump linkage pa ssage
the pump is ensured. As pump pressure
is relieved, the discharge check needle or Here the throttle has been partially open-
ball reseats so there will be a closed check ed, causing the accelerator-pump cup to
valve to refill the pump and so the signal move to the bottom of its well. The
created by air passing by the pump shoot- pump-inlet check ball (valve) is forced
ers will not pull fuel out of the pump sys- onto its seat and the discharge check ball
tem. The weight of this valve is designed (valve) has been lifted off of its seat. Fuel
to keep it closed against this signal. In is being sprayed into the carburetor
some carburetors, the discharge check through the "shooter." In many carbu-
is a lightweight ball at the bottom of the retors of similar construction, the pump
pump passage. In this instance, fuel is cup serves as the inlet valve when the
maintained (stored) in the passage pump moves upward to refill.
between the check and the nozzle
(shooter). An anti-pull-over discharge
nozzle is used in such systems so air pass-
ing by the shooter will not pull fuel out
of the pump passage. Because a light-
weight ball is used as the discharge check,
excess vapors in the pump can escape
easily into the passage to the shooter.
This can be vel)' helpful when a dia-
phragm-type pump is equipped with a Comparison of two pump-inlet-valve
rubber-type inlet valve because these types. Rubber inlet valve at bottom is a
valves seal so vapors cannot escape back rubber umbrella-shaped valve. It seats
to the fuel bowl. Vapors can only be instantly for better tip-in performance
purged from the pump when the pump than provided by hanging-ball type above.
is operated or when pressure becomes Hanging-ball type requires an instant seat
sufficient to raise the discharge ball or before pump shot can be delivered. And,
needle off of its seat. a tiny part of the pump shot is wasted
Clearance around the hanging-ball-type into the bowl as pump pressure causes
inlet check in a diaphragm pump or the ball to seat. A clearance of 0 .011 to
around the pump stem in a piston-type 0.013-inch is needed between the ball
pump allows excess vapors to escape to and its retainer (arrow) when the bowl
the fuel bowl. is inverted.

33
DESIGN FEA TURES/Accelerator Pump action to begin immediately as the pump
System is activated. A gentle-ramp cam gives the
Accelerator Pump Inlet Valves-The opposite effect.
synthetic-rubber-type valve takes the The pump cam is used to make the car-
least pressure difference to fill. Because it buretor perform well in a particular appli-
is normally closed, no time delay or fuel cation. It is one more tool in the tuner's
loss is required to close it and it has the kit. Several cams which are offered were
best ability to supply a pump shot with developed to specific applications. All
very little throttle movement. This is pumps have adjustment features on
called tip-in capability. It will provide an either the cam or the pump linkage.
immediate pump shot as the throttle is Pump Discharge Nozzles (shooters)-The
opened quickly. A rubber valve is not as accelerator pump discharges through a
good as the ball-check valve for elimina- shooter. The shooter's hole size governs
tion of vapors, and it cannot be used with the rate of discharge . A larger hole allows
exotic fuels. the pump contents to be discharged
A ball-type valve is often used in accel- quicker and with less pressure than a
Spring-driven accelerator pumps used on erator pumps. It must be forced against its small discharge hole.
some Holley carburetors fill through cen- seat by fuel escaping past it. Thus, the ball Discharge hole size in thousandths is
ter of pump cap. Cup has been cut away type is not as good for tip-in as the rubber- stamped on removable shooters. A 25
to show how it fits loosely on stem to type valve because some of the pump shot marking indicates 0.025-inch holes. Typi-
allow filling when closing throttle linkage is lost. This is due to the delay required cal sizes are 0.021,0.025, 0.028, 0.031,
"cocks" pump against spring. Cup seals for seating the ball. The ball-type valve is 0.035 and 0.037 inch.
against plastic pump piston face during especially good for purging vapors which Removable pump "shooters" or dis-
delivery stroke. may be generated in the quantity of fuel charge nozzles are used in all Holley high-
pocketed in the pump. Vapors easily performance carburetors. Several types of
escape through the clearance area between shooters are used and they are not inter-
the ball and the seat. Exotic fuels do not changeable between carburetor types.
affec t the steel ball. Typically, the pump shooter is aimed
Two Pump Types-Holley normal replace- or targeted so fuel from the pump "shot"
ment carburetors use both piston and hits the booster venturi (if used) . This
diaphragm-type accelerator pumps. "breaks up" the fuel so that it is more
All Holley high-performance carbu- nearly vaporized as it enters the engine.
retors use diaphragm-type accelerator Some may be targeted toward the throt-
pumps because these provide the most tle plate or against the bore.
positive action. These pwnps are available It is well to remember that the func-
with maximum capacities of 30 cubic tion of the pump is to replace fuel which
centimeters and 50 cc with the capacity has dropped out of suspension and to com-
selected to fit application requirements . pensate for fuel inertia or delay.
Accelerator-pump capacity is measured
by collecting the output of 10 full strokes Ptunp Override Spring-The pump over-
of the accelerator pump. Thus, a 30 cc ride spring is an important design feature
pump delivers 3 cc per pump shot at of the accelerator pump, both in piston
maximum stroke. Pump capacity and and diaphragm-type pwnps . This spring
delivery rate are controlled by the pump con trois fuel pressure in the accelerator-
cam or linkage settings. pump system and pump shot duration
Pump Cams-The high-performance car- during wide-open-throttle "punches" or
buretors use a nylon cam on the throttle "slams." When the cam or link has lifted
lever to opera te the pump lever. A or pushed the pump linkage to its maxi-
"white" cam is typically supplied on the mum lift point, the override spring takes
carburetor. The shape of this cam affects up the full lift travel and then applies
the pump as follows. First, total lift of pressure to operate the piston or dia-
the cam affects the stroke and therefore phragm. Without the override spring,
the capacity available from the pump . something would have to give or break
Cam profile or shape controls the phasing because fuel is not compressible.
of the pump system. Ptunp Selection and Timing-More details
A sharp-nose pump cam gives a quicker on pumps, cams, shooters, etc., are in the
pressure rise and causes strong pump performance tuning chapter.

34
z
s:o
a:
III

Accelerator-pump discharge nozzles are


targeted so the pump shot "breaks" on
~ ~ the booster venturi, Photo taken with
z z
~ ~ carburetor on Holley air box shows
how shot is pulled toward lower edge ·
to-='
0.0 of booster venturi by air streaming into
~
0....
s: Z
LU
the carburetor , Bubbly fuel flow from
>- ~ LU main discharge nozzle issuing from tail of
.~ Q) 0:
~ ~
0.-
to? booster indicates air is already mixing
III 0.
~ E with the fuel.
J:. :::l
.~ a.
J:. Q)
m.J:. vi ~
... Q)
J:. C ~ U
.t:: 0 0 <l:
~ .c ~ ...J
III
U)
~ 2 .~ LO
0
~
<t VI
E ... Q)
Typical routing of pump passages are
u ~ 0.
III
I- u 0 ..In LU
used in carburetors with removable fuel
Z
w
~
.g
a Q) .:
~ to?
Z
bowls and metering bodies ,
a: III U
<l:
w
0 > c
Q)
~ a:
u..
0
Ln IV
J:.
~
III
"'
VI
o
u..
C ""
Ln'
l"-
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'0 ~ :~
Q) Q)

I .... ~ -
VI E III
a.
:::l

""
Q) III
I- ... E U
~ Ln'
E 'x ~ C
>- ....
(g
o III 0
.; E ;: LU
a:
I-
u ""0' ~ :G .=
"' ~.ro
<t
c.. ....
(g
E ~ 2!
VI
to
... "C
""
VI .-
<t 3: e ...
u 0' J:. ... C
~
c..
~
....
Ln Q. ...
III
~
Q)
0. C
VI
LU
::::l
::>
c..
""0'
0
'" U
VI
U 0U
:ee"C C
...J
III
I- LO C
a: M
N
- III 0
'; ;
0 V>
'iii
l- n; 0
<t a.
a:
w
"C
0 ,-
C LU
I-
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-I
W
...0 U
III
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s:
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u I I
<t
Ot> OE OZ O~ o Ot> OE OZ O~ 0

DNIN3dO 31.L.LOI:IH.L :10 S331:1D30

Inlet check bal l

35
High-capacity (50cc per 10 strokes) accelerator-pump kit 85BP-3354 is often added
when large secondaries are being opened quickly or where the engine has a wild cam-
shaft. They are also helpful when the carburetor is a long way from the intake ports .
The pump is often called a "Reo" pump because similar ones were used on Reo trucks.
Installation may require raising carburetor with a 1/4-inch-thick aluminum spacer so
pump lever will clear the manifold.

SIGHT PLUG

PUMP DIAP HRAGM Holley's pump-discharge-nozzle screw kit


85BP-5229 includes this screw which
PU MP CO V ER ... allows increased fuel flow to the discharge
COVE R SCREW / ' . nozzle. When usirig a shooter size larger
than 0.040 inch, one of these screws
Diaphragm-type pump in removable fuel bowl showing component parts . should be used as it ensures the nozzle
Check ball is used as inlet valve in this example-some use rubber-type will be the limiting restriction. This is
inlet valves. Pump is actuated by lever which rides against'a cam on the for Models 2300, 4150/4160, 4165/
throttle shaft. 4175 and 4500.

Accelerator-pump discharge nozzles or


"shooters" are marked with numbers in-
.' dicating diameter of holes in thousandths
. of an inch. Three types shown here in-
clude anti-pullover design used in 4165
and other models with lightweight pump-
discharge-check valves . Two shooters
at right are used with heavier check valves
located immediately under the shooter .

36
Choke System
Thermostatic coil
Warm air (bi-metal)
from
The choke system provides the richer
mixture required to start and operate a choke stove Manifold
cold engine-discussed in the fuel require- vacuum
ments section. Cranking speeds for a cold passage
engine are often around 50 to 75 RPM. Choke plate in
These speeds are low compared to engine qualified position
operating speeds, hence very little mani- Choke vacuum
fold vacuum is created to operate the restriction Qualifying
idle system. A closed choke valve creates linkage
a vacuum below it so fuel is pulled out of
both the idle and the main-metering sys-
tems during cranking.
As you might imagine, this surplus
fuel creates an extremely rich mixture of
approximately equal fuel and air. The
super-rich mixture is needed because there
is not much manifold vacuum to help
vaporize the fuel. Because the manifold is
cold, most of the fuel puddles onto the
manifold surfaces as it immediately recon- Vacuum applied
denses. Also, the fuel is cold and not
to diaphragm
volatile. Not only that, but the fuel which
"kicks" choke
issued from the main metering system was
partially open
largely liquid because there was no air
once engine
velocity to assist in atomizing it. Liquid
fuel cannot be evenly distributed to the sta rts
cylinders and when it arrives there, it will
not burn correctly. So, only a small por- Idle system Manifold vacuum
tion of the fuel ever reaches the cylinders fuel flOWing passage
as vapor during starting.
Once the engine starts, off-center
mounting of the choke plate shaft allows
air flow to open the choke slightly against
a spring to start leaning out the mixture.
In the case of the automatic choke, a
vacuum "qualifying" diaphragm pulls the
choke valve to a pre-set opening once the
engine starts. In some cases a temperature-
modulated diaphragm varies this pre-set
opening with ambient temperature. When
the choke assumes the qualifying position
it is still providing a 20 to 50% richer than
normal operating mixture as the engine
warms up and the choke "comes off"
or opens. Choke plate shape-The choke-plate
This richer mixture is required because closely fits the air-inlet-horn contour so
fuel will not vaporize correctly until the that a vacuum will be created below it
exhaust hot spot in the manifold has when it is closed. Some choke plates are
warmed up sufficiently to ensure good slightly bent. This may relate to the quali-
vaporization. So long as the choke is "on," fication setting or to mixture quality. The
the engine idles quite fast-usually 800 to need for such configuring of the plate was
1100 RPM or higher with a cold engine- established by the carburetor design
because the choke linkage also includes a engineers during development.
fast-idle cam to keep the engine running

37
fast to aid in vaporizing fuel and in over- 2. There is a quick come-back-on which
coming cold-engine friction loads . reinserts the choke whenever the engine
As the engine warms up, the choke is is turned off, even if the engine stays
opened fully by the bi-metal spring in an warm.
automatic choke, or by the operator if
3. Unless the engine is immediately
the choke is a manual one. This action
started when the ignition is turned on,
also reduces the idle speed to a normal
the choke comes open, even though the
"curb idle ."
engine is still cold . This problem can be
fixed by powering the choke from the
DESIGN FEATURES/Choke System
alternator circuit so the choke only gets
Automatic Chokes-There are two main
power when the engine actually starts.
types of automatic chokes: Integral and Current can also be supplied through a
divorced . The integral type uses a tube to Divorced choke is actuated by a remotely
pressure switch so the ch~ke only heats
connect heated air from the exhaust mani- when the engine is operatmg. SWitch mounted bi-metal (arrow). It is often
fold or exhaust-heat crossover to the bi- 89R-641 A can be used for this with placed in an exhaust-heated pocket in the
metal spring inside a housing on the carbu- wires connected to the C and NO intake manifold. Divorced chokes are
retor. Some integral chokes use engine terminals . subject to greater production tolerances
coolant to supply heat to the bi-metal 4. The choke can come off while the than integral types.
for choke operation . The divorced engine is still cold.
type uses a bi-metal spring mounted
directly on the intake manifold or in What's a bi-metal? The bi-metal referred to
Choke Index-Automatic chokes have
a pocket in the exhaust-heat passage in the accompanying automatic-choke dis-
index marks. The factory setting causes
of the intake manifold. A mechanical cussion is two different metals bonded in-
the choke to close (on a new carburetor)
linkage from the bi-metal spring operates to a strip and formed into a coil. Because
when the choke bi-metal is at 70° F. Tap-
the choke lever on the carburetor. the metals have unequal thermal-expan-
ping the carburetor lightly will overcome
Divorced chokes provide the most sion characteristics, this coil unwraps when
any shaft friction so the choke will seek
accurate reflection of engine requirements warmed and wraps up again when cooled.
the position being set by the bi-metal. The outer or "free" end of the coil attach-
because the choke is only operated when
If less choke is desired at this temperature, ed to the choke linkage holds the choke
the engine gets cold. An in tegral choke
then move the choke index one mark . plate closed - or loads it to close the
may be closed because there is no flow of
An arrow on the housing shows the di- plate when the throttle is opened - until
heated air past the bi-metal spring when
rection the index must be moved to the bi-metal is warmed. Warming can be
the engine is not running . So, the integral
change the choke operating charac- by exhaust-gas-warmed air, jacket water
choke can close while the engine is still
teristic. A choke mixture change rarely or an electric heating element - dependi ng
hot, even though a choke-supplied rich
requires more than one index mark on the type of choke actuation. Bi-metal
mixture and fast idle are not needed to
change from the factory setting. temperature-response characteristics are
start the engine and keep it running.
Electric Choke-Chokes can be operated built-in according to the metals selected to
Unloader-If the engine does not start make the strip. Most automotive-choke bi-
by a bi-metal spring heated by an elec-
quickly, additional fuel which the choke metals wrap up (choke just closed) at 65 0
tric resistor providing increasing hea t
has fed to the engine will have created
similar to that provided by the engine as to 70 0 F.
an overrich mixture which cannot be
it warms up . The choke thus operates as
burned . This must be cleared (or purged)
if the bi-metal spring were sensing tem-
from the manifold with air, which requires Electric choke has nichrome-wire heating
perature supplied by the engine . Advan-
cranking the engine with the throttle held element to warm bi-metal and open
tages of an el ectric choke are simple hook
wide open, and opening the choke so choke. Power is supplied from a 12-volt
up without plumbing and other attach-
additional fuel is not drawn in. On car- source.
ments to the engine. Only a single wire
burebors with automatic chokes, open-
is needed , usually from the igni tion
ing the throttle wide causes a tang on
switch . Disadvantages of an electric choke
the throttle lever to con tact the fast idle
are :
cam. This unloads (opens) the choke plate
1. Current is taken from the battery sufficiently to allow clearing excess fuel
when power demands are high. from the manifold.

38
Examples, left to right: manual choke (arrows indicate cable-housing clamp and lever
clamp for cable), integral choke with bi-metal and housing removed to show built-in
vacuum-qualifier piston (arrow), divorced choke with vacuum-qualifier diaphragm (arrow)
attached to carburetor exterior.

Vacuum-qualification setting for choke is detailed in repair-kit instructions and in the


tune-up specifications provided in manual for car on which carburetor was supplied. In
some cases the check is made on the down side of the choke plate - as here - in others
on the up side.

DRILL OR GAUGE

Choke index can serve as a guide when


making changes to choke settings. Such
changes should usually be limited to one
mark RICH or LEAN as noted on the
choke housing. Three screws attaching
housing must be loosened to allow adjust-
ment to be made.

39
Electric choke conversion kit 85R-5175
uses choke vacuum through a rubber
hose. Fits R-4412 two-barrel, R-6299,
R-6708 and 6709 four-barrels, and "47"
series double-pumpers (-2 or higher)
such as R-4776-2, R-4777-2, etc.

Electric choke conversion kit 85R-5178


converts carburetors with an internal
choke vacuum supply. R-1850 and
R-3310 four-barrels and the R-6425
and R-7448 two-barrels use this kit.

Electric heat Cal rod next to bi-metal


provides one more "handle" in pro- Adjustable unit allows changing bi-metal preload. Note the index marks on the adjacent
graming choke' come-off time to meet stampings. 1972 and later model years cannot use this type because it can affect exhaust
emission standards. emissions.

A collection of remote or divorced choke


units found on GM and Chrysler vehicles.

40
Secondary System

As secondary throttles
open, increased
Diaphragm spring vacuum in secondary Secondary Increased vacuum in
holds secondary venturi adds to that venturi primary venturi moves
throttle plates from pri mary venturi pickup diaphragm to open
Secondary closed to give a stronger secondary throttle
diaphragm signal to diaphragm plates
chamber
Primary
venturi
pickup

Secondary Secondary
throttle throttle
plate plate

LOW SPEED/LIGHT LOAD HIGH SPEED/HEAVY LOAD


Secondary throttle operation

Schematic of diaphragm-operated secon- For many years U.S. carburetors were Simply stated, the metering range
dary throttle. Signal from primary ven· single-staged carburetors. The V-8 was of the single- or two-barrel carburetor was
turi is augmented by an increasing signal equipped with a two-barrel, but this was too narrow to satisfy all requirements. The
from secondary venturi as secondary nothing more than a single casting con- answer was obvious; use a staged carbu-
throttle starts opening. Closing pri mary taining two one-barrel carburetors side by retor to stretch the metering range and
throttle closes secondary by mechanical side~one for each level of the traditional get back to venturis small enough to get
override linkage. And, as signal -From the two-level cross-H manifold. So consider the main systems flowing at low RPM and
venturi ports "dies" (pressure closer to the usual two-barrel as a single-stage provide good vaporization -while having
atmospheric) check ball blows off seat carburetor. the required capacity for high-RPM opera-
to remove vacuum from diaphragm The late 1940's saw an increased tion when it was needed.
chamber. Opening rate of secondary is emphasis on vehicle performance. Because Six-cylinder engines of medium dis-
controlled by spring behind diaphragm more air flow means more power, single- placement remained the economy work-
and size of restriction through which stage carburetors became bigger and horses. so a staged two-barrel was never
vacuum is applied. bigger-and so did drivability problems. introduced on a U.S. car until the 1970
The larger venturis which were used Pinto, even though such systems had long
required higher RPM or greater air flows been used on European and Japanese cars.
to start main-system flow. Under some There the costs were outweighed by
conditions, the idle system could be the need to get maximum economy and
made to cover up the late entry of the maximum performance from small dis-
main system. But, because the idle system placement engines.
is controlled by manifold vacuum, a great However, in the early 1950's, a whole
deficiency was felt at low manifold host of four-barrel carburetors were intro-
vacuum and low air flows, such as in a duced for V-8's. The primary side of these
high-load, low-RPM condition. In addition, carburetors was just like the older single-
the low venturi velocities at low RPM stage carburetors. Venturi size in the
resulted in poor vaporization of the fuel primary was smaller than it had been on
and poor fuel/air mixing. These caused the single-stagers, returning all of the
cylinder-to-cylinder distribution problems benefits provided by small venturis: Early
and erratic operation of the engines at start of the main system, good vaporiza-
lower air flows. tion and fuel/air mixing~and good dis-

41
tribution . The primary carburetor barrels
DIAPHRAGM COVER were used for the cruising loads and light
accelerations encountered in normal traf-
fic. Flexibility of operation and economy
( /SPRING were regained.

:' A 11A ,
Coupled to the primary carburetor
barrels were two secondary carburetor
// / I j II ,
v' V I\.A·'
; ld barrels-designed to operate when maxi·
mum air flow was required for more power.
Essentially , the metering range of the car-
SCREW buretor was doubled, combining good
VACUUM HOLE
STEM j part-throttl e operation with relatively
unrestricted flow for maximum-power
conditions.
The secondary side of a carburetor is
VACUUM HOLE simply another carburetor which usually
Exploded view of diaphragm used to operate secondary throttles. Spring is only element opens later than the first. Secondaries
which should be varied when tuning these carburetors for a different opening point for always have their own main-metering sys-
the secondary throttles. tem. Most have an idle system, too. This
gives better mixture distribution and idle
stability. The result is improved emissions
performance because leaner idle settings
can be used. The idle system also keeps
the fue l level from rising in the secondary
bowl when the needle and seat leak slightly
or are opened due to float bouncing. A
further advantage of the secondary idle
system is it ensures that fuel in the sec-
o ndary bowl is fresh.
In 1967 Holley began providing some
carburetors with accelerator pumps for
both the primary and secondary barrels.
Some of the carburetors have power sys-
tems in the secondary side .
Operation of the secondaries can be
Diaphragm-operated secondary opens as accomplished in several ways:
the engine needs added air flow. This
type of secondary operation is very "for-
1. Mechanical only
Mechanically actuated secondary throt-
giving" in terms of size selection. A too- 2. Diaphragm
tles operate progressively as shown here.
large carburetor (in air flow capacity) can
Primary opens 40 0 or so before secon- 3. Mechanical with velocity valve
often be used without spoiling low-end
dary opening begins. Linkage opens 4. Mechanical with air valve
performance and drivability. Arrow
secondaries fully as primary throttles
indicates secondary-throttle stop. Holley carburetors use the first two of
reach full-open.
these principles .

DESCRIPTION OF OPERATION
Me chanica lly opera ted secondaries are
Primary throttle rod in slotted lever on very simple in operation. Secondary
SECONDARY
secondary shaft will not allow secondary- throttles are opened by a direct link from
THROTTlE LEVER throttle opening beyond an equivalent the primaries, usually on a progressive
primary-throttle opening. Even though basis so the secondary opening is delayed
primaries may be opened wide, the until the primaries have reached approxi -
SEC ONDARY
CONNE CTING LINK secondaries will not open until there is mately 40° of opening. Closing the secon -
sufficient air flow through the primary dary throttles is very positive because of
venturis to cause the diaphragm to the return spring, because the throttles
actuate the secondary throttles. are offset on their shaft so that air flow
ACCELERA liNG PUMP LEVER aids their closing and because a return

42
link from the primary throttle pulls phragm and by the action of the air flow "feel" because the throttle linkage only
them closed. against throttles which are offset on their has to open the primaries and only actu-
Holley has pioneered the use of sepa- shaft. ates one accelerator pump. Secondaries
rate accelerator pumps on the mechani- The diaphragm-operated secondary has are opened by the diaphragm without
cally actuated secondaries and this is an especially low opening effort or pedal any assistance from the driver.
now considered to be an essential feature
for very high-performance applications.
Chart and table below clearly indicate relationship of secondary diaphragm springs and
The secondary pump ensures that ade-
opening points for each with two popular engine displacements. Note how displacement
quate fuel will be available to carry the
affects opening point. A larger engine opens secondaries earlier. The bottom spring
engine through any period when the
(white) is a clear or "plain" steel spring. The slope of the lines indicates the secondary
driver opens the throttles quickly. This
opening rate. A shallow slope opens more quickly. The springs toward the bottom of the
is especially important when they are
graph allow sooner secondary opening. A yellow 38R-585 spring is the fastest-opening
opened at an RPM too low to provide
spring supplied in the kit 85BP-3185. The black spring delays secondary opening the
sufficient signal for main system flow on
longest and opens them at the slowest rate.
both the primary and secondary sides of
SPRING FORCE vs. HEIGHT
the carburetor. The pumps actually pro-
I" For 4150/4160 Secondary

", "',
1.8
vide mechanical fuel injection during the Diaphragm Springs
time the signal is being reestablished.
"
Diaphragm-operated secondaries have
1.6
also been highly developed by Holley.
These carburetors use a diaphragm to
open the secondary throttles. Vacuum
"" '\
~

\
1.4
for the diaphragm is obtained from one
'9.:\,
of the primary venturis and part of this
signal is bled off through an opening or
bleed into one of the secondary venturis.
1.2
... ,
............. ..... ,

'"
As the engine is operated at increasingly '.
higher RPM, velocity through the primary ,,
, '. ..... " 8~O
~"'3e
venturi creates a vacuum signal. The 1.0 ,,
,, .......:,
.;;,; ~.•>
..... ~ -

.. '"
"':::' ""
amount of secondary opening depends ,b'::..q,
J'~''''3e'l
~..q:-~ :.,~
initially on air flow through the primary
0.8
r', O~~~'"
barrel, but as the secondary throttles 8<'$

begin to open and flow is established in ....." 0'1 ~:..,


the secondary barrel, the vacuum signal
0.6
--:::.:.:...... ~
, .....
" ...~~
.....
~S}'s
'"
from the primary is augmented by
~'~PINK "
vacuum from one of the secondary bar-
rels through the bleed opening which was
previously mentioned. 0.4
....... .........
••••••• "

~
'.
...............
.... ~~03e

~
~
"YELLOW...

RS8t
...·...l~/rE ~~~119S
~~

.i8........... ~
~
-~
-
p(~ .Ja
-~!..>
'.

~
,

, ...............
At maximum speed the secondary
15
• ....
....
:5 .............. 0
..... r--
~
0
throttles are opened fully. If the carbu- ~ ~ ~
0 0 ~ ~ ; ~

0 0 0

retor is too large for the engine, the dia- HEIGHT (Inch)

phragm automatically sizes the carburetor


so that it flows only the needed amount SECONDARY THROTTLE OPERATION RANGES
of mixture by partially opening the Diaphragm Secondary Springs From 85BP·3185 Used
secondary throttles. The secondaries in Model 4150. list 3310·1 Carburetor

remain closed when the primary throttles 350 CID Engine 402 CIO Engine

are opened wide at low RPM. This elimi- Spring Color RPM to Open RPM at Full Open RPM to Open RPM at Full Open

nates tiny bogs and allows use of the car- Yellow (short spring) 1620 5680 1410 4960
buretor with a wide range of engine Yellow 1635 5750 1420 5020
Purple 1915 6950 1680 6050
displacements, gear ratios, car weights, etc. Plain (Std. Spring) 2240 8160 1960 7130
A ball check in the vacuum passage to Brown 2710 8750 2380 7650
Black
the diaphragm applies vacuum at a con- 2720 Not fully open at
maxImum air flow
2390 Not fully open at
maximum air flow
trolled rate through a bleed (a groove in
NOTE:
the check-ball seat). When RPM is reduced All data taken without air cleaner. An air cleaner would cause earlier opening in all cases. Values
so the secondary air flow is not needed, subject to change due to cleaner restrictions.
RPMxCID
the ball check instantly releases vacuum Formula CFM 0h1728 x '7
Holley Tests
from the diaphragm so the throttles are Where T) '" Volumetric Eft. "'.9 November, 1971
closed by the return spring behind the dia-

43
Ilith-Performance &
Replacemfttt (Q,buftPto"

Bill Jenkins' highly successful 1974332 elD Pro-Stock Vega. Bill likes to build his own induction systems. Main bodies are from List
4224 center-pumpers. Throttle bodies featuring 1-3/4 bores, are from List 4296. Both fuel bowls have rear inlets which makes two of
them custom. Floats are hung from the rear. Bowl vents are a Jenkins' creation and the intake manifold is highly customized. Air
horns are machined fol" hood clearance. Bill developed this package through thousands of hours of hard work. That's why he's a winner.
Photographs courtesy Jenkins Competition.

A WORD ABOUT HOLLEY NUMBERS ferent from the other. 4150 and 4160 are
A complete Holley assembly-such as similar four barrels with minor secondary-
a carburetor-can be referred to by three metering-system differences.
different numbers: Model number, engi- As with any numbering system, there
neering part or list number, and sales are exceptions . For instance, models 1901
number. and 5200 are two-barrels. For some rea-
Model Number-describes the class, type son , these were assigned "wrong numbers."
and general features of products with Be assured that your Holley dealers won't
that group. Model 4150 describes a basic think these are wrong numbers when you
NOTE: Some Holley high·performance four-barrel-carburetor configuration. want to buy them.
and replacement carburetors are designed Many different calibrations and individual Engineering Part or List Number-assigned
to provide original'equipment emission features exist on various part/list numbers to carburetor or other assembly in strict
performance and can be used for specific within the same model grouping. numerical se~uence without regard for
street/highway applications. Consult the Model numbers usually have some any other factor. If a two-barrel carbu-
current Holley Performance Parts catalog meaning. The first digit of the model num- retor , a fuel pump and a four-b arrel car-
for details. Other Holley carburetors are ber usually designates the number of bar- buretor were initiated in that succession,
designed for off-road/competition use rels (throttle bores). Example: Model the part numbers will follow that order.
and should not be used in any street/ 2210 and 2300 both start with the digit These numbers are then assigned to their
highway vehicle where local emission- 2-and both are two-barrels. The other model groupings.
control legislation prohibits. digits indicate variations making one dif- Engineering numbers were originally

44
set up with an R prefix for the assembly
number and on group numbers of com-
ponents. The prefix letter may be changed
to assist identification, such as P for fuel
pumps and D for distributors.
Although Engineering Part and List
numbers are now used interchangeably,
the list number was originally used as
an assembly's calibration identification.
Part numbers and list numbers are now
)
identical. Example, carburetor R·1234-
1AAA is list n urn ber 1 234-1. The list
number is stamped on the carburetor,
usually on the air horn extension support-
ing the choke shaft.
Sales Number-an identifying number
assigned in numerical sequence for popu-
lar replacement carburetors and service
items such as needle/seat, pump piston,
pump diaphragm, repair kits, gasket Part No. 4412 Model 2300 has center-pivot race bowl with adjustable needle/seat and
kits, etc. sight plug for setting fuel level without disassembling carburetor. High-capacity acceler-
Sales numbers include a prefix num- ator pump (50cc per 10 strokes) is used. Hand-choke linkage is standard on this one. A
ber, a dash and a suffix number. Prefix universal throttle linkage adapts the carburetor to Ford, GM and Chrysler products.
1 identifies carburetors, with the suffix This carburetor is designed for use on modified engines. It is not suitable for street
identifying an individual carburetor. use on stock 289 or 302 CID engines.
1-108 completely identifies a particular
carburetor. The number is used for mer- Adjustment and repair of these carburetors is described in the section starting on
chandising and computer data processing page 165.
and does not appear on the carburetor,
even though it may be used on the carton
and in price sheets. Model 2300 the center-mounted 2300 is equipped with
Carburetor-service components are a choke, accelerator pump, and a metering
also identified by product categories or block with screw-in main jets and a power
groups. Prefix numbers are assigned to Holley Model 2300 carburetors are valve.
screws, gaskets, throttle plates, etc. Suffix most familiar to performance enthusiasts Because the 2300 is literally the front
numbers identify the particular parts. as those units used on three-carburetor half of a 4150/4160 carburetor, operation
Chevrolets and Dodge/Plymouth "Six- is exactly as described for the Model 4150
Packs." And many racers who compete in a few pages on. The only exception is the
drag classes allowing only single two- 600 CFM List No. 6425 which uses an
barrels have become old buddies with the accelerator pump and fuel-bowl combina-
List No. 4412 500 CFM version of the tion like that in the Model 4165.
2300. Readers who are tune-up men or Some 2300's have a "reverse" idle ad-
mechanics will recognize these as the justment as described and illustrated in
reliable carburetors used for many years the 4150/4160 section. The adjustment
on Ford passenger cars and trucks, Chev- screws in to richen the mixture and backs
rolet trucks, International Harvester out to lean it-just the opposite of what
vehicles, American Motors vehicles, White has always been done in the past. A label
Motors, Reo, and Willys Jeep. is on the metering block of carburetors
The Model 2300 has been supplied wi th this changed idle system.
with venturis ranging from I-inch to Two Model 2300 carburetors which
WARNING! Model 2300 throttle bores 1-7/16-inch diameter and air flows from are described in the following paragraphs
ARE NOT CENTERED. They are offset 210 to 600 CFM. are of most in terest to racers and mechan-
toward the rear of the carburetor base. Some diaphragm-operated 2300 carbu- ics who want the utmost performance
If you are careless when installing the retors are used as the end units on triple from a two-barrel.
gasket, it can prevent correct throttle manifolds. These have no chokes or accel- List No. 4412-The 500 CFM version of
operation. The engi ne may start and run, erator pumps and use metering plates the Model 2300 was first introduced in
but the throttles may snag in the gasket instead of metering blocks, as described 1969 and became an instant success
and not close. in the 4160 information. In every instance, among those engine builders and tuners

45
racing in classes which limited carburetion
VACUUM CENTER
DIAPHRA GM . CARBURETOR FRONT to a single two-barrel. The two I-3/8-inch
SUPPl Y OU TBOARD
RETOR ventu ris are fed by No. 73 main jets and
the power valve is a 5.0-inch unit. A high
capacity (50 cc per 10 strokes) accelerator
pump is used. The center-pivot-float race-
type bowl has a sight plug and externally
adjustable needle and seat assembly.
The carburetor base is equipped with
hose connections for timed and vacuum
spark advance (the timed port can also be
used to purge charcoal canisters) and for
a PCV valve. The SAE 1-1/2-inch spread-
bore pattern (3-1/2-inch x 5-1/2-inch hole
spacing) fits directly onto Ford two-barrel
manifolds on engines from 289 through
390 CID. Using the carburetor on other
engines requires an adapter to mate the
bolt pa ttern and I-II /16-inch throttle
bores of the 4412 to the manifold flange.
Ad apter 85R -35 84 is used to fit the car-
Diaphragm-operated outboard carburetors on 3 x 2 installations such as this Chrysler
buretor onto SAE 1-1/2-inch 2V pattern
setup use vacuum signal from center carburetor to operate the outboard units as the
used on some late Chevrolets. Chrysler
engine can use the extra air flow . Only the center carburetor has an accelerator pump.
products (318 CID) and some early Chev-
Care is required in installation so no distortion of the bases will occur (through uneven
rolets have a SAE 1-1/4-inch 2V pattern
tightening onto manifold!. Such can bind the throttle shafts, causing erratic operation.
which can be mated to the ca rburetor with
All throttle shafts must work very freely. Manual linkage which operates all throttles
Adapter 85R -3583.
simultaneously is not recommended. Holley offers 500 CFM outboard carburetors
Part No. 4783, which have accelerator pumps. These are designed for use with a st~ged
The universal linkage works with all
automatic and standard transmission
mechanical linkage (progressive action) in conjunction· with Part No. 4782, a 350 CFM
throttle arrangements, including the Ford
unit used in the center. The 4782 has an automatic choke and an accelerator pump.
kickdown rod hookup.
Linkage should start outboard carburetor opening when center unit is opened 40 0 •
A 5-inch diameter air-cleaner mounting
base is provided by the carburetor body.
List No. 642S-A two barrel with 600
CFM air flow! Let that sink into your
mind as you imagine what that means to
class records for boats and cars where two
barrels are the required fue l-metering
equipment. These carburetors flow 600
CFM as they come out of the box, but if
you'll take five minutes to remove the
hand choke and install a velocity-stack
kit, you can up the air flow by 8.3% to
650 CFM.
Holley engineers had to use a lot of
ingenuity to get an increase of 150 CFM
as compared to the previous "big two-
barrel." First, they eliminated the boost
venturis and that required a novel way
to discharge fuel into the air stream. As
you can see in the accompanying photos,
II holes in the circumference of each
venturi serve as discharge ports or nozzles.
An annulus (groove) behind the holes con-
nects to the main metering system . The
1-7/16-inch venturis are machined as
separate parts and pressed into the main
carburetor body. Slimmed-down th rottle

46
shafts were the second device used by
Holley in search of more air flow.
On a two-barrel carburetor with ven-
turis of this size, off-idle tip-in perfor-
mance becomes very critical. No driver
likes to have an off-idle bog-and this is
always a real possibility when a large car-
buretor is installed, especially if it is
mounted on a small engine. Although the
high-capacity accelerator pump can deliver
up to 5 cc's per stroke, the really impor-
tant thing is for the pump to discharge
fuel at the slightest throttle movement.
Because the usual ball-type inlet check
valve requires just an instant to seat
before pump delivery can begin, Holley
chose the rubber-type "umbrella" inlet
check valve like they use on the 4165 .
With this pump arrangement, the check
valve seals instantly and the pump oper-
ates with only a very minute movement of
the throttle lever. And, the pump fills
instantly with only a slight pressure dif- Front view of List 6425 shows hand choke linkage and high-capacity accelerator pump.
ferential. The discharge ball check seats Accessory velocity stacks improve air flow capacity as described in the text. Stacks,
quickly to create a partial vacuum in the Part 85R-4235, will not fit other Model 2300's without a lot of modification.
pump cavity to ensure quick filling as the
throttle is moved back toward a closed Discharge holes around periphery of ven-
position. Locating the check valve close turis are used instead of the more usual
to the bottom of the pump-discharge pas- Slabbed or reduced-section throttle shaft booster-venturi/discharge-nozzle combi-
sage tends to keep the passage filled with is one of the methods Holley engineers nation in the 6425. Accelerator-pump
liquid fuel. And, the lightweight ball tends used to improve 6425's air flow. Dis- discharge nozzle is anti-pullover design
to allow vapors to escape from the pump charge-nozzle holes are visible around used with a ball-check valve in lower por -
venturis. tion of metering block.
cavity when the carburetor body heats up
when the engine is stopped or idling for a
long period. The anti-pullover pump-dis-
charge nozzle prevents fuel-which
remains in the passage connected to the
nozzle-from being pulled into the
airstream.
Fuel bowl, metering block and gaskets
are the same as used on Model 4165 and
they cannot be replaced with seemingly
similar parts for other 2300 or 41501
4160's . The main item to remember is
that the pump discharge will be obstructed
if the wrong type of gasket is used. These
differences are fully explained in the 4165
section. With the exception of the dis- ster) and for a PCV valve. kickdown rod hookup.
charge nozzles which ring the venturis, As with the other 2300's, the carbu- A 5-inch diameter air-cleaner mounting
operation of the 6425 is identical to that retor has an SAE 1-1/2-inch spread-bore base is provided by the carburetor body.
explained for the Model 4165 in that base which fits Ford two-barrel manifolds. A 2-inch clearance should be maintained
section. Adapters can be used to mate the bolt pat- above the velocity stacks. Remember this
The center-pivot float bowl has a sight tern and 1-3 /4-inch throttle bores to other when you install an air cleaner on this car-
plug and externally adjustable needle and engines as described in the preceding sec- buretor with stacks. This may require
seat assembly. tion on the List No . 4412 500 CFM unit. using two open-elemen t cleane rs glued
Hose connections are provided for The universal-type linkage works with together with Silastic RTV compound so
timed and vacuum spark (the timed port all automatic and standard transmission there will be no chance of dirt sneaking in
can be used for purging a charcoal cani- throttle arrangements, including the Ford between the two elements .

47
List 6425 has a universal throttle linkage . Photo at left shows Ford installation (a spring and spring 'bracket are not shown here), center
is Chrysler and Chevrolet is on the right.

Acknowledgments

Two authors' names are on this book, Automotive journalist, Roger Hunting- ments and suggestions were received
but it took far more than two to create ton, helped with quotes from his mani- from many sources. We made changes
it. The outstanding contributor to the fold-design articles . wherever we felt the book could be
first Holley book was Bob Miller, Engi- Chevrolet Public Relations' Jim bettered in any way. You, the reader,
neering Section Supervisor for High- Williams and Dick Maxwell of Chrysler benefit because the book is finer and
Performance Carburetion at Holley. He Corporation came up with materials for fuller than the two of us could have made
lived with the project, gathered much of the high performance tuning sections. it. To all of those who helped-including
the interesting information and provided Ford's Chuck Mulcahey of Public Rela- those whose names we have not men-
enormous enthusiasm to help us finish tions and Charles Gray of the engines tioned-we say THANK YOU!
the job. Another Holley engineer, group searched their files and provided
Technical Services Director, Bob Lift photos we could not obtain anywhere
p.ointed out additions and corrections else.
needed to make everything crystal-clear. Dino Fry helped make sense of the
Myron Lawyer , former Service & complicated manifold-gasket situation for
Edu ca tion Manager at Holley, made GM machinery.
all his drawings and photos available and Special thanks go to Mike's son Steve
Bill Krygier rounded up the helpful and daughter Sue who took turns supply-
exploded views. Mark Campbell supplied ing the necessary "third hand" during
a lot of the photos. . the repair photography sessions.
Andy Guria , Holley P.R. and Advertis- All of these fine people helped make
ing Manager, provided continuous en- the book more accurate, understandable, Mike Urich
couragement and photos . in teresting and pictureful. Manager, Holley Aftermarket Engineering
We borrowed some from Doug Roe's We started revising the first edition Bill Fisher
H. P. Book Rochester Carburetors. almost from the day of its birth. Com- Publisher of H . P. Books

48
Models 4150 & 4160

Current Holley four-barrel carburetors


fall into three basic families : 4150/4160
(and 3150/3160 three-barrels), 4165/4175,
and 4500 versions are separately described
because of important constructional and
operational differences.
Holley 4150 carburetors were first
introduced on Ford 312 CID-engined
automobiles in 1957. And, while we like
to think of these units as strictly high-
performance devices, they have also been
used on trucks, too. Some of the impor-
tant 4150 features include:
1. Center-pivot float bowls, first used on
Ford and Chrysler NASCAR racing
engines in 1964. These were a "snout-type"
bowl which is no longer offered . The cur-
rent style center-pivot fuel bowls were
developed for Chevrolet applications.
2. Externally adjustable floats with sight
plugs, first used on 1957 Ford Model
4150's.
3. Bowl vent plastic "whistles," first used Model 4150 double-pumper List 6708 and 6709 are emission-oriented carburetors
in carburetors supplied for 1966 Fords. designed for good street performance on engines without EGR through 1972. Most
4. Double accelerator pumps, first used emission hookups are included. Dual-inlet bowls have center-pivot floats. The meter-
on List No . 4296 4150's for 1967 Chev- ing blocks are the 4165 type with the improved pump system. Primary bores are
rolet big-block applications. 1-1/2 inch; secondaries are 1-3/4 inch. 650 and 750 CFM units are available.
5. Mechanical secondary linkage, first Adjustment and repair of these carburetors is described in the section starting on
used for Chrysler in 1959 (List No. 1970). page 165 .
6. Center-mounted accelerator pump dis- the primary metering block and it is sand- Motors, Chevrolet, Chrysler and Ford as
charge nozzle, designed for plenum-type wiched between the fuel bOWl and the original-equipment carburetors. They are
tunnel-ram manifolds and first used in carburetor body-as is the primary meter- just as high-performance oriented as any
1967 (List No. 4224). ing block. of the 4150's and they can be converted
A very wide range of 4150-type carbu- A secondary metering plate with built- to any of the 4150 features with appro-
retors is offered for aftermarket use. These in orifices is screw-attached to the body of priate kits which include a separate sec-
range from 390 CFM to 850 CFM. 4160 ca rburetors. This metering plate is ondary metering block with gaskets, longer
Vacuum-secondary types are available in simpler in construction. It requires less fuel-bowl screws and a longer fuel-transfer
390 CFM through 850 CFM in stair-step drilling, no plugging or tapping, and has tube . This is Kit 85R-3548. Other items,
sizes to fit almost any requirement. no screw-in main jets or power valve. With such as bowl vents and high-capacity accel-
DOUble-pumper types with mechanical the single exception of the 4224 "center- erator pump kits, can also be installed.
secondary actuation are available in 50 squirter" 660 CFM units for tunnel-ram Why the 4160? Well, if you are making
CFM increments from 600 through manifolds, all of the current 4160 carbu- automobiles by the thousands and can buy
85 0 CFM. retors have vacuum (diaphragm) operated Holley performance for a buck or so less
4150 and 4160 carburetors are so secondaries-none have mechanical linkage per carburetor-the dollar savings mount
similar that you might not be able to tell or double-pump arrangements. Any of the up rather quickly . The 4160 is merely a
them apart if you did not know what to three fuel bowls may be used, depending low-cost 4150 made so car makers could
look for. They are absolutely alike in on the requirements of the manufacturer; afford to put on a Holley on some high-
operation and-except for the secondary side-hung, side-hung with external adjust- performance packages. Also, the 4160
metering block-their construction IS also ment for level setting, or center-pivot with allowed fitting two carburetors onto a
identical. The 4150 secondary metering an inlet at each fuel bowl. 2 x 4 manifold where this might not
block has the same physical dimen sions as 4160's have been used by American otherwise be practical.

49
o
OJ·
Ob
00

Secondary metering plate in 4160 is at-


tached with clutch-head screws. Arrow
indicates balance tube used in some of
these carbu retors to equalize fuel level s
in the two bowls in the event of slight
fuel leakage through an inlet valve
(called "creep"). This is seldom a prob-
lem with Viton-tipped needles, but was
Kit 85R-3548 converts 4160's to 4150 configuration with a metering block containing
often found with plain -steel needles
replaceable main jets . Longer bowl screws , metering block, gaskets and a longer fuel-
which do not always seat perfectly.
transfer tube are included. This kit is also used when converting a 4160 to use race-
type center-hung fuel bowls. Note that the metering block does not have provisions for
installing a power va lve . Lead ba lls are included in the kit for closing the holes left
when the balance tube is removed.

DESCRIPTION OF OPERATION
This description is applicable to all
3 150,3 160 ,4 150,4 160,4 165 and 4175, Inlet System
4500 (except for intermed iate system de -
Fuel level
scribed in that section), and 2300 carbu-
retors. No attempt has been made to lock screw
explain why certain things happen in the and
func tioning of the carburetor because these
are fully covered in Chapter 2 .
Fuel Inlet System - Fuel enters the prima ry
fuel bowl th rough a screen or filter and
passes through the inlet needle and seat
assembly in to the fue'l bowl. Where there
is onl y one fuel inlet for the ca rbureto r,
fuel re aches the secondary bowl nee dle
and seat th rough a transfer tube O-ring-
sealed to each fuel bowl. If there are two
fuel inlets, fue l m ust be plumbed to each
of these to ensure fuel for each sid e of the
carburetor.

50
Idle System-An idle system is provided requirements . The idle system was changed
for each barrel. The primary side is adjust- as shown in the accompanying drawing.
able on the four-barrel units and on the Note the adjustable second air bleed in
5200 and 5210 two-barrels. Other than this new idle circuit. The mixture screw
the adjustment feature on the primary which once varied the mixture outlet area
side, idle systems are essen tially iden tical now varies inlet-air area through a second
in construction and opera tion. At idle, air bleed connected to the throttle bore
fuel flows from the fuel bowl through the just below the venturi. Holley engineers
main jet and into the main welL From the found the improvement in idling (they
main well, a passage connects to the idle call it "idle quality") so great that the
well. Fuel flows through an idle-feed new idle system will eventually be
restriction into the idle weB, up the idle incorporated in other carburetors . As this
well and is mixed with air from the air book went to press, this new idle system
bleed as it flows down another vertical had been incorporated in the 4160 and
Carburetors equipped with the "reverse" passage. At the bottom of this passage, 2300 aftermarket carburetors for late
idle system have a label on the metering idle fuel branches. One leg goes to the Ford automobiles. It is also in most 4165,
block to indicate that the adjustment is transfer slot above the throttle and the 4175 and in the emission/performance
leaned by turning the adjustment screw other goes past the adjustment needle to 4150 dOUble-pumpers.
counter-clockwise (admitting more air, a hole in the throttle bore below the The circuit "helps" some engines-but
as shown in drawing above). throttle plate. At curb idle, most of the not others. For instance, it does not seem
fuel for idling is supplied through this dis- to help on a Chevrolet. The difference may
charge hole below the throttle. be due to basic manifold design: The
Some 2300 and 4150/4160 carburetors more usual single-idle-air-bleed system
have a "reverse" idle adjustment which may allow fuel to "glob" into the mani-
screws in to richen the mixture and backs fold at idle-which some engines appar-
out to lean the mixture-just the opposite ently tolerate without problems. Engines
of what has always been done. Labels indi- with manifolding not tolerant of such
cate the adjustment change. This differ- "glob bing" probably idle better because
ence came about as part of a development adding the second air bleed to the idle
program to get improved idling with idle circuit provides better idle-fuel vaporiza-
mixtures lean enough to pass emission tion-and improved distribution .

"Reverse" Idle System Primary


Idle feed
metering
restriction
block

Air
t emil /Idlefeed

::::';OtiOO
Auxiliary idle I From main well
air bleed
I ~l=c==~
Throttle Fuel/air
body mixture ,0

adjusting ,0
"0":
needle r-'-r--=-'---------II,---,--!,O,l--+-

Idle limiter cap


transfer
Auxiliary idle
passage Curb idle
air restriction
Idie discharge' passage
Curb idle discharge
transfer hole
Idle System slot

51
Booster
Main System
venturi

Booster
venturi
Discharge
nozzle

Main jet Main well


air bleed

Main Metering System-At cruising pump functions when the throttle linkage discharge check needle reseats so air flow-
speeds, fuel flows from the fuel bowl, actuates the pump lever. Pressure forces ing past the discharge nozzles will not pull
through the main jet into the bottom of the pump inlet check valve onto its seat fuel out of the pump passages and so the
the main well. Fuel moves up the well and this prevents fuel from flowing back pump will refill.
past air-bleed holes in the side of the well. into the fuel bowl. Fuel flows from the Secondary System-Secondary systems
These air-bleed holes are supplied with pump through a long diagonal passage are operated by a vacuum diaphragm or
filtered air from the main air-bleed open- in the metering block to the main body. by a mechanical linkage connection to
ings in the carburetor air inlet. The mix- There the fuel pressure raises a discharge the primary throttles.
ture of fuel and air moves up the main check needle off its seat so fuel can spray The secondary side of the carburetor
well and across to the discharge nozzle into the venturi from the discharge nozzle. has a fuel-inlet system, a non-adjustable
located in the booster venturi. As the throttle is returned to a more idle system, a main metering system and-
Power System-During high-speed opera- closed position, the linkage returns in the case of double-pumpers-an accel-
tion or operation when manifold vacuum towards its original position and the dia- erator-pump system. These systems
is low (near atmospheric), the carburetor phragm spring forces the diaphragm down. operate exactly like those on the primary
provides added fuel for power operation. The pump-inlet valve moves off its seat and side in nearly all instances. Some secondary
A vacuum passage in the throttle body the pump refills with fuel. As pressure is systems have a power valve, some do not.
transmits vacuum to the power-valve relieved from the pump passages, the pump- Mechanical Secondary-There are various
chamber in the main body. This manifold
vacuum is applied to a diaphragm in the
power valve to hold this valve closed at Power System
Discharge nozzle
idle and normal load conditions. When
manifold vacuum drops, a spring opens
the power valve to admit extra fuel. This
fuel flows through the power valve and
into the main well where it joins the fuel Power valve
flow in the main metering system to channel restriction
enrich the mixture.
When engine power demands are
reduced, manifold vacuum inneases so
the power valve spring tension is over-
come and the valve is closed, stopping
the extra fuel flow.
Accelerator-Pump System - The accelera-
tor pump is a diaphragm type in the bot-
tom of the primary fuel bowl (also in the
bottom of the secondary fuel bowl in the
Main well Manifold vacuum
case of double-pumper carburetors). The

52
types of mechanical-secondary linkage.
Most use a direct link between the pri-
mary and secondary, with a slot in the
secondary lever providing progressive
action. Through 1975 a slotted primary
lever with a roller/lever to transmit open-
ing motion through a rod to the secon-
dary throttles was used. This actuation
is seen on the carburetor on the front
cover. Opening the mechanical secon-
daries is controlled entirely by primary-
throttle position. When progressive action
is used, both primary and secondary
throttles reach wide-open at the same
time.
Choke System-Both integral and divorced
choke operating mechanisms have been
supplied on the various list numbers of
the 4150/4160. Some units have manual
choke mechanisms. A conversion kit is
offered to convert integral automatic
chokes to manual (hand) operation: 85R-
In 1978 two new competition Model 4150 double pumpers were offered, R-8156 and
3007. Some 4150/4160's are factory-
R-8162. They flow 750 and 850 CFM respectively. Some racers prefer the old-style
equipped with electric chokes. Kits 85R·
throttle linkage so it's used on these two. Adjustable idle on the secondary side is
5175 and 85R ·5178 can be used to con-
another response to racers' requests. These carburetors have no choke.
vert 4150/4160 carburetors to this type
of choke actuation.

Altitude-jetting kit intended for RV series of carburetors used


Accelerator Pump System
above 3000 ft. contains jets, gaskets and metering plate for
Discharge List 6619, 6979, 6919, 6989, 6909 and 7009. Photo by
nozzle Mark Campbell.

~=~~-
Pump
discharge
check valve

0000
0000

passage

Diaphragm
Pump inlet raw rn spring
check ball

53
Description of holes in main body gasket
surface joining to metering block:
1 - To discharge nozzle (accel. pump)
2 - To timed-spark port
3 - To curb-idle discharge
4 - To idle-transfer slot
9
.--5 •
5 - Used only with auxiliary idle air bleed
6 - To idle air bleed
7 - To main discharge nozzle
e-9 8 - To main air bleed
9 - Dowel locators for metering block
10 - Not used
11 - To bowl vent (pitot tube)

Description of holes and passages in meter-


ing block. Top photo shows side which
mates to main body gasket. Lower photo
is bowl side of metering block.
1 - Accelerator pump discharge passage
2 - Timed-spark passage (see 12)
3 - Curb-idle discharge
4 - Idle-transfer fuel connects to main
body and to curb idle adjust screw
6 - Idle bleed air enters from main body
7 - Main passage to discharge nozzle
8 - Main bleed air enters from main body
9 - Dowels to position block & gasket
11 - Bowl vent passage
12 - Timed-spark tube boss
13 - Idle-mixture-adjustment needle
14 - Main jet
15 - Power valve threaded opening
16 - Power valve
17 - Power valve channel restriction
(connects to main well 21)
18 - Manifold vacuum chamber
(for power valve operation)
19 - Idle down well
20 - Idle well
21 - Main well
22 - Air bleed holes into main well
23 - Main air well
24 - Idle fuel from main well
25 - Idle feed restriction to idle well
26 - Fuel entry from accelerator pump in
fuel bowl

54
LIST 3310
One of the most popular carburetors
in the entire Holley line is the List 3310
version of the Model 4150. This situation
has been true since one version of the car-
buretor was introduced on the 425 HP
1966 Corvettes and 375 HP 1966
Chevelles-both with the 396 cm big-
block Chevrolet engine. Other original-
equipment uses of similar carburetors
have included the famous Z-28 Camaro in
both the 302 and 350 cm versions. Chev-
rolet versions of this carburetor have dif-
ferent list numbers.
Perhaps the reason for the popularity
of the 3310 is due to its high-performance
heritage and because it installs easily on a
wide variety of cars with good assurance
of working well on almost any 300 to 455
cm engine. Its flexibility of application
comes from the diaphragm-operated sec-
ondaries which allow the carburetor to
operate effectively over a wide range of
air -flow requiremen ts.
The carburetor has changed only slightly
since its introduction. In 3310-1 form it
was a 4150 type with two metering blocks.
Its linkage and emission-connection fea-
tures make it universally adaptable to
Chevrolet, Chrysler and Ford V-8 engine List 3310 has vacuum operated secondaries, making it universally adaptable as a per-
applications. formance carburetor for 350-455 CI D engines. Dual -i nlet bowls and a hand choke are
As of 1976, the 3310-2 was introduced. features.
This lowest-cost 780 CFM Holley perfor-
mance four barrel has a 4160 metering-
plate.
is already installed on the car-or an When you unpack the carburetor you
There are other diaphragm-secondary will notice that all of the hose fittings
adapter will be required . Adapters, unfor-
carburetors, but-with few exceptions- are closed with rubber shipping plugs.
nately, are usually "thieves." They steal
adapting these to cars for which they These can be left installed when no hose
air-flow capacity. As an example, a 780
were not originally made can be a lot will be attached to a fitting. However, if
CFM 3310 becomes a 640 CFM carbu-
of work. the 3/8-inch PCV fitting which extends
retor when an adapter is used between it
INSTALLATION NOTES and a manifold with the spread -bore pat- from the base-j ust under the secondary
The 3310 carb uretor has a universal tern. It is always best to install a carbu- bowl - at the rear of the carburetor is not
throttle lever for Chevrolet, Chrysler, and retor which fits the manifold directly. If used, replace this plug with a piece of
Ford - including automatic-transmission the engine was originally equipped with hose plugged at one end. The plugged
models. The linkage parts shipped with a spread-bore carburetor (I -3/8-inch pri- hose should be clamped onto the
the carburetor can be combined to maries and 2-1/4-inch secondaries), consider vacuum fitting so that it will not blow off
create a throttle lever exactly right for using a Holley 4165, 4175 or 4360 which in the event of a backfire -which is what
your application. will fit without an adapter. However, if the stock shipping plug will do if you
One of the photographs on page 208 one of these is not offered for your par- attempt to use it. Or, if you prefer, the
shows a 3310 plumbed for fuel inlet with ticular car, a 3310 with a replacement tube can be closed by filling it with an
Holley's fuel -line kit. Note the center- manifold would probably be a more log- epoxy compound such as Devcon. Do
pivot float bowls. Each has its own ical choice because it has all of the right not use rubber-type compounds to close
inlet, so the fuel line must connect the fittings and the correct throttle linkage for such fittings (such as Silastic RTV)
stock fuel line to both inlets. Chevrolet, Chrysler and Ford. Adapting a because these turn to jelly in the presence
It is assumed, of course, that a single carburetor to a modern-day automobile of gasoline.
four-barrel intake manifold with the 5- is no easy task because there are so many All 3310-2 carburetors (current model
3/16-inch x 5-5/8-inch bolt-hole pattern connections and linkages to consider. as of 1976) have a manual choke. If you

55
need a choke cable, buy a 6-foot-long hand
control cable , 42R-466A. Electric choke
kit 85R-5178 can be used if you prefer
automatic choke operation.
Model 4160 RV carburetors are
intended for use with emission/perfor-
mance manifolds, particularly on recrea-
tional vehicles. Separate units are offered
for General Motors, Ford, and Chrysler
vehicles, with some made especially for
vehicles with EGR (exhaust gas recircula-
tion) . All these carburetors have 1-9/16
primary and secondary bores, and flow
600 CFM. The secondary throttle is dia-
phragm-controlled .
This basic carburetor started out as a
little brother to the 3310 and can be used
as a good compromise between perfor-
mance, drivability and economy on
small-block engines. All emission hook-ups
for recommended applications are included,
so passing emission inspections should be
no problem. These carburetors use the
"reverse" idle system with limiter caps .

~ / .
-. ....... . '
'~ ~

tJ
I

~,
,
;

'.\-
'"
. This gasket conversion kit allows using the
cut-out type 8R-1572 RC or 8R -1685 RC
metering block gaskets with carburetors
not having accelerator-pump transfer tubes.
The kit includes a roll pin, an O-ring (arrow)
and a cut-out gasket. The 85R-5117 kit
for Models 2300, 4150, 4160 using O-ring-sealed accelerator-pump transfer tube is used on all Holley four-barrels since
8R-1023, 8R-1571 RC or 8R-1685 RC 1975. This tube provides a positively sealed passage for the accelerator-pump shot
gaskets should be used with 0.040 inch so none will be wasted. Note how gasket is cut to clear the tube. Any attempt to
or smaller pump shooters. Kit 85R-5118 use the old-style non-tube metering block with the newer gasket will draw fuel from
fits 4165 carburetors using 8R-1023/ the accelerator-pump system and a full rich mixture will be supplied to the engine.
1571/1684 gaskets. Old-style metering block is shown at left in the lower photo.

56
Models 4165 & 4175
Holley's Spread-Bore 4165 carburetors
were introduced to the automotive world
in 1971. These bolt-on replacements found
instant favor among owners of cars equip-
ped with other small-primary /large-secon-
dary carburetors.
A "true bolt-on" accessory or part is
a rare thing in the automotive business,
as you already know if you have done
much wrenching. Holley engineers did an
outstanding job of creating a part to bolt
to the manifold and allow retaining all
stock equipment, including air cleaner,
linkage and all emission-control connec-
tions.
Initial development was done on Chev-
rolets, with the 650 CFM unit calibrated
on a 350 CID engine and the 800 CFM
unit set up as a result of tests on both
402 and 454 CID engines. Under actual
driving conditions, the Model 4165 out-
performed the original carburetor in traffic
accelerations, hot starting, hot-idle condi-
tions, vapor-lock prevention and general
Small-primary/large-secondary throttle-bore concept is generally conceded to be the plan
driving. In basic wide-open-throttle accel-
for future carburetors, whether high-performance-oriented or not_ Holley's 4165 series
eration tests on a 1971 350 CID automatic
was the first spread-bore design combining high-performance capabilities with the ability
transmission Impala, the Model 4165
to provide specification emission performance at the same time. Note the two accelera-
was 0.85 seconds and 5.4 MPH faster over
tor pumps and mechanical secondary linkage. These carburetors are designed as bolt-on
a 1/4-mile drag strip. Dynamometer test-
replacements for GM cars.
ing showed performance improvements
Model 4175. Diaphragm-operated secondary throttles make this carburetor ideal for
of 14 HP on both small and big-block
spread-bore applications where heavy loads occur at low speeds, as with trucks and
Chevys. Emission levels are similar to the
camper-type vehicles.
original equipment.
Several tests charted in the accompany-
ing tables show typical improvements
gained with the 4165.
Although the first 4165's were designed
specifically for Chevrolets, Holley now
offers units for Buick, Oldsmobile and
Pontiac. Chrysler 340 and 400 CID ver-
sions replace the Carter Thermo-Quad on
1971 and later vehicles.
There is also a 650 CFM 4175 model
which is similar to the 4165 except it has
vacuum-operated secondaries. It is only
available with side-hung fuel bowls and a
single accelerator pump.
At first glance the carburetor looks like
any other Holley four-barrel of the
4150/4160 double-pumper class. Take OUI
word for it-it;s not! Nearly every part
on the 4165 is special or unique. Very
little is the same on the 4165, except for
jets, power valves, bowl vent "whistles,"
needle and seat assemblies and floats.

57
Gaskets, accelerator pumps, metering
Holley Carburetor Dynamometer Tests blocks, pump-discharge nozzles (shooters)
Chevrolet L-34 402 CID Engine and fuel bowls are all different and cannot
Holley Spread Bore VS. Rochester Q-Jet be interchanged with other Holley parts.
~O------~---------.--------~~--~-- 400
Let's look at the 4165 very carefully
to see how it is made and why it is differ-
~
I.L.
ent. First of all, the bolt holes are on a
ai
oJ 4-1/4-inch x 5-5/8-inch spacing to fit
I
UJ spread-bore manifolds. Next , depending on
:::l
250 350 0 the list number, the carburetor has the
a:
0 appropriate connections for emission
a:
UJ
:!: .. ~

equipment and the correct linkage to fit


0
<>-
UJ
VI
. the specific automobile using that list
a: number. Some 4165's for street/competi-
0 ~O
:t: tion/off-road use where emission controls
UJ
:.: are not needed may not allow hooking·up
<X
a: all emission devices.
co
FUEL FLOW One important difference between
1.1
150 the 4165 and original-equipment carburet-
1.0 ors is the use of fixed-size secondary ven-
turis and main jets. Primary 1-5/32-inch
~ 0.9 diameter venturis provide good response
--
en
Q)
oJ 0.8 100 ------+----,
during part-throttle operation and allow
a wide range of vehicle speeds and load
s:o Rochester Q·Jet conditions without operating the secon-
it 0.7
oJ l .~ 650 CFM Holley daries. Keeping "out of the secondaries,"
UJ
:> 0.6 'f .....?r---------1 BOO CFM Holley achieves greater fuel economy.
Primary venturis are smaller than the
LL
50 --(-lj 000-;;;
0.5 - . ~ 0.%----4-------4-------.-------+-----~ secondaries to allow meeting emissions
-j0'/ requirements. A small (20 cc per 10
0.4 . : ~--------+---------~--------_+--------~r_------__4 strokes) accelerator pump on the primaries
1000 2000 3000 4000 5000 matches primary-venturi air-flow require-
ments .
RPM
Secondary venturis are either I-3/8-inch
Economy and performance seldom come in the same package, but the spread-bore
or 1-23/32-inch diameter, depending on
Holley may be an exception from what we can read in these dyno charts. The 650
whether the carburetor is a 650 or an
CFM put out more peak HP and torque-on less fuel, but above 5000 RPM the pic-
800 CFM unit.
ture will change. One of these carbs will drop right onto your Q-Jet or Thermo-Quad
Secondaries are mechanically operated
manifold.
and use a high-capacity (50 cc per 10
strokes) accelerator pump.
Adju stment and repair of these carburetors is described in the section starting on Accelerator-pump circuits are different
page 165 . on the 4165. This difference makes the
4165 bowl gaskets, metering blocks, fuel
bowls and pump inlets and dischargenoz-
zles unlike some other Holley carburetors. '
Pump circuits are the saine for primary
and secondary sides of the carburetor.
Rubber type inlet/check valves are used.
A steel-ball inlet/check was used on the
secondary side of some early 4165's.
This difference in pumps between the
4165 and other Holley four barrels resulted
from the extensive testing program re-
quired t6 get good hot-fuel-handling char-
An adapter is used to install any 4165 onto acteristics. When the carburetor and fuel
:.::!~ l a standard non-spread-bore manifold . This are hot, there is always the possibility that
. .A is a Holley adapter which is very efficient. there will be an off-idle bog because the
~· 't causes almost no loss of air-flow capacity. pump has "dried out." All pumps have a

58
problem of fuel boiling in the pump cavity
(quite close to the engine and subject to
a lot of heat) during a hot soak. Several
features were incorporated in the design
to enhance hot-start driveaway capabil-
ities. Both pumps (primary and secondary)
are self-fUling so they always fIn immedi-
ately after the pumps have been used. It
is very important for the primary pump
to provide an instant shot of fuel at the
slightest throttle movement. Because the
usual hanging-ball-inlet/check requires
an instant to seat before the pump can
deliver its shot, Holley chose the rubber-
type inlet/check valve .
With this pump arrangement, the
inlet/check valve seals instantly as the
pump is operated by only a very small
movement of the throttle lever. The dis-
charge check is a steel ball near the bottom
of the pump passage. This check valve,
in conjunction with an anti-pullover dis-
charge nozzle (which prevents fuel in the Model 4165 with center-pivot fuel bowls on a 1973 Pontiac 455 CI D engine. 800 CFM
passage connected to the nozzle from being units similar to this one are available to fit Chevrolet, Chrysler, Pontiac and Oldsmobile
pulled into the airstream}, tends to keep engines (except Toronadol. Photo by Mark Campbell.
the passage to the "shooter" (nozzle)
filled with liquid fuel. As the throttle is
moved back toward a closed position, the
ball discharge check seats instantly to
create a partial vacuum in the pump cavity
which further ensures filling the pump
quickly. The lightweight ball provides
another advantage-it allows vapors to
escape from the pump cavity during hot-
soak situations where the carburetor heats
up when the engine is stopped or idling
for a long period. As in many of the other
Holley carburetors, discharge nozzles
are targeted so the pump shot "breaks"
against the lower edge of the booster
venturis-ensuring at least partially vapor- DRAG STRIP PERFORMANCE COMPARISONS
Holley 4165 versus Original Equi pment
ized fuel entering the engine .
Carburetor 1969 Camaro 1970 Chevelle
Some 4165's have "reverse" idle adjust-
E. T. MPH E. T. MPH
ment as described and illustrated in the
Original Equipment 14.95 93.01 13.54 104.32
4150/4160 section. The adjustment 5 ru ns average 3 ru ns average
screws in to richen the mixture and backs
650 CFM 4165 14.35 96.05 13.34 105.51
out to lean it-just opposite of what has 7 ru ns average 7 runs average
always been done in the past. Labels iden-
800 CFM 4165 14.61 95.44
tify carburetors with this changed idle 7 ru ns average
system.
There are two types of 4165 carburet- .NOTE : 1969 Camaro equipped with 350 CID engine, Turbo Hydra·Matic transmission, 4.11 gear
ors : Standard and high-performance . and open headers.
"Standard," "normal-replacement," or 1970 Chevelle equipped with 350 HP/402 CID engine, Turbo·Hydra-Matic transmission,
"emission -design/ street-performance" 3.31 gear and open headers.
4165 carburetors are really "High-Perfor- Car Craft Magazine Tests - 1970
mance" in so many respects that it seems
strange to give them a name which sounds
"low-performance." These carburetors

59
automatically give a performance increase
while holding emissions at legal levels,
and offer mechanical secondaries and
double accelerator pumps in the same
package.
Standard units have a single fuel inlet
on the front float bowl. Side-hung float
bowls are connected by a fuel-transfer
tube which is O-ring-sealed where it enters
each fuel bowl. Float settings for these
units are accomplished by removing the
fuel bowls and bending a tab on each
floa t if resetting is required . A brass baffle
on the metering block in the primary boWl
reduces the possibility of fuel sloshing
through the vent into the carburetor on
acceleration. Fuel bowls on the standard
carburetors are designed to allow use with
stock non-high-performance air cleaners.
If the air cleaner has to be rotated slightly
for installation, some minor modifying of
the air-cleaner-base locating tabs may also
be needed.
Automatic chokes are provided on
standard 4165's. Buick , Chevrolet and
Pontiac units through 1972 use the stock
divorced-choke actuating mechanism;
1973 and later Pontiac and Oldsmobile
units use an integral choke with an acces-
sory stove with connecting tubing which
is installed on the intake manifold heat
riser on some models. Chrysler units also
work with the stock divorced-choke
equipment.
High-performance "Street/competi-
tion/off-road non-emission" 4165's are
exactly like the "standard" units in every
respect except the fuel bowls are the 454 CID engines. 800 CFM units are
center-pivot-float type with externally- recommended for standard replacement on Top and bottom views of Model 4175,
adjustable sight plugs on the side of the high-performance 396,402,427 and List 6926 intended for Chevrolet trucks.
bowls for setting fuel level. Two other 454 engines. They can also be used on Note vacuum secondary and single
clifferences are in the use of "whistle" racing-type small-block engines with a accelerator pump. Photos by Tom Stuck.
type bowl vents in both primary and secon- real need for this much air flow capacity.
dary bowls and a manual choke linkage. In 1974 Holley introduced the Model
If you buy a high-performance version 4175. It was designed specifically for
you may have to replace the stock air pick-up trucks, campers, race-car tow
cleaner with a high-performance unit to vehicles and other applications of the 340
clear the center-pivot "race" bowls. An CID and larger engines where low-speed
accessory fuel line is needed to plumb "lugging" makes mechanical secondaries
fuel to both bowls and you must hook up undesirable. Flow capacity is 650 CFM.
a manual choke to complete the installa- Divorced and integral chokes are sup-
tion. Linkage on these carburetors fits plied so the carburetor works with the
the cars for which each carburetor is stock equipment on Chevrolet, Olds-
designed. mobile, Pontiac and Chrysler applica-
650 CFM versions are recommended tions . It is exactly the same as the Model
for all normal-replacement applications 4165 except it has diaphragm-operated
from 327 through 402 CID engines. The secondaries. There is no accelerator
same carburetors also work very well on pump on the secondary side. A meter-
low-performance "smog" version 427 and ing plate is used on the secondary side.

60
Pipe plug in hose fitting must be removed
before installing line from gulp valve on
Comparison of 4165 metering block (also Chevrolets through 1970 models. Those
4175 primary) at bottom with 4150 block 4165's without a hose fitting have a mani-
shows housing for accelerator-pump dis- fold-vacuum port in this location for the
charge check ball as indicated by pen. power-brake line.
Also, 4165 block has two aluminum plugs
on underside.

Buy your 4165 with the type of fuel bowl


you will be needing because it costs money
to change to a different type of fuel bowl.
4150 fuel bowls will not work on the 4165
or 4175. Secondary side of two 4165's
shown here clearly shows how side-hung
bowl is shaped to clear stock air cleaners.
The same bowls are used on 4175's for
. .Ai• • cleaner clearance.

61
Bowl side of cutaway 4165 metering block
shows unique accelerator-pump circuit
with ball check at bottom of pump-dis-
charge passage. Ball has its own pressed-in
brass seat. Two aluminum plugs and the
check-valve housing provide a quick iden-
tity check for these unique blocks - which
cannot be used on other Holleys.

System routing can be easily understood


by comparing passages in cutaway block
at top and block at bottom. Top view is
from bowl side, bottom view is from the
side which fits against the main body.

IDLE SYSTEM
1 -Idle feed from main well
2 -Idle·feed restriction to idle well
3 -
Idle well
4 -Idle cross-channel
5 -
Idle down well
6 -Idle air bleed from main body enters
at this point
7 - Idle·transfer fuel is fed to main body
from this point. Also feeds curb idle
through screw-adjustable needle
8 - Curb-idle discharge passage to main
body
9 - Curb-idle mixture-adjustment screw
MAIN SYSTEM
10 - Main jet
11- Main well Model 4165/4175's are different-So do Bowl gaskets-4165/4175 bowl gaskets
12 - Air-bleed holes from main air well not try swapping parts between 4165/ (8BP-1523 on early models without the
13 - Main air well 4175 and 4150/4160 or 2300 carburet- accelerator-pump tube connection,
14 - Discharge nozzle passage ors, even though their removable fuel BBP-1572 on later models with the tube)
15 - Air bleed from main body enters at bowls make them look similar. We have match the accelerator-pump-delivery
this point covered most of the differences in the holes in the mating metering blocks.
POWER SYSTEM accompanying text, but let 's review to Other gaskets do not fit the gasket-
make sure it is all completely clear . locators on the 4165 metering blocks
16 - Power valve
Fuel bowls-4165/4175 accelerator (and primary metering block of 4175)
17 - Power valve channel restriction
pumpls delivery holels mate with the and will block off the pump-delivery
(connects to main well 11 )
unique metering blocks containing the passage .
ACCE LE RA TOR-PUMP SYSTEM accelerator-pump discharge valve near the Hand choke-If a hand choke is required,
18 - Discharge passage connection from bottom of the block. Side- or center- buy a 4165 already equipped that way
pump in fuel bowl hung bowls from other models cannot because 4165's with automatic inte.gral
19 - Pump discharge check ball & seat be interchanged . 4165's are avai lable with or divorced chokes do not easily convert
20 - Pump discharge to side-hung bowls which work with the to hand-choke operation. 4175's are all
nozzles in main body stock air cleaner, and with race-type equipped for automatic-choke operation.
bowls which require using a performance- The Carburetor Numerical Listing and
TIMED SPARK
type air cleaner. Model 4175 's come with Parts Guide in the Holley Performance
21 - Connects to main body at this point side-hung bowls only. Race -type dual- Parts Catalog shows that most metering-
22 - Timed spark tube in let center-pivot-float bowl kits are block-to-main-body gaskets, main jets,
available for 4165/4175's . Use 85R-50B7 power valves and inlet needle/seat
for Chrysler or 85R-4893 for GM applica- assemblies are generally interchangeable
tions . between 4165/4175 and the 4150/4160
and 2300 carburetors.

62
Model 4500

Three members of the Model 4500 family: 6464,4575 and 6214 (left to right. Airflow capacity is 1050, 1050 and 1150 CFM,
respectively. Other members of the family (not shown) are the 1150 CFM 7320 and the 1050 CFM 8082.

Adjustment and repair of these carburetors The first Holley 4500 was designed for buretor bores below the throttle plates
is similar to that described for the Model Ford in 1969 for use as a single four barrel to reduce air flow thereby "controlling"
4150 starting on page 165 . on NASCAR Stock Car engines. This power and top speeds. Knurled on the
expanded four barrel mated a sand-cast outside, the rings had a l-ll/16-inch
carburetor body to the basic Holley inside diameter. Later, special restrictor
metering blocks and fuel bowls. Throttle plates between the carburetor and mani-
End view of 6214 I R type shows 18cc bore and base stud spacings were changed fold served the same purpose.
per 10 strokes accelerator pump with the to allow 2-inch-diameter throttle bores The 4500 carburetor should only be
same heavy-duty accelerator-pump linkage giving 1150 CFM air flow capacity. An used on a manifold designed for tills unit
usually found only on the 50cc pumps. accelerator pump was used on each fuel with its 5.380-inch-square stud spacing
Center-hung race bowl with externally ad- bowl, making these one of the first pattern. Any adapter to fit it onto a
justable needle/seat has dual inlets to al- "double pumpers." The carburetors were smaller manifold will reduce the air-flow
low plumbing fuel lines from either side. made exclusively for Ford, using tempo- capability. Tests showed Holley's own
These fuel bowls are provided on all of rary tooling. adapter reduced flow by 65 CFM.
the 4500's. In 1970, Holley made the Model 4500 Another adapter lost up to 255 CFM,
in production as a single four barrel, List making a 4500 which test flowed at
No. 4575. In the process of converting 1040 CFM flow a mere 785 CFM.
the carburetor from handmade units to In 1971 Holley released two addi-
production items, some air flow was lost. tional versions of the 4500. One is an
Thus, the I-II /16-inch venturi versions isolated/individual runner (LR.) carbu-
of the carburetor flow approximately retor with 1-13/16-inch venturis and long
1050 CFM, depending on die castings, boost venturis. The other is a 1-11/16-
trim dies and other production variations. inch venturi model optimized for use in
List No. 4575 continued its use on a 2 x 4 setup on plenum-type race mani-
NASCAR engines. For a couple of years folds .
restrictor rings were pressed into the car-

63
Manifold types are described in the
manifold chapter.
1974 saw another 4500-a 1-13/16-inch
venturi unit- optimized for use on "mini-
plenum" ram manifolds for pro-stock and
big-block modified-production engines.
This is List 7320.
The four versions are separately de-
scribed in this section, but a number of
features are common throughout the
4500 family. All have 2.00-inch throttle
bores and 5 .380-inch-square stud pattern.
Dual-inlet center-pivot-float fuel bowls
are tapped on both sides to allow con-
necting fuel lines to either side. Plastic
bowl vents are provided in all of the
fuel bowls. Slabbed reduced-section 1/2-
inch throttle shafts are used for improved
air flow. The "blind end" of each shaft
is sealed with an expansion plug and the
Grandaddy of the 4500 family is this origil')al sand-cast version made specifically for lever end is sealed with an O-ring at the
Ford's use in NASCAR racing. Machined venturis were held in place by boost- lever end. Linkage between the primary
venturi supports. Note that the accelerator-pump shooters were part of the main and secondary throttle shafts is enclosed
body casting. inside the carburetor body to protect it
from dirt. Each of the rugged O.l50-inch-
thick throttle-shaft levers has a plastic
cam to actuate an accelerator pump.
Accelerator pumps give 18cc per 10
strokes units on the 6214 I.R. type;
39cc per 10 strokes on 4574, 6464
and 7320. Both accellerator pumps are
Saw a 4500 in half and you'll see the rugged linkage which is fully enclosed once the car-
filled through rubber-type inlet valves.
buretor is bolted to the manifold. This is the 1: 1 linkage on a 6214. Small black arrows
These valves seal immediately when the
indicate accelerator-pump discharge passages. Outline arrows point to vent-tube bosses
for bowl venting through main body.
pumps are operated , giving an instant
pump shot when there is the slightest
movement on the throttle.
Holley does not offer an air cleaner
for the 7-1/4-inch mounting pad of the
4500, but a cleaner is made by K & N
Engineering, Box 1329, Riverside,
California 92502.
Velocity stacks are offered in three-
and six-inch lengths. These chrome stacks
are typically used on the 6214 and 6464
versions to contain fuel standoff, for tun-
ing purposes-and for their good looks. A
slot in the base of each stack allows fuel
to pass into the venturi from the pump
shooter. Stacks are held ill place by a
long bolt with a metal safety tab to lock
the bolt against loosening. Dynamometer
tests showed approximately 3% torque
gain with the 3-inch stacks on a 6214

64
Ford's 427-CID NASCAR engines used the Holley 4500 carburetor. Ford's "Boss" 429-CID NASCAR engines were also 4500-equipped.
Note canister-type filter between mechanical fuel pump and carbu-
retor.

on an isolated-runner manifold, but no An l.R. system allows ram tuning of and the carburetors. Using a plenum under
flow gain is shown by air-box tests at the intake system. Engine speed at which the carburetors tends to lower the torque
Holley. the ram effect is most pronounced varies peak which can be achieved, but it also
List No. 4575-This single four-barrel inversely with tuned length. Therefore, broadens the torque peak over a wider
4500 has four 1-11 /16-inch vent uris fed the shorter the tuned length, the higher RPM range, making the engine less "peaky"
by number 84 main jets and 6.5-inch the RPM at which peak torque will occur. and easier to tune. Plenumizing also
power valves on each side (primary and The tuned length at wide-open-throttle reduces fuel standoff and allows each cyl-
secondary). Air flow is 1050 CFM. Two can be considered to be the distance from inder to draw additional mixture from the
high-capacity accelerator pumps are the venturi throat (or from the carburetor other barrels at the top end of the RPM
actuated by yellow cams. Secondary inlet) to the intake valve. Either of these range, thereby reducing the carburetor
throttles are operated progressively by situations may be true. If venturi size is air-flow-capacity requirement for the
a mechanical link to the primary throttle significantly smaller than the passage engine.
shaft. Connections are provided for between the venturi and the valve, the Holley'S I.R. version of the 4500 is
timed spark and for a PCV valve. A venturi forms a reflection point and List No.6214 with an air-flow capacity of
hand choke is built into the carbu- defines a tuned length of pipe. approximately 1150 CFM through its four
retor. If velocity stacks are used , the If the venturi is about the same size 1-13/16-inch venturis. Boost venturis are
choke has to be removed. as the passage between the venturi and very long (2-1/4-inch) to contain fuel
Operation of the 4575 metering sys- the valve, then it does not form a reflec- standoff. Standoff occurs as the fuel/air
tems is the same as described for the tion point and the tuned pipe length is column starts and stops in the manifold
4150 in tha t section. determined by the next large change in in response to the opening and closing of
List No. 6214-Isolated/individual runner section outward-probably the air horn the intake valve. The pulsing or bouncing
(1.R.) manifolding supplies each engine or carburetor inlet. For a well-shaped air movement of the column actually pushes
cylinder with its own single-barrel carbu- horn , reflection point will be about half- fuel out of the inlet air horns of the car-
retor-in this case-one barrel of a Model way along the bellmouth entry. There buretor so it can be seen standing above
4500. The approach is certainly not new may be mUltiple reflections and two the carburetor as a vapor cloud, hence the
because it has been done with small high- tuned lengths-one measured from term "standoff." The fuel is drawn back
performance engines for years-especially valve to venturi-and the other to the into the carburetor on the next intake
on formula racing car engines and motor- bellmouth entry of the carburetor air stroke-but more bounces back out .of the
cycle engines. In fact, some of the first . horn or velocity stack. carburetor when the intake valve closes.
4500's supplied to Ford were used in an This torque peak can be modified by The air column actually pulls fuel out of
I.R. configuration on Ford 302 Trans Am valve lift, overlap, and by adding a the discharge nozzle in both directions-
engines for the 1969 season. plenum chamber between the runners on its way into the engine - and as it

65
Metering blocks for 6214 and 6464 with
intermediate idle systems contain no
power valves or provisions for installing
such. Trying to figure out what systems
are fed by which passages has baffled the
experts on more than one occasion. This
cutaway block should help those who
want to know what's happening. Main
well 1 contains idle tube 2 with an idle-
feed restriction in its tip 3. Fuel is pulled
up the tube, through the horizontal cross
channel 4, mixing with air from the air
bleed at 5. Idle down leg 6 connects at
hole 7 to transfer passage and to adjusting
needle 8 which varies mixture passing
into curb-idle hole 9. Passage 10 feeds
the intermediate-idle-system discharge
nozzle. 11 is the point where main-air-
bleed passage in main body connects to
main air well in metering block. 12 is
the point where intermediate idle system
air bleed enters from main body.
Bowl side of same metering block shows
intermediate-idle-system details : Bowl-fed
restriction 1 meters fuel into system well
2. Cross channel 3 meets air bleed at 4.
Down leg 5 connects to discharge-nozzle
passage 6.

NOTE: The metering-block gasket for


6214 and 6464 carburetors, 8R-1522
can be purchased from Holley dealers or
custom made ·from a standard 4150
metering-block gasket. Place the gasket
being replaced against the gasket being
modified to see where the eight addi-
tional holes have to be cut or punched.

bounces back to the carburetor inlet. with I: I linkage and there are four sepa-
Sharp pulses which occur in an I.R. rate idle systems-one for each barrel. No
intake system start main metering opera- choke is provided because the carburetor
tion very qUickly so a large accelerator is designed strictly for racing applications.
pump is not required to cover up nozzle The main metering and accelerator-
"lag." The accelerator pumps are small pump systems of the 6214 function like
units operated by white plastic cams those described for the Model 4150 in
on the throttle levers. There is no pro- that section. Idle and intermediate sys-
vision for a power valve in the 6214 tems function as described in the basic plenum-type manifolding mounting two
metering blocks because a power section on how your carburetor works. of these carburetors. Air flow is approxi-
valve could not function correctly The 6214 is not designed for use on mately 1050 CFM. There are four 1-11/16-
under the extreme pulsing conditions any single four-barrel manifold. It is not inch venturis, each with short booster ven-
which exist in an I.R. manifold. Main jets for use on street-driven vehicles. turis (plenumizing practically eliminates
are number 75's for true I.R. manifolds; List No. 6464-Features of the 4575 and fuel standoff). Two high-capacity accel-
95's for plenum-type manifolds (the 6214 versions are combined in this unit erator pumps are operated by yellow
smaller the plenum volume, the smaller which was developed specifically for pro- cams on the throttle levers. Throttles
the jets). Throttles open simultaneously stock racing with large engines and deep- open simultaneously with I: 1 linkage.

66
Metering blocks are the same as those
used in the 6214 with no power-valve pro-
visions and individual idle-mixture screws
for each of the throttle barrels. No . 88
main jets are installed in the metering
blocks.
No choke is provided because this is
strictly a racing carburetor.
The main-metering and accelerator-
pump systems of the 6464 function
like those described in the section on the
Model 4150 carburetor. Idle and inter-
mediate-system function as described in
the basic section on how your carburetor
works.
The 6464 is not designed for single
four-barrel use on any manifold. It is
- :-.:- ' ~.
not for use on street-driven vehicles.
SPECIAL METERING BLOCKS FOR
". ..;~~

'-:-_ , t. ~~
....
6214 and 6464
The 6464's were similarly used. Racers
, « - -..",.
found the carburetors would not flow suf-
Dan Parker and family's B/A roadster utilizes a Pro-Stock Hemi with two Model 4500
ficient fuel and engines loaded up coming
List 7320's and Holley P-6230 electric fuel pump. A relatively competitive car with fuel
off idle. Holley made a metering block kit
injection, Dan lowered his l/4-mile E.T. by 0.2 second when he switched to carburetors.
85R-5230 to replace the stock metering
Photo by Mark Campbell.
on 6214 and 6464 carburetors used on
plenum-type manifolds for off-road
racing. These metering blocks can flow
more fuel through jets and a power valve
than the original blocks could flow
through the jets alone. Under no cir-
cumstances should these blocks be used
on any other list number carburetor or
on applica tions that are to be street-
driven or requiring part-throttle operation screw for each bore. There is no inter- DESCRIPTION OF OPERA nON
for extended periods. mediate-idle system. Anew booster No description of opera tion is provided
The following jets will produce a wide- venturi, more efficient at low air flows, for the 4500 because these are essentially
open-throttle mixture identical to the is used. Fuel passages are slightly larger "stretched" versions of the 4150/4160
stock jetting of these carburetors when for grea ter flow. High-capacity accelerator carburetor. Only the intermediate-idle
used with a 25BP-591-XX power valve: pumps are used with yellow cams. There system for the 6214 and 6464 is differen t
75 main jets for the 6214; 65 main jets is no choke. and this is fully detailed in the idle system
for the 6464. Power-valve-restriction passages are portion of the basic section earlier in the
Because of the intermediate-idle sys- machined but power-valve plugs are book.
tem used on these two carburetors, they inserted. Two purposes are served here.
cannot be modified - even with the special On 2 x 4 applications, if greater than
metering blocks-to flow as much fuel as size 100 main jets are required, install
a stock 7320 . a power valve to supply extra fuel and
List No. 7320-Intended for 2 x 4 "mini- reduce main-jet size. Similar changes
plenum-ram" engines for Pro Stock and should be made for single 4-barrel
Modified Production engines, this carbu- applications.
retor can also be used for single four-barrel List No. 8082-For use on applications
applications such as the NHRA Econo-Rail similar to those described for the 7320,
and some AHRA Super-Stock classes. The except requiring less air flow. Has 1-11/16-
carburetor has 1-13/16-inch venturis and inch venturis, hand choke with fast-idle
2-inch throttle bores yielding 1150 CFM cam, progressive throttle linkage, double
air flow. Throttle linkage is progressive. accelerator pumps. Has same calibration
The idle-transfer system is unique and design features as the 7320, but
and has an idle-mixture adjustment flows 1050 CFM .

67
Model 4500 E
Holley Ty" xploded View
plcal View 42-1

NOTE - General view"


IZlng relationship of v I~ useful for visual-
" "

carburetor S "" anous parts in the


p " peclflc d "
" art Numbers becaus etalls will v ary with
"
IS made to fit a pa t" e each carburetor
r Icular appl"IcatlOn
"

37

"

31

26
52

74 30
7 )
~ ~I\)JilliJ)
~:~
, 62 ~49
10

~
~
3-®
64--®
22--®
39 o

17
47--@

;~ Th'ottle plate 53 MeWing bod &


31
32
Throttle shaft assy.-
Th,ottle shaft ass p,ima,Y
54
55
Fuel bow
Fuel bOW: =
y. plugs assy. -
p"ma'y seconda,y

33 P"ma,y th'ottle ,v. - seconda,y ~~ Pump diaPh,~eCOnda,y


34 Seconda,y th,ottleve , (ontemal) 58 Pump leve, st~; assy.
35 ~nhte'mediate th'O:tl':~e,& bushing assy
59 ~faPhragm return sprin
e
36 Idl:e:: ed guide bushin: , assy. (comp.)· 60 ump ope,ating ad· g
61 Float sP,ing I· smw SP,ing
37 Float ~u~.tlng needle
~: nge
Float sha;t assy.
62 Choke spring

~::~ttle leve, ba,,:~~"ng


63 Throttle stop scre
Choke plate 15 T 40 Fuel valve & seat ass
~uel
16 phrottle plate screw
~ Choke shaft assy Ivot screw 41 onlet fittong y. 64
65 Pum valve seat adj. nut
4 Fuel bowl vent
Choke shaft s
b~ffl
e drive screw
17 Fuel level check 42 MUa~:' discharge nozzle 66 pum~ ~~~atlng adj. nut
18 Fuel inlet plug plug
5 Fuel pum wlVel screw 43 Main ::: - primary
diS~hs:,~~nda,y
19 Fuel level check ~ Pump opmting Ie
6 Choke PI;ecover screw & LW 20 Fuel bowl plug gasket :: Pump 69 P,vot smw LW ve, smw sleeve
7 Throttle st screw & LW 21 Power val screw gasket 46 Pump check valV~eedle valve
~; valvev;e~:sket
70 Pivot screw washe
8 Fuel bowl ~~:::ew Fuel ;h'Ottie leve, ba,,'LW
10 :um p cam lock screw 24 Fuel valve seat ::~·k ~ut
gasket
47
48
:~~er valve assy
valve seat "0 ' 71 C,vOt screw cotter pin
25 Pump discha'ge c'ew gasket Idle adjusting ring seal
retai~i~tter
11 uel valve seat lock 72 onnectfng link
26 Fuel bowl gaSke;O",e gasket Throttle I needle seal Float shaft pin
12 Pump opecaton . smw 49
:~~ bowl vent baff~eb,acket
73
~dl.
C ever ball
13 Pump diSCha,g; mew 50
14 Float shaft b,ack o"'e mew
27
28
Mete~'ng body gasket
Fuel onlet fittong & - p,i. & sec. F~:ln~~:ng link 74
51
scr:~screw
75
Throttle shaft & LW F lange gasket plug gasket 52 Mete"ng ~o~o;~ plugs
assy assy - primary
76 P P operating lever
ump operating I & gUide assy.
ever retamer

68
Model 4360

Model 4360: Compact design, light weight,


low price. Fuel inlet (F) allows the use of
the original fuel-supply line. Single tubes
are: manifold vacuum 1, EGR signal 2,
canister purge 3, PCV 4, and distributor
or "spark" vacuum 5.

This compact, lightweigh t spread-bore The mechanical secondaries are avail-


carburetor was introdu ced in 1976 as a able for acceleration or top power output
cost-competitive replacement for the when required. The carbu/e tor also works
Rocheste r Quadrajet used on GM cars. It as a fine normal-driving replacement for
also replaces Thermo Quad carburetors big-block engines.
on 1975 and later Chrysler products. BRIEF SPECIFICATIONS
One objective of the design was to pro- Primary bore size is 1-3/8 ; the secon-
vide a carburetor fitting the trend toward dary is \-7/16 . This combination yields a
smaller engines, as seen in GM's 260, total airflow of 450 CFM tested at wide-
262, and 305 cm V-8's and GM and open throttle with a 1.5 inch Hg. pressure
Ford V-6's . Here the Model 4360 serves drop . Ab out 40% of the flow comes
as an excellent performance carburetor through the primary side. At first glance
because the small primaries give excellent 450 CFM seems a little small, especially
throttle response and feel in the low and if you are intrigued by high-flow car-
mid-ranges. buretors, but when flowed at 3 inch Hg .,
The combination of small venturis and as two-ba rrel carburetors are, it flows 630
a good delivery system yields excellent CFM. This rep resents about a 60% gain
atomization and strong signals even at over the larges t original-equipment two
Adjustment and repair of these carbu- low air flows. These manifest themselves barrel and is 30 CFM larger than Holley's
retors is described in the section starting in good drivability and fuel economy 6425 giant two-barreJ.4o
on page 203. and low exhaust emissions. A single fuel bowl integral with the

69
Universal thrott.le lever satisfies all Chev- main body nestles between the venturis .
rolet and Pontiac hook-ups. Primary To accomplish this, secondary-bore
lever moves alone for 40 degrees until centers were widened 0.36-inch from
tang (arrow) meets tang on the interme- the Quadrajet. This was possible be-
diate free-floating lever to actuate the cause the much smaller secondary bores,
secondary-throttle lever. even with the offset, fit well within the
manifold's 2-1/4 inch bores. This unique
arrangement is the key to the whole com-
pact design philosophy . Primary bore cen-
ters and all stud spacings are the same as
the Quadrajet.
The 90cc. fuel bowl has proved more
than adequate under severe temperature
conditions. The brass float is mounted at
the front of the fuel bowl. Fuel enters
from the front through a single 0.110-
inch inlet valve with a Viton needle.
Level adjustment is accomplished by
bending the float-hinge tab.
You'll probably recognize the primary
main metering system is similar to the
one used in the Models 5200 and 5210 .
The secondary main system is a diag-
onal well type formed inside and ad-
jacent to a cast-in booster venturi. This
very efficient system helps to get the
main system flowing at very low air
Top of main body with air horn removed. Float is held by combination hinge pin and flows. This, combined with the small
retainer. Bowl capacity is about 90 cc. venturis, allows the use of mechanical
secondaries without adding a pump to
the secondary side. They begin to open
when primary throttles are at about 40°.
The idle systems are conventional.
While both primaries and secondaries
have idle systems, only the primary side
is adjustable . This adjustment is right at
the discharge where there is maximum
velocity to help.saporization and cylin-
der-to-cylinder fuel/air distribution. Ad-
justment is conventional-lean clockwise
and rich counter-clockwise .
All metering restrictions-other than
the main jets and power valves-are
pressed in. The main jets are part of a
new metric-threaded line introduced with
this carburetor. They are similar to those
in the Models 5200 and 5210 and avail-
able in a much broader size range.
The three-piece construction has
separate aluminum castings for the air
horn , main body and throttle body.
Aluminum is lighter than zinc and more
stable at higher temperatures, making
for tighter sealing over the life of the
carburetor. Aluminum is also easy to
machine.
The three-piece construction allows
more design freedom and the use of heat-

70
insulating gaskets between the castings.
The complete assembly weighs only 6.4
lbs. as compared to 8.8 lbs. for the
BOOSTER VENTURI
Quadrajet. It is only 1/2 pound heavier (PRESSED IN)
than the Rochester two-barrel. I.
The spring-driven piston-type accelera- ~0l.!:p.%Z'~~~:-.:
~ , DISCHARGE NOZZLE
tor pump has a synthetic-rubber cup. Three
adjustment positions are provided.
When this design was started, many
MAIN B O D Y -
emissions features , such as the EGR
signal system, evaporative vent valve,
throttle-control solenoids and others
were already defined. Rather than add
these features as had to be done on
existing models, they were incorporated
in the original package. All necessary
vacuum tubes and ports are provided PRIMARY MAIN SYSTEM. Fuel enters the main we" through the main jet. Air enters
so this carburetor is a true "bolt-on" main we" through the high-speed bleed and the holes in the we" tube. The air and fuel
replacement are mixed forming an emulsion which is discharged into the air section through the
The choke on the Chevrolet and Pon- booster venturi.
tiac types is of the remote or divorced var- SECONDARY MAIN SYSTEM. Fuel enters the main we" from the main jet and flows
iety with a diaphragm-type qualifying sys- up the diagonal we" where it meets the air entering through the high-speed bleed. The
tem. The original choke rod and sensing emulsion is then discharged through the booster-venturi nozzle.
unit can be used. Integral choke designs
DISCHARGE NOZZLE
will be provided to fit other applications.
BOOSTER VENTURI
(CAST·IN)

Ir

PLUG-~.AV

MAIN JET

Cast-in secondary booster showing high


speed bleed 1 and discharge nozzle 2. Three principal castings and their assemblies, air horn, main body and throttle body.
Idle feed 3 and tracking similar to the
primary side.

71
IDLE AIR BLEED

filf~~"""""",tt""",,,!;~IDLE CHANNEL RESTRICTION

View of the air horn showing primary idle


IDLE DOWN CHANNEL
air bleeds 1, primary high speed bleeds 2
and secondary idle air bleeds 3.

PRIMARY IDLE SYSTEM. Idle fuel is drawn out of the main well and is metered by
fee~ restriction at the top of the idle tube. Air enters at the idle air bleed just above the
feed restriction and the emulsion moves along a track in the top of the main body, then
through a channel restriction and finally down the channel to a mating passage in the
throttle body. The throttle body contains both an adjustable discharge and a transfer
slot. The idle mixture control is conventional, clockwise to lean and counter·clockwise
to enrichen.
Idle-mixture screw 1 and idle-speed screw
2. Some list numbers have a plastic limiter SECONDARY IDLE SYSTEM. Idle fuel is drawn up the idle tube from the main well
cap on the idle mixture screw. and metered by the restriction at the top. The metered fuel travels along the track in the
top of the main body and meets air from the idle air bleed at the top of the vertical
channel. The emulsion travels down the channel and is discharged out the transfer slot
in the throttle body. The design also provides for a non-adjustable discharge port below
Pressed·in primary nozzle or booster ven- the throttle plate.
turi 1.2 shows primary idle-feed restric-
tion. Idle fuel meets the idle-air bleed in
a matching pocket in the air horn. The
emulsion travels through the track 3 and
down a diagonal passage to the discharge. IDLE AIR BLEED

Idle-channel restriction 4 is left.


AIR HORN
GASKET

IDLE DOWN
CHANNEL

MAIN BODY

THROTTLE BODY

72
~
AIRHORN
MANIFOLD VACUUM-
POWER-VALVE PISTON

GASKET

POWER-VALVE-OPERATING SPRING

Choke lever hooks up to original choke


rod. Hole 1 is for units that pull to close.
Hole 2 is for those that push to close.

CLOSING SPRING

POWER ENRICHMENT SYSTEM. This simple single-stage enrichment system is shown


in the rich or "on" position. Manifold vacuum tries to pull the power-valve piston up and
the operating spring tries to pull it down . When manifold vacuum drops to a given value,
the spring forces the piston and stem down and opens the power valve in the bottom of
the fuel bowl. Fuel flows through the valve and on to power-valve-channel restrictions
where it is metered prior to entering each primary main well.

ACCELERATOR PUMP SYSTEM. Fuel is drawn into the pump well through the floating
cup as it moves up responding to the closing of the throttle. While this is happening the
outlet check seals, preventing air from entering the well. As the throttle is opened, the
drive spring forces the piston down . This, in turn, forces fuel past the outlet check and
through the shooters into the primary air section . The kill bleed arrangement prevents fuel
pull-over at high air velocities.

PUMP SHOOTER

DRIVE SPRING--;,:..~~ D
AIR
SECTION

73
MODEL 4360 PERFORMANCE
Performance tests were run at Holley
on an engine dynamometer. The emission 220 ----- - .. . f· . 1-- .--- -_. _oo -- - .... -- - 320

test laboratory was also used for checking -r" - --- - -

..: ..
--- --I-f - oo~ oooo~ 00- oo- -I--- - -

emissions. Emission test procedures have


... .. ..-
I
200 .:-. Q-JET 1 - 300
changed over the years, so the tests per-
TORQUE FT. LBS.) "-
V 0( r'"' .- "-I"-. '"'";!. "
" ~
H~~k~Y -

.. . -
~ f;-;-(
~.

formed related to the model year of the '" j

V! .
280
180
-.
test vehicle.
Economy data is from the EPA city /. ., ~v
4<' ~
'\
~

.
,,
,
........... 2G~

and highway test procedures. In some


160
.. ./0 •• J
J
W I\. ,,
.. ,
260

cases, hot emission tests were used for V /


immediate back-to-back comparisons.
140
V J
J

~
I\.
'\ .. ~
oo-' HOLLEY~
Q-JET
240

Because this omitted the required 10-


hour soak period, this data cannot be
c:::
w
5: 120
oCo.
~.

- - J

If.~
~
"BRAKE HORSEPOWER
r-
1\ 4360
--I-- 220 ~
1\ w
compared to federal standards. w :::l
CI) ld'~. \ ~
~.
~ 100
The accompanying charts provide £'. 2GV
200
oI-
power, torque and emission performance
:r
1..
.
80 180
comparisons.
I{/
The H.P. chart shows Holley dyna-
mometer data from a new 1975 Chev- 60 lIJ 160

rolet LM-1 350 cm engine illustrates


.,1 /
.~ / ' •••••••• HOLLEY 4360
r-- 140
torque and horsepower comparison 40
V
between Holley 4360 and the OEM two- - - - 2GV r-
barrel and the OEM four-barrel Quadra- 20 - - - - - - Q-JET r-- 120
jet. All data was obtained within a time -+-- -oo
span of two days on the same engine with o Tl
an intake-manifold change to run the two- 400 800 1200 1600 2000 2400 2800 3200 3600 4000 4400
ENGINE RPM
barrel. Peak torque of the Model 4360
occurred at 2800 RPM and exceeded
both OEM carburetors. At the high end, Wide-open throttle data obtained from a new 1975 Chevrolet LM-1 350 CID engine com-
both the torque and horsepower curves pares the Holley 4360 power and torque with that available from the Quadrajet and 2GV
of the 4360 fall between the 2V and Q-J Rochester carburetors.
as you would expect when comparing
air-flow capacity of the carburetors. Note
how very close it is to the much larger Q-J.
Uniformity of the fuel/air mixture between
cylinders was within ± 9% across all the
cylinders at all W.O.T. points (within one
F/ A ratio). Model 4360 was designed to
fulfill the need for a small carburetor which
1972 CHEVROLET MONTE CARLO reduced. Gasoline mileage was increased.
drives well and performs better than the 350 CID Engine Makes you wonder about the myth that
much larger Q-Jet. In addition, it offers 4-V Comparisons four-barrel carburetors give poorer fuel
a performance option to those who wish
economy than two-barrels.
to convert their two-barrel installation to EMISSIONS '73 E.P.A. (HOT) GM/MI
H.C. C.O. NO x
a four-barrel. Many owners want to do 1972 CHEVROLET MONTE CARLO
Holley Model 4360 .91 8.05 2.26
this to make today's smaller and more Quadrajet 1.76 18.93 2.25 350 CID Engine
congested engines run better. 4-barrel vs. 2-barrel
Illustrated here is comparative data FUEL ECONOMY
HOT E.P.A. EMISSIONS '73 E.P.A. (HOT)
on fuel economy and tailpipe emissions H.C. C.O. NO x
(City) HIGHWAY
between the 4360 and the Q-Jet, using Holley Model 4360 .91 8.05 2.26
Holley Model 4360 16.7 24.7
the 1973 EPA hot-test procedure. Hydro- Quadrajet 16.4 23.5
2GV Rochester 1.64 21.15 2.85
carbon and carbon-monoxide emissions
FUEL ECONOMY
for the 4360 were considerably lower Comparison between the 4360 and
HOT E.P.A.
than those obtained with the OEM stock two-barrel carburetor run.on the (City) HIGHWAY
carburetor. At the same time fuel econ- same car after a manifold change shows Holley Model 4360 16.7 24.7
omy was noticeably improved. all tailpipe emissions were significantly 2GV Rochester 15.1 22.4

74
In some cases the comparison showed
similar results. In this next test a Q-Jet
equipped 1971 wagon was the test
vehicle. While HC and NO x are slightly
higher with the Holley, CO is greatly
improved. The Q-Jet has a slight edge
in fuel economy.

1971 CHEVROLET KINGSWOOD


ESTATE WAGON
402 CID Engine

EMISSIONS 7 MODE 7 CYCLE


H.C. C.O. NO x
Holley Model 4360 3.04 10.52 2.96
Quadrajet 2.97 36.44 2.72

FUEL ECONOMY
HIGHWAY
Holley Model 4360 21.7 /
Quadrajet 21.8
I
In the next test on a 1974 Nova,
tailpipe emissions and fuel economy are
essentially equal but the Holley was much
more throttle responsive.

1974 CHEVROLET NOVA


350 CID Engine

EMISSIONS '73 E.P.A. (HOT)


H.C. C.O. NO x
Holley Model 4360 1.57 22.12 1.88
Quadrajet 1.87 16.05 1.63

FUEL ECONOMY
HOT E.P.A.
(City) HIGHWAY
Holley Model 4360 17.5 22.5
2.86
Quadrajet 17.9 22.5

Drivability is a very subjective thing Flange configuration illustrates the Quadrajet flange bolt locations and throttle bore
and it's hard to put a number on it, but spacing superimposed over that of the 4360. As you can see, the flange bolts and primary
it is our opinion that the little Holley bores of both carburetors are located on exactly the same centerlines. Primary bores
four-barrel offers a plus in almost every are the same size at 1-3/8 inch. Model 4360 secondaries are considerably smaller: 1-7/16
area. inch as compared to 2-1/4 inches. Its secondary bore centers are spread slightly further
apart but are well within the 2-1/4 inch circle.
NEW MAIN JET SERIES
With the introduction of the Model 4360
in 1976, Holley started to use a new series
of main jets with tighter flow tolerances.
These jets are dyed green to identify them.
The number stamped on the jet relates to
the average flow range of the jet. Example:
A 22R-130A-203 (stamped 203) flows
approximately 203 cubic centimeters per
minute with a head of 50 centimeters.

75
Model 1920
The little 1920 is possibly one of the
simplest of modern-day carburetors. It has
very few parts, is extremely reliable and
easy to service. The carburetor has been
used in great numbers on the popular 170
and 22S-CID slant-six Chrysler engines
used in Dodge and Plymouth applications.
It is also basically the same carburetor as
earlier 1904 and 1908 models, many of
which were used as original equipment on
Ford cars and trucks.
BRIEF SPECIFICATIONS
This single-barrel carburetor is available
in flow capacities of 160 and 235 CFM
(flow at 3.0 inches Hg). Throttle bores are
1-9/16 and 1-11/16 inch. A I-1/2-inch
SAE flange with 2.94-inch stud centers is
used for both types. The airhorn measures
2.3 inches outside diameter for a bail-type
air-cleaner mounting.
Three castings are used. The body is
aluminum and the fuel bowl and metering
block are cast ofzinc. The fuel bowl (or
bowl cover) is only half a bowl with the
Model 1920 has very few parts and is extremely easy to work on as a logical result. It rest of the bowl in the carburetor body.
has been used as the original-equipment (OE) carburetor on slant-six Chrysler engines. Some 1904 models actually used glass for
Early models (different numbers) were on Ford products. the outer portion of the fuel bowl. The
unique metering block contains the main
metering system (main jet, main fuel well
and main air well with bleed holes for
emulsioning), accelerating-pump inlet and
Adjustment and repair of these carburetors is described in the section starting on discharge check valves, power valve and
page 181. power-valve-channel restriction and the
idle-fuel-feed restriction and well.
A closed-cellular float is side-hung in
the fuel bowl. The power valve is either
Two kinds of accelerator-pump actuation are used on Model 1920 carburetors. At left one- or two-stage, depending on the speci-
is the cam-drive arrangement. Spring-driven type is at right. fic vehicle-emission requirements. An idle
limiter is used on the idle-adjustment
screw. An evaporation-control valve in the
top of the fuel bowl vents to an external
canister or storage device when the throt-
tle is closed. At off-idle, the stored vapors
are drawn into the carburetor air horn.
The accelerator pump may be either
spring-driven or cam-driven.
Chokes are offered in manual, divorced
and integral types. The divorced choke has
a vacuum qualifying diaphragm. Hose con-
nections include PCV, timed spark, mani-
fold vacuum and evaporation control.
DESCRIPTION OF OPERATION
Operation of the 1920 is as described
in the earlier section on how your carbu-
retor works.

76
Model 1920 Systems

Inlet System Accelerator Pump System

Needle/seat

Pump
discharge
check
Link to valve
throttle

Float pivot Diaphragm


return
spring

Float bumper spring

Idle System

Idle feed
restriction

~~}---==7J1 Main jet

Curb idle Transfer adjusting


discharge slot screw

Main System Power System


Discharge

Power valve
diaphragm

~~_~~_Main

air well Power valve


piston

Fork/crank

Main jet Main jet Power valve

channel restriction passage

77
Models 1940 & 1945

The Model 1940 has seen wide use on


six-cylinder Ford ca r, truck and industrial
engines, usually with an Autolite trade-
mark on the carburetor body. It is also
available as a Holley aftermarket replace-
ment for Ford, Chevrolet and other makes.
Model 1945 is very similiar to the 1940
except for the throttle-lever, choke and
power-valve. It was first used on the Chrys-
ler Corporation six-cylinder engine in 1974.
Because the 1940 is used to describe the
systems, we have used the 1945 for the
repair and adjustment portion. The 1945
has a divorced choke in this description.
The 1940 we've pictured has an integral
choke, but some 1940's have divorced
chokes.
BRIEF SPECIFICATION
The single-barrel Model 1940 is avail-
able in three flow capacities: 170, 180
and 212 CFM (measured at 3.0-inches Hg
pressure drop). Throttle bores are 1-7/16,
1-9/16 and l-ll/16-inch. All share a 1-1 /2 -
Inlet System inch SAE flange . Ford models utilize a
2.68-inch stud spacing in this flange size;
Chevrolet versions use a 2.92-inch stud
spacing. The air-cleaner flange is 2-3/16-
in ch diameter. The Model 1945 comes in
one size with a I-II /16-inch throttle bore
and flows 203 CFM at a 3.0-inch Hg pres-
sure drop.
Three major castings are used. Air horn/
bowl cover and bowl/body castings are
Fuel inlet zinc and the throttle body is aluminim .
fitting with The nearly concentric fuel bowl allows
needle/seat the carburetor to meet military angularity
speCifications. Hose connections are pro-
vided fo r PCV valve and tapped opening/s
Idle System

veo'7 Idle air bleed

Auxiliary idle
air bleed
for conventional timed spark or spark
valve (early Ford vehicles) are included
as required. A fresh-air pickup in the air
horn supplies filtered air to an in tegral
choke (when used). Teflon coating on
the throttle and choke shafts an d on a
choke lever minimizes friction and pro-
vides long-wea ring capabilities.
Idle tube -~~~ DESCRIPTION OF OPERATION
This description is applicable to all
Main jet
Model 1940 and 1945's. No attempt has
Idle well -~'s;:;;~~'"r- been made to explain why cer tain things
happen in the functioning of the carbu-
re tor because, except as noted, operation
is as described in the earlier section on
Idle limiter
how your carburetor works.

78
Fuel Inlet System-Fuel enters the fuel
bowl through a fuel fitting in the carbu-
retor body. The Viton-tipped needle seats Power System
directly in the fuel-inlet fitting, where it
is retained by a cap. Fuel flows through
holes in the side of the inlet fitting. The
fuel bowl is designed so there is no need
for a baffle. The float is a dual-lung closed-
cellular unit mounted on a stainless-steel Vacuum
float lever hinged with a stainless-steel piston
float pin. assembly
Main Metering System-At cruising speeds,
fuel flows from the fuel bowl, through the
main jet into the bottom of the main well.
The main air bleed in the carburetor cover
supplies filtered air to the emulsion tube
channel restriction
inserted in the main well. As fuel moves
up the main well, it is mixed with air as
it passes the holes in the emulsion tube.
This mixture of fuel and air moves up the
main well and across the discharge nozzle Main System
Main air bleed
in the dual-booster venturi.
The main discharge nozzle passage is
incorporated in the booster venturi support
which is an integral part of the carburetor
body. Distribution tabs in the main ven-
turi help to ensure equal distribution of
the fuel/air mixture to all cylinders when Main well
the carburetor is used in conjunction with emulSIOn tube -7:'-----;:-:
the original-equipment manifold.
Accelerator-Pump System-The accelera-
tor pump is a spring-driven piston type in
a cylinder formed in the bottom of the
fuel bowl. The pump cylinder (cavity)
fills through the center of the pump cup,
loosely held onto the piston stem.
As the throttle lever is moved, the
Accelerator-Pump System Choke System
pump link operates through a series of Pump
Choke bi-metal
levers and a pump drive spring pushes the Pump
assembly
pump piston down, seating the pump cup
against the pump piston face so fuel can
not escape into the bowl.
When the pump is not in operation,
vapors or bubbles which form in the
pump cavity can escape around the pis-
ton stem through the floating piston
cup inlet. assembly
Choke System-The automatic choke sys- Pump
tem (on 1940's with an integral choke) is Pump discharge check Pump well cup
passage
controlled by a bimetal spring in a choke
housing. This is part of the bowl cover. A modulator spring gives correct
When the engine starts, manifold initial choke opening after initial start in
vacuum applied to the choke diaphragm relation to outside temperature.
through a passage in the carburetor body Manual choke 1940's use a different Adjustment and repair of these carbu-
opens the choke valve to a preset vacuum air horn casting. Some 1940's and all retors is described in the section start·
qualifying position, called choke kick. 1945's have divorced chokes. ing on page 186.

79
Models 2210 & 2245

Model 2210 carburetors have been used


as original equipment on Chrysler 383 and
360 engines. Aftermarket types are
offered for both Chrysler and Chevrolet.
The model 2245 was introduced on 1974
Chrysler Products. It differs from the
mode l 2210 principally in the power-valve
department.
BRIEF SPECIFICA nONS
The 2210 & 2245 two-barrel carbu-
retors flow 380 CFM at 3.0-inch Hg pres-
sure drop . Throttle bores are 1-9/16-inch
diameter in an SAE 1-1/2-inch two-barrel
flange with a 2.00 X 3.68-inch stud pat-
tern. The air-cleaner-mounting flange is
4-3/16-inch diameter (adapter supplied
for some applications).
/ Three major castings are used: Zinc air
horn and main body and an aluminum
throttle body. A triple-venturi design is
Side view of 2210 shows fast-idle linkage and cam, choke vacuum-qualifying diaphragm
cast into the main body (two booster ven-
hose-connected to throttle body, PCV and manifold-vacuum connections_ Idie adjust-
turis plus main venturi) for good atomiz-
ment screw on this Chrysler unit grounds against an insulated stop used for changing the
ation of the fuel as it leaves the discharge
distributor spark advance at idle. Tab on accelerator-pump lever (top left) opens an
evaporative control vent at idle so vapors can be collected in an external storage device.
nozzle . A closed-cellular float is side-hung
in the fuel bowl. The accelerator-pump is
a spring-driven piston type .
The model 2210 power val ve is ei ther
one- or two-stage, as required for specific
Adjustment and repair of these carburetors is described in the section starting on vehicle-emission requirements. The model
page 191 . 2245 has a gradient or smoothly-varying
power valve . Idle limiters are used on the
idle-adjustment screws. An evaporation-
control valve in the cover vents the bowl
to an external canister or storage device
(crankcase on some of the Chrysler pro-
ducts) and provides pu rging of the stored
vapors into the carburetor when the throt-
tle is moved off-idle.
Idle screws are slanted for accessibility.
Teflon-coated throttle and choke shafts
reduce friction and provide long life. The
divorced choke has a vacuum-qualifying
diaphragm unit hose-connected to the
throttle body. Hose connections include
PCV , timed spark, manifold vacuum and
Solenoid is used on some 2210's to pro-
evapora tion con trol.
vide a curb-idle setting. It allows the DESCRIPTION OF OPERATION
throttle to close farther when the ignition Operation of the 2210 is as described
is turned off, greatly reducing any diesel- in the earlier section on how your carbu-
ing (after-run) tendency . re tor works.

80
Systems Drawings for Model 2210

I nlet System Power System

Fuel inlet
Vacuum passage
fitting
[ :

Float
drop
I. tab
Two-stage
power valve

Float adjusting tab Power valve


channel restriction

Idle System Accelerator Pump System


Idle air bleed Accelerator-pump Pump assembly
linkage

Idle feed
restriction --~~tt--.:t:~~~~d\-'w---ti

Main jet
I >~
__.-JI~-t~I-Transfer slot
\
- 1
Power valve
Idle well J-']
Idle-mixture Pump cup
adjusting needle Curb-idle discharge (fills through center of cup) Discharge check
Pump drive spring valve

Main System Choke System


Main air bleed

Emulsion tube

I I
~

Main jet

Main well Booster venturi

Manifold vacuum passage

81
Fuel Inlet System-Fuel under pressure
enters the fuel bowl through the fuel-
inlet fitting in the air horn (carburetor
cover) and through a fLiter screen . The
5210 has the usual GM-type sintered-
bronze fLiter or a paper filter in the inlet.
The float is a closed-cell structure with
two lungs. A small retaining clip hooked
over the end of the float-lever tang is
attached to the fuel-inlet needle to ensure
the fuel-inlet needle will be pulled down-
ward as the float drops. When the float is
hanging in its down position, a tang on the
float lever contacts a horizontal bumper
spring to stabilize the float against undue
bouncing.
The fuel bowl is vented to the air horn.
On some models (usually for air·condi-
tioned cars) there is a fuel-return connec-
tion just above the fuel-inlet. A portion of
the fuel supplied by the pump is returned
Photo shows fuel inlet with plug in fuel-return opening, decelaration valve tube (used
to the tank to ensure liquid fuel is
with external deceleration valve on some Pintos and other Fords), diaphragm accelerator
supplied to the carburetor. Any vapors
pump and water connections for automatic choke.
generated in the line between the fuel
pump and the carburetor inlet during a
Adjustment and repair of these carburetors is described in the section starting on
hot soak are vented to the fuel tank.
page 196.
Idle System-In most cases there is an
Models 5200 & 5210 and the secondary is 27mm (l-1/16-inch). idle system for each barrel of the car-
Throttle bores are 32mm (I .25) and 36mm buretor. The primary side is adjustable
These two carburetors are high-per- (J AO-inch) diameter, spaced 1.7 inches and the secondary side is used only as a
formance models for small engines. The apart on a metric 2V flange . The rectangu- transfer system to provide mixture as
5200 is used on Ford products including lar stud pattern measures 1.84 x 3.66 the secondary starts to open and prior
Pinto, Capri, Mustang II, Fairmont, inches. to the time the secondary main system
Zephyr and Cortina. It is also used on the A diaphragm-type accelerator pump is starts to operate.
Audi engines supplied for AMC Gremlins used. Hose connections are provided for Other than the adjustment on the pri-
starting in 1977 and for the same engines jacket water to the thermostatically oper- mary side, the idle systems are essentially
supplied for Chrysler Omni and Horizon ated choke, fuel inlet and return, timed identical in construction.
cars starting in 1978. Model 5210 is and vacuum spark and for a PCV valve. A
used on the Vega L-l1 engine and on the connection for the deceleration valve used Power System-The primary power sys·
Pontiac 151 CID four-cylinder engine. on Ford products is also provided. tern valve is actuated by a diaphragm/rod
These carburetors differ mainly in the If you have been servicing U.S.- combination operated by manifold vacuum.
throttle-lever and fuel-inlet areas. Also, designed carburetors, the 5200's screw-in The secondary power system is oper-
the 5210 does not have the 5200's main air-bleed, main-metering and idle- ated by air velocity through the secondary
deceleration system. Other inconsequen- metering restrictions Gets) may seem venturi, which creates a low pressure at
tial differences exist, but the same des- unusual. The Vega 5210 carburetor the discharge opening in the air horn. Fuel
cription can be used for both. To give changed to a pressed-in idle-metering flows from the bowl through a vertical
you a look at both carburetors, we've restriction in 1976. The Pontiac 5210 passage containing a restriction. At the
described the 5200 systems and used the has an idle tube with the restriction at top of the passage, air from an air bleed
5210 for the repair portion. the bottom of the tube. is mixed with the fuel and the fuel/air
mixture flows through a cross passage
BRIEF SPECIFICATIONS DESCRIPTION OF OPERA nON into the air horn.
These 270 CFM (flow at 3.0 inches Hg) This description is applicable to all
staged two-barrels have a mechanically Model 5200's. No attempt has been made Accelerator-Pump System-The accelera-
actuated secondary throttle . Venturi sizes to explain why certain things happen in tor pump is a diaphragm type located in
are different as is common for progressive- the functioning of the carburetor because, the side of the body. It discharges into
secondary carburetors used on emission- except as noted, these operate as described the primary side of the carburetor only.
controlled engines, regardless of size. The in the earlier section on how your carbu- The pump shooter can be modified to give
primary venturi is 26mm (l-1/32-inch) retor works. a pump shot into both sides if desired.

82
Inlet System

Fuel inlet

Filter
screen

Idle & Transfer/Progression System

Model 5210 for 1977 and later Pontiac Astre and Sunbird
four-cylinder engines_ Note all-electric automatic choke and
solenoid-assisted bowl vent with tube for canister connection_

Secondary
Curb idle

Idle air bleed

Idle jet

.' I Secondary
. .~ transfer holes
-; II ~
. '.
~

Primary Secondary

Main System

Vacuum-controlled bowl vent is closed to the canister while


the engine is running and open at engine off. A small solenoid
in the vent cover ensures that the vent doesn't open under
low-vacuum, heavy-load conditions . This feature is not found
on all 5210/5200 carburetors. Don't immerse either the
diaphragm or solenoid in harsh cleaner.
Main well
emulsion tube

83
Power System (Primary) Excess fuel vapor generated in the
pump chamber during hot soaks is vented
into the fuel bowl through a restriction.
Choke System-The automatic choke
assembly on the carburetor body has a
bi-metal thermostatic coil which winds up
when cold and unwinds when hot. The
coil is attached to a shaft which has a fast-
idle cam and a linkage to open/close the
Power valve
choke plates. Engine coolant flowing
spring
through the water cover on the choke heats
Power valve the bimetal coil to open the choke as engine
temperature increases to operating condi-
Manifold vacuum tions.
channel restriction passage The choke system is brought into
operation by depressing the accelerator
pedal before a cold start, which allows the
bimetal to close the choke plates.
Power System (Secondary) Deceleration System
A vacuum diaphragm and spring pro-
",'{/-,- Jc\J Discharge vide vacuum qualification of the choke

~it,
Air bleed IJU~~ opening Air restrictions
P I" "L
opening once the engine is started.
ow~r . r, ~ J Deceleration System -This system sup-
~ , .:~L· , ",
'L . /7

restriction plies additional mixture to the engine to


~ ~ ~ ~
Powerwell----;:;; "I'" -">') ensure against misfiring during decelera-
I ij-~
/;'1
!
c:
j -V;

' tion because this would increase hydro-


Fuel bowl ~fJ~~~ \. ~~j, carbon emissions. This system operates
G ,;:0-, -;J only at manifold vacuums higher than
=z:=:;= normally experienced at idle. When the
carburetor is being used on an engine
without a deceleration valve, the 1/4-inch-
diameter brass tube on the air-horn/cover
Accelerator Pump System Pump shooter assembly should be plugged. The 5210
& check valve does not have the deceleration system.
During deceleration, high manifold
vacuum is applied to a fitting on the car-
buretor air horn through a deceleration
valve and vacuum line which are not part
of the carburetor. This vacuum pulls fuel
from a deceleration well in the fuel bowl,
past a restriction. The fuel is mixed with
air from an air bleed and the mixture is
metered through a restriction into the
cross passage connected to manifold
Pump cam vacuum. Another air restriction in this
cross passage adds a larger quantity of air
to the mixture as it is drawn through the

n·.:W
vacuum line and deceleration valve into
Choke System the intake manifold.
Choke
~.
.,r~"
,~.. Fast idle cam
I

"(). ··1 ....


Vacuum diaphragm
.J
~.if~~·"~""'.l~~\ .. c:.:~/
I' rl.---'

i /0'':'~ .~~
<r:~
"~
)~_~)_I ~
,.,_~
'_',
~'.f/ I (~,\
Fastidle ~'./ .\::;};~y,:
I(~ ~~1tI''\f--PIU9
.. " 'i1' ......
adjustment ,
I"'\\"-~'rwz~L." ~,~,'1J:
;!

~ .~"~uu ,~,
\ '-Unloader tang

:·.()"r~' screw . . ,~". '>:::/ ("


1 :

Adjustment screw
.~ r./~
. <~,~~~~c., (::""")1
~:".J
~.il~Manifold vacuum
"b .... l'
.k..0.
>-1
. Q.-~ ---l
1 _~l
---:-----------
passage

84
HOLLEY 5200 & 5210 JET CHART
GREEN BRASS·COLOR HIGH-SPEED
MAIN JETS MAIN JETS AIR BLEEDS IDLE JETS

22BP·130A·227 22BP·103·130 22BP·110A-45 22BP·106·150


22BP·130A·239 22BP·103·132 22BP·110A·50 22BP· 106·160
22BP·130A·243 22BP·103·133 22BP·110A·55 22BP·106·170
22BP·130A·255 22BP·103·135 22BP·110A·60 22BP·106·175
22BP·130A·263 22BP·103·137 22Bp·110A·65 22BP·106·180
22BP·130A·275 22BP·103·140 22BP·l1 OA· 70 22BP·106·185
22BP·130A·283 22BP·l03·142 22BP·l10A·80 22BP·106·190
22BP·130A·299 22BP·103·145
22BP·130A·311 22BP·l03·147
22BP·130A·325 22Bp·l03·150
22BP·130A·346 22Bp·l03·155
22BP·130A·357 22Bp·103·157
22Bp·130A·374 22BP·103·160
22Bp·130A·404 22BP·l03·165
22BP·130A·423 22Bp·103·170
22Bp·130A·455 22Bp·103·175
Accelerator pump in middle position 2. Moving pivot pin to hole
22BP·130A-477 22Bp·103·180
1 decreases pump capacity, outside position 3 causes an increase.
22Bp·130A·524 22Bp·103·185
Early models had only two holes. Pump·lever housing should be
removed when changing positions. Support pump casting while Brass·color jet sizes are in millimeters: ·130 is 1.3 mm .
removing and inserting pivot pin to prevent casting breakage. These sizes are typical, others may become available as the need develops.
Pivot pin (arrow) is removed by driving with a small drift punch There may be other green jets, but these are equivalents.
from the non·knurled side. Replace by driving from the knurled
side.

5200 features include booster venturis 1, accelerator·pump shooters 2 (only primary side
Two kinds of 5200/5210 main jets. Brass is drilled but secondary can be opened up), main air bleeds 3 with emulsion tubes 4 under-
ones on left were used through 1975, are neath. Idle air bleeds 5, idle jets 6 are in individual holders 7. Secondary system power
marked for diameter. Green·dyed ones on well is 8, deceleration system well is 9. Power valve 10 screws into bottom of bowl. Main
right are marked for flow. See text. jets are 11.

MAIN JETS: Two kinds!


In 1975 Holley began using a new series
of main jets in Model 5200 and 5210 car·
buretors. These jets are sized and marked
according to average flow. They are dyed 1
green to avoid confusion with the fotmerly.
used brass·color jets which are marked to
indicate approximate diameter of the
opening. Example: A 22R·130A-325
(marked 325) flows approximately 325
cubic centimeters per minute with a
supply head of 50 centimeters.
The accompanying chart shows the
relation of flow·rated jets to the diameter-
marked jets.

85
Model 2110

The "Bug Spray" version of the Model


2110 is designed for Volkswagen engines .
Two sizes are offered : 200 and 300 CFM .
Holley recommends that you use these on
an isolated-type manifold which connects
one barrel of the carburetor to one side of
the engine and the other barrel to the
other side .
The 200-CFM version , List 6244-1, is
the best choice for any VW for overall
drivability. Its smaller capacity causes
only a minor loss of top-end performance
and low-speed response is much better
than that of the larger version . List 4691-1,
a 300 CFM unit, should only be used on
1800 cc and larger modified engines and
then only on engines in very good condi-
tion . If the engine is "tired ," an off-idle
bog will inevitably result.
These carburetors are equipped with a
a ported vacuum signal for 1973 and later
vehicles. When installed on pre-1973
vehicles that use a pressure distributor as
o riginal equipment, the distributor must
be replaced with a mechanical advance
variety. The Bosch truck tran sporter dis-
Model 2110 for VW's has an electric choke . Terminal 1 comes with an at-
tributor 231 129019 (VW 211905 205F)
tached ground wire connected to a bowl screw. 2 connects to the choke
is usually used for VW's to be driven on
lead from the pri mary circuit of the ignition coil. When used with a 12-
the street and highway . More details on
volt system, wire indicated by arrows must be clipped off or the plastic
the correct distributor choice are pro-
choke housing will be "fried." Throttle linkage return spring hooks onto
vided in H. P. Books ' How to Ho trod
convenient grooved screw attaching choke housing. Fuel-inlet fitting
Volkswagen Engines.
works with stock VW hose.
Holley recommends and supplies
intake manifolds to use with these car-
buretors. These manifolds have been
designed to provide exhaust heat
right up to the base of the carburetor.

r THRom, CABli EXIENS·,ON


This has been done to preserve driv-
ability and to ensure against icing in
cold climates .

/
. ~"T'CR'W

t ---:---: All(N WRENCH


Throttle linkage assembly details. The
loose parts are supplied in an envelope
in the carton containing the carburetor.
Entire linkage is designed for simple in-
stallation onto stock VW throttle cable.

86
BRIEF SPECIFICATIONS
This two-barrel carburetor flows either
200 or 300 CFM at 3.0-inch Hg pressure
drop, depending on the venturi size. Throt-
tle bores are 1-7/16-inch diameter in an
SAE 1-1/4-inch two-barrel flange wi th a
1.87 X 3.24-inch stud pattern. The air-
cleaner flange is 2-5/8-inch diameter.
Three castings are used to construct
the carburetor: A zinc air horn and main
body and a cast-iron throttle base . Remov-
able booster-venturis are also zinc die
castings.
A positive-drive accelerator pump is
used. There is no power valve. The center-
hung float is made of brass. The throttle
linkage is designed for standard VW pull-
type cable actuation.
An electric choke clip-connects to a
primary coil lead . It works wi th either
6V or 12V systems . A wire lead is cut off
for 12V use. The fuel-inlet fitting is Manifold side of base shows plenum slot (arrow) which softens wide-open-throttle pul-
designed for the VW fuel hose . sing. Carburetor must be used on an isolated-tube manifold to avoid loss of mid-range
response and drivability. Because this version of the Model 2110 is not equipped for
a power valve, a plug is used in the main casting (outline arrow). This is a 200-CFM-er.

Float setting for either 200 or 300 CFM


Model 2110 Bug Spray carburetor is
checked with 3/16-inch drill. Drill on
flat gasket surface of inverted bowl
cover should just touch top of float.

A set of wire drills and a pin vise are all


Below : Boost venturis called "nozzle you need to open up the idle-feed restric-
bars" include idle air bleed·1, idle-feed tions if your engine has a flat spot off the
restriction 2, idle-fuel passage around idle. Enlarge the restrictions 0.002 inch
Holley VW manifold for dual-port heads booster venturi 3 across to idle down leg at a time until you have the problem
has exhaust heat on the runners and to on opposite side 4. Nozzle bars also con- cured. If you go too far, the tip of the
the carburetor base to improve driv- tain main air bleed 5, emulsion tube 6 restriction can be soldered closed and re-
ability and ensure against icing. and the discharge nozzle (not shown). drilled to the smaller size required.

87
Model 1901
The 1901 "Buggy Spray" is designed
for off-road use on VW sedans or dune
buggies equipped with VW or Porsche
engines of a t least 1300cc or larger dis-
placement. It should be used on an isolated-
tube manifold which connects one carbu -
retor barrel to each side of the engine. The
carburetor's excellent angularity charac-
teristics meet military speCifications. The
List No. is 6113-1.
BRIEF SPECIFICATIONS
This two-barrel carburetor flows 300
CFM at 3.0-inch Hg pressure drop . Throt-
Two views of the Buggy Spray show air cleaner removed at left-installed at right. The tle bores are 1-7/16-inch diam eter in an
air cleaner reduces air flow capacity a mere 5 CFM from the 300 CFM rating. Cleaner SAE 1-1/4-inch tw o-barrel flange with a
element should be sealed to carburetor flange and to cleaner top with Silastic RTV or a \.87 X 3.24-inch stud pattern. The 5.0-
similar sealant to keep dust from entering around the ends of the cleaner element. The inch-diameter air-cleaner flange allows a
cleaner-called "Bug Catcher" is 80R-26AS . For really rough terrain, some off·roaders tall air cleaner to enclose the concentric
add tubes to the bowl-cover vents (under large washer) and extend these to the top of center-mounted fuel bowl.
the air cleaner . More details on off-road air cleaners are in H. P. Books' Baja-Prepping Three major castings are used in con-
VW Sedans & Dune Buggies. Carburetor may have to be used with a mechanical -advance stru cting the ca rburetor: A zinc fuel bowl
distributor as described in text. and co ver and an aluminum throttle body
including the venturis . A booster-venturi
casting is sandwiched between the fuel
bowl and the throttle body .
A positive-drive accelerator pump is
used . The inverted-type power valve pro-
vides correct F/A ratios, even though the
carburetor is subjected to strong pulsing
at wide-open throttle . High-load full-throt-
tle enrichment is provided by pulsing
which pulls fuel from the discharge noz-
zle in both directions of air flow . At high
manifold vacuums and part-throttle, the
power valve is open. As full-throttle, and
low manifold vacuums (below 3 inches
Hg) are approached , the power valve closes
Slot between throttle bores (arrow) base
so only the main jet feeds fuel to the
provides a small-volume plenum to soften
main system.
wide-open-throttle pulsing. Idle screw
The center-hung brass float has a bump-
removed to show seal.
er spring and the inlet needle is also spring-
loaded. Dirt/dust seals are provided on the
front-facing idle-adjustment screws, on the
throttle shaft and on accelerator-pump link-
age. Thus , when an air cleaner is installed
and sealed to the flange and cover, the car-
buretor becomes dust-proo f. The throttle
linkage is designed for stand ard VW pull-
type cable actuation . The fuel-inlet fitting
is designed for use with the stock VW fuel
hose.
On pre-1973 vehicles that usea pres-
sure distributor as original equipment , the
distributor must be replaced with a
mechanical advance variety. A Bosch truck/

88
transporter 231 129 0 19 01W 2 11 9 05
205 F) is usually use d for the replace ment.
More de tails o n the correc t distributor
cho ice a re p rov ided in H. P. Books' How
fa H otrod Vo lkswagen Engines.
Th is carbure to r does not h ave a choke
system .
DESCRIPTION OF OPERATION
With the excep tion o f the inve rted
power valve- pict ured in the powe r system
sec tion of Chapter 2-the o pe ra ti on of the
carb uretor is esse nti ally as disc ussed in the
earlier sec ti on on h ow yo u r carb ure tor wo rks.

Many important features are illustrated in this photo . Spring-loaded needle & seat 1,
inverted power 2 (closes when manifold vacuum drops to 3 inches Hg) , main jets 3,
main air bleed 4 in top of emulsion tubes, idle-feed restrictions 5 (idle air bleeds are
in bowl cover), and accelerator -pump discharge check 6 . Accelerator-pump linkage
is sealed when it enters bowl area at 7. Float-bumper spring is 8 .

1901 fuel level is easily wet-checked by


removing float-bowl cover. Run engine
for a moment to establish the fuel level,
then shut if off so carburetor will not be
shaking. Fuel surface shou ld be 17/32
inch below the gasket surface. Here a
plastic ruler has been cut to make a gage
for making the measurement . Dry check-
ing is not recommended because inverting
the carburetor allows the pump check and
idle tubes to fall out.

89
A B C
600

CARBURETOR SIZE SELECTOR


650

4000 For Model 4150 Double-Pumpers,


Model 4165 Spread-Bore
Model 4500 Dominator
700 'ii:'
3500

3000
~
750 LL
200 U
I
2500 u U.J
N
I
(I)
I-
U.J Z a::
...J
l-
U.J
800 oI-
~
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2000 u
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u
U.J
~ 400 850
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o
~ 1500 500
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~ INSTRUCTIONS
Z
1. Select minimum RPM at wide-open throttle in
~
column A; this will be converter stall speed on
1000
cars with automatic transmissions. Do not over-
1050
estimate RPM in column A.
2. Select engine size (cubic inches) in column B.
3. Draw line between selected points in columns
A & B. extending the line to intersect column C.
4. Maximum recommended carburetor size is read
from point at which line crosses column C.

EXAMPLE: 350 CID engine with 1350 RPM


converter stall speed. (Typical for
stock Chevrolet converters.)

NOTE: Applies only to mechanically operated secondaries.

500

More about using the chart - I f you r car has an The heavier the vehicle and the lower the numer- pier with the smaller carburetor nearly every
automatic-transmission, make sure you know ical axle ratio (higher gear ratio) - the lower this time!
the converter stall speed before using the chart. RPM must be. Regardless of all the evidence to the con-
If in doubt, use the figure shown for a typical With engines from 300 to 400 trary, a lot of carburetor buyers "psych" them-
Chevrolet converter (1350 RPM). If you are CID, the right choice usually works out to be a selves into believing that bigger is better. Thus,
using a modified converter for a racing applica- 650 to 700 C FM carbu retor. A light car, such Holley sells more large carburetors (800 and
tion, make sure the stall speed is what you think as a Camaro, Mustang or Duster may be able to 850 CFM) because of the widespread fallacy
it is. use a 700 or 750 CFM unit, especially with a that if a 650 is good - an 850 must be just that
If your car has a manual transmission, use high numerical gear ratio (low gear ratio). much better. This is not true!
the lowest RPM at which you use wide-open When in Co-author Urich
throttle_ This must be a very conservative RPM doubt, select a smaller carburetor size because regularly gives this advice in relation to air-flow
(on the low-RPM side, that is!) and should be it will typically give better acceleration times capacity, "Don't buy it if you can't use it'"
found by observing your own driving habits in - even though power may falloff slightly at
the vehicle involved. Watch your tachometer! top RPM. You can believe that you'll be hap-

90
Ilow To ~ftt & I",tall You, (Q,bu~o,
MECHANICAL SECONDARY fairly wide RPM range-from low RPM
SELECTION to 5,000 RPM or slightly higher. It pro-
A carburetor with mechanical secon- vides a reasonably flat torque curve over
daries has an inherent advantage over any this operating band. Its pumping capabil-
carburetor of the same capacity with a ities can be idealized (optimized) to pro-
controlled secondary (air valve or dia- vide better pumping within a narrower
phragm-operated). At any engine speeds RPM band by improving breathing. By
lower than the speed where the controlled reducing restrictions which cause pressure
secondaries or air valve are completely drop, charge density reaching the cylinder
open, the mechanical-secondary carburetor is increased. Inprovements are typically
will have a lower pressure drop across it made by changes to the carburetor
at wide-open throttle. Because the mani- (higher capacity), intake tract (manifold
fold vacuum is lower, the charge will be through the ports and valves), exhaust
denser. .. resulting in greater engine output. system (headers or free-breathing mufflers)
We must use greater care in selecting and valve timing (camshaft). Such changes
the correct size mechanical-secondary car- are similar to the things that a pump NOTE: When comparing carburetors on
buretor. When we slam the throttle wide designer would do to make an efficient the basis of their flow capacity, it is im-
open on a controlled-secondary carburetor, pump-he'd work to optimize the perfor- portant to know that one- and two-barrel
it operates only on the primary side until mance at a particular RPM. But, there is a carburetors are measured on a different
a specified higher air flow is reached. Thus, trade-off. When you make the engine a basis than four-barrels. The flow capacity
primary velocities are high, giving a strong better pump, the torque peak and the of one- and two-barrel carburetors is
metering signal. When we punch a mechan- entire torque curve are lifted to a higher measured at a pressure drop of 3.0 inches
ical-secondary carburetor wide open, air RPM band. Lower RPM performance is Hg. This figure has been used for many
flows through all of the venturis, hence reduced accordingly. years because th is is a typical wide-open-
velocities and signals are low. Double- Not all engines can be improved for throttle pressure drop across the carbure-
pumpers depend on the pump shot to sup- higher performance-better breathing- tor (manifold vacuum) in low- and medi-
ply correct mixture until adequate air flow without extensive modifications. This is um-performance engines. However, the
is established to start the main system. because the designers have purposely four-barrel carburetors are measured at a
The larger the carburetor-the higher optimized the low-RPM performance with pressure drop of 1.5 inches Hg. To relate
the air flow must be before the main sys- measures such as small-venturied carbure- the two measurements, use the formula
tems begin to feed. If the carburetor is tors, tiny intake manifold passages and CFM flow at 3 in. Hg = Equivalent flow
too large, the pump shot will be consumed ports, small valves actuated by short- 1.414 at1.5in.Hg
before the main systems start. This will duration camshafts with lazy action, low
EXAMPLE: For a 500-CFM two-barrel
result in a sag or bog. This is why double- compression, combustion-chamber design
pumper four-barrel carburetors are offered and restricted exhaust systems. Truck 500 = 354 CFM four-barrel equivalent
in so many sizes: From 600 CFM to 850 engines, low-performance passenger car 1.414
CFM in 50-CFM increments. When using engines and industrial engines are good Some automobile manufacturers rate
these carburetors, greater care must be examples. Keep such factors in mind Holley carburetors at other pressure
taken to match the carburetor with the when you are selecting a carburetor, drops, giving different flow ratings than
engine/vehicle package. because it is difficult-if not impossible-
Holley's specification. For instance,
Co-author Urich says Holley Technical to upgrade the performance of an engine
Chrysler rates the 2210 two-barrel at
Representatives constantly see too-large with such built-in restrictions. As they
2.0-inches Hg pressure drop at WOT and
carburetors installed. So he put together say, "You can't make a race horse out
uses a reduced CFM rating. Flow rates
this handy chart to aid in selecting double- of a mule." If the engine is so restricted
shown in Holley catalogs are standardized
pumper type carburetors. Follow it and that it produces peak power at 4,000 RPM,
at 1.5 in. Hg pressure drop for three- and
you'll get the right one for your applica- selecting a carburetor on the basis of feed-
four-barrel carburetors; 3.0 in. Hg for one-
tion. ing that same engine at 6,000 to 7,000
and two-barrel carburetors.
IMPROVED BREATHING INCREASES RPM is not wise. It's unlikely that the
Flow rates shown in Holley catalogs are
engine will ever run at those speeds-at
VOLUMETRIC EFFICIENCY AND standardized at 1.5 in. Hg pressure drop
least, not without extensive modifications.
POWER for three- and four-barrel carburetors;
The stock passenger-car engine is a And, a too-large carburetor will definitely 3.0 in. Hg for one- and two-barrel
reasonably efficient air pump-over a worsen the performance which was pre- carburetors.
viously available.

91
UNPACKING YOUR CARBURETOR Order the carburetor early. It may not Check for loose screws which attach
If you are buying your carburetor in a be obvious to you, but one of the first the top of the carburetor (if it has a top
store, unpack it before you pay for it. things to remember in building your cover), the screws which attach the float
Look at the inside of the box as you take engine is to get the correct parts together bowls (if it has bowls), and the screws
out each piece. Note whether one side of and then get the car assembled and tested which hold the accelerator-pump shooter/s
the box shows evidence of being damaged before setting impossible dates for com- in place-if these are used on the carb
from movement of the carburetor. If such pletion and first competition attempts. that you have purchased. Also check the
is obvious, check that side of the carb Many cars do not show up at major events screws which hold the castings together.
very carefully. Look it over slowly and because the builder has been over-optimis- Gaskets will compress after they have been
thoroughly to make sure that there has tic about the amount of time required to installed and it is important to check the
not been any shipping damage. Don't obtain all of the parts and then to assem- screws as described so that there will not
make a hurried examination. Although ble and test the combination. The owner be any fuel or air leakage after the carbu-
Holley packaging engineers constantly may lose an expensive entry fee as well as retor is installed.
improve the packaging, their best efforts missing the race. If you happen to take the carb apart to
are often in vain when the freight com- In the case of a Holley carburetor, it is look at its insides, put it back together
panies mishandle the shipments. You possible the supplier may not have the unit immediately upon finishing your inspec-
should be aware that it is quite possible you need in stock. He could have just sold tion so that the gaskets will not shrink
for the outside of a carton to look per- the last one and be waiting for a new ship- into an unusable condition. And, be sure
fectly intact-yet the contents may be ment to arrive. Or, the unit you require you check the accelerator pump/s for cor-
damaged. may be an extremely popular one which rect clearance at the end of the stroke if
Give the carburetor a visual inspection, has been selling so well that the factory is you are working with a two- or four-barrel
then hold the carburetor in your hand as temporarily unable to keep the distribu- unit with the diaphragm-type pumps.
you operate the throttle lever to make tion channels filled with enough carbu- A lot of magazine articles have indi-
sure that the throttles open fully and close retors. cated it is a good idea to take the throttle
without binding or sticking. A bent throt- If you ordered your carburetor early in butterflies off of the shafts or to loosen the
tle lever can occur. When it does, it is pos- the game-ahead of the time when you screws so that the throttles can be cen-
sible for the throttles to remain partly absolutely had to have it, then this pro- tered in the throttle bores. DON'T DO IT.
open (not return fully to idle or fast-idle blem will probably not give you any trou- Throttles are set against adjustment stops
position) when the lever is actuated. ble. But, if you wait until the day before and checked for the correct air flow
If you have ordered your carburetor you have to run your machine, it is con- before they leave the factory. If you hold
through the mail, give it the same inspec- ceivable that you could end up buying a the carb up to a light, you will see clear-
iton immediately upon its arrival. Don't carburetor which is not exactly the one ances around the throttles ... that's the
just open the box and look inside to make that you want or need. This usually means way it is supposed to be! You can end up
sure that it is the correct carburetor- you will buy the right carburetor later on- creating more trouble for yourself than
although that is important, as sometimes or else keep on using a carburetor not you can imagine if you happen to break
the wrong carburetor may be shipped- precisely right for your application. Plan off one of the brass screws. These are
check it over thoroughly as just mentioned. ahead and do your carburetor shopping staked at the factory so they will not turn.
Should there be a problem, proceed early. You'll be glad that you did. Be A quick visual inspection of the carbu-
carefully if you try to fix it yourself. If it sure to get the other pieces you need at retor will indicate which screws have been
is a simple thing-such as a bent throttle the same time, including fuel lines, extra staked.
lever-you may be able to remedy the pro- gaskets and jets, air cleaner, tubing wrench, In general, you should plan to bolt the
blem yourself easier than returning the new fittings and a fuel filter. carburetor on and run it before making
unit. However, if the casting has been any changes. Forget all the rumors and
BEFORE INSTALLING YOUR
damaged, it is obvious the part will have bench-racing discussion that you have
CARBURETOR
to be replaced. been participating in lately. Start with
Look the carburetor over carefully
The firm you bought the carburetor what the Holley engineers have found to
when you take it out of the box. Make
from will replace it. If you ordered the work successfully. They produce hundreds
sure that the carburetor operates easily,
carburetor from out of town, find out of thousands of carburetors every year-
opens to full throttle on both primary
what the supplier requires before you for all kinds of applications-and chances
and secondary barrels (assuming you have
send it back for replacement. In some are awfully good that the carburetor will
a two-barrel progressive carburetor or a
instances, the settlement of damage be very close to correct when it is bolted
four-barrel carburetor), and returns easily
claims will be between yourself and the onto your engine.
to idle position. The throttle shafts are
freight company (called the carrier). In Where the pump/s are in removable
equipped with adjustable stops. Throttle/s
other cases, the supplier will take care fuel bowl/s, check for correct acceler-
should return to rest against the adjust-
of this for you. ator-pump adjustment. Open the throttle
ment screws when the choke is open.

92
wide, then actuate the diaphragm lever
by hand. This is the 2- 1/8-inch-Iong lever
which pivo ts in the pump cover cast ing. This
leve r must have an add it iona l 0.0 15 - 0.020-
inch travel available at wide-open throttle
to ensure the pump is not bottomed in its
housing. This also ensures th e th rot tie will
not stick in the open position because of
excessive friction of the pu mp-operating
lever again st the plastic cam. Also check
that the pump-ope rating lever contacts
the plastic cam a t one end and the dia-
phragm lever at the other. While you
should be able to wiggle the di aphragm
lever back and forth sligh tly (horizon tally)
with your fingers with the throttle at idle ,
the slightest movement of the thrott le
should be transmitted through the pump
operating lever , causing the diaph ragm
lever to move .
The on ly excep ti on is that when a
green cam is used , 0.0 I 0 clearance is used .
at WOT to get correct actuation at idle .
INST ALLING YOUR CARBURETOR
I. Remove the air cleaner, ca refully
detaching any lines to the cleaner and Essential pre-installation checks for each accelerator p.ump on carburetors with remov-
marking them with masking tape so they able fuel bowls: (1) no clearance between the actuating-lever screw and the diaphragm
can be reassembled correctly. lever at curb idle, (2) you should be able to move the diaphragm lever enough farther at
2. Rem ove ex isting ca rburetor as follows WOT to allow inserting a 0.015 to 0.020-inch feeler gage as shown . Text provides more
(not all items app ly to every application, details.
of course):
A. Remove steel fuel lin e fitting ca refully
because it is reused in most instances. A Throttle and transmission linkages, smog-equipment connections and so forth can seem
fuel-lin e wrenc h wh ich contacts fo ur of hopelessly complex if you forget where each piece goes . Make a sketch BE FOR E you
the nut flats should be used because the take your manifold and/or carburetor off. Tag the various lines and connections with
fuel-line nuts are often quite soft and tend tape "flags" to identify each plainly. If you have a Polaroid camera , take a picture of
to round off instead of turning . Wh en this each side of the engine after removing the air cleaner and tagging any lines that lead to
happen s you will probably have to re sort it. Or, make a drawing to aid your memory.
to the handy Vise-G rip pliers to get the
nut out. This will to tally wreck the nut.
Then cut off the fuel line very close to the
end of the tubing . Going th rough the drill
of cutting and reflar ing requires a tubing
cutter and a flaring tool. These may be
rented from your nearby auto-pa rts house
in some instances . Getting the line off the
engine to all ow this work will require dis-
connecting the fu el line at the fuel pump.
If the nut at the carbure tor rounded off,
you can be sure the one on the fuel pump
will also . So go buy a tubing wrench be fore
taking the one off at the fuel pump or
you may have to create an entire new fuel
line to get the ca rburetor installed. The
wrench is cheaper in the long run.
B. Remove throttle linkage and automatic-
transmission controls from throttle lever.
Take off throttle-return spring and note
its ancho r points for correct reassembly.
93
base gasket. Hold it against the manifold
flange to make sure there is plenty of
clamping area to hold the gasket in posi-
tion . Look to see whether any openings
do not match up. When you are satisfied
the gasket is correct for the manifold,
hold the gasket against the carburetor
base to see if it fits the throttle bores,
mounting holes and general shape of
the base. Place gasket on manifold.
E . Place ca rburetor on manifold and add
any brackets held in place by the attach-
Holley adapters allow mating carburetor flanges to different manifold stud/bore pat- ment hardware-including throttle-linkage
terns. Although such adapters must be used in some instances, it is preferable to use a and solenoid brackets if such are used.
manifold with the matching stud/bore pattern for the carburetor to avoid flow losses. Install nuts and/or bolts and tighten them
In the case of the Holley 4500, the flow loss is severe when it is adapted to a non-4500 gently against the carburetor flange. Then
manifold. cross-tighten the bolts/nuts alternately to
5 to 7 Ibs. ft. torque. Overtigh tening can
cause a warped throttle body which will
bind the throttle sha fts so throttle action
C. Remove PCV hose if it is attached to A. Install any new studs which are is stiff. Vacuum-operated secondary throt-
carburetor. required. Use double-nut technique to tles may never open if the base is warped.
D. Remove distributor spark hose/s, label- install studs. Use Loctite on studs if In the worst case, overtigh tening may snap
ing these to keep vacuum and timed-spark available. Install manifold-flange gasket. off a corner of the carburetor base. That
hoses separate for correct reinstallation . If a metal heat shield is used to protect is expensi ve and time-consum ing.
E. Remove fresh-air hose if one is used the carburetor base from exhaust gases If the carburetor has vacuum-operated
and label it. Remove any other hoses such in the heat-riser passage , place the thick secondaries, hold the throttle wide open
as gulp-valve hose (for air-injection- (0.080-inch) manifold-flange gasket under and operate the secondaries by hand ,
equipped cars) and connections to power steel heatshield. No gasket is used between making sure they will open easily against
brakes, etc. Label these. the shield and the carburetor. Pay atten- the spring and are closed freely by spring
F. Detach choke linkage at the carburetor, tion to the gasket combination used by action. Any binding should ca use you to
noting whether it pulls or pu~hes to close the automobile manufacturer. Duplicate suspect uneven tightening of the nuts hold-
the choke pia te. it as nearly as possible. ing the carburetor to the manifold . If
C. Remove the nuts and/or bolts and lock- B. Some items used on the original car- they are overtigh tened or tigh tened
washers attaching carburetor to manifold , buretor may have to be transferred to unevenly, the base may warp, causing bind-
taking care to avoid dropping into the car- the new one. These may include linkage ing of the secondary shaft. If you fail to
buretor. Covering the top of the carbu- ball connections, or lever extensions. If check this point, the secondaries may
retor is a good idea at this point. If you the original throttle lever has a non- never work and you'll lose a lot of perfor-
drop any nut, lockwasher, cotter key, removable ball, a corresponding ball will mance .
piece of linkage or wha tever, STOP. Find be found in the loose parts supplied with F. Connect throttle and transmission
and recover it before proceeding. Observe the carburetor. These are in a small enve- linkage . Connect throttle-return spring.
and note the position of any brackets held lope in the carburetor box . Operate linkage to ensure nothing binds
on the engine by the carb uretor-attach- C. Some items on the new carburetor may as the throttl e is fully opened and then
ment hardware. Lay these aside so they have to be removed to adapt it to a particu- closed. Make sure that the throttle returns
will not fall into the manifold when the lar application. Examples include a lower all the way to idle without sticking or
carburetor is pulled off. Before you lift throttle-lever extension on some 4165 car- binding with choke held wide open.
the carburetor off of the manifold, check buretors. This is removed on some big- Make sure the levers don't hit any-
carefully to make sure nothing loose can block applications. The 500 and 650 CFM thing as the throttle linkage is actuated.
fall into the manifold ... such as a nut, two-barrel 2300 and some 4150 carbu- Make this check by having a friend actuate
bolt , fitting , cotter key or whatever. retors with universal throttle linkage may the linkage with the foo t pedal as you
H. Carefully pull the carburetor off the require removing a Chrysler-type lever to observe the operatio n of the linkage. Look
manifold. If it sticks, tap it gently at each adapt the carburetor to Chevrolet and in the carburetor to see for yourself wheth-
side with a rubber or plastic mallet. Ford installations. Details on the universal er the throttle pia tes are 100% open in
Clean the intake-manifold mounting sur- linkage just mentioned are contained in both the primary and secondary barrels.
face carefully, taking care to keep gasket the section on the 3310 carburetor else- Don't try to make this check by cperating
pieces from getting into the manifold. where in this book. the throttle with your hand at the carbu-
3. Install new carburetor as follows (not D. One of the easiest ways to prevent retor or by looking at what the levers
all steps apply to every application): manifold leaks is to check the carburetor appear to be doing . Slack or play in the

94
linkage may allow full throttle when may be dirt in the needle and seat assembly.
moved at the carburetor , bu t give less B. If flooding continues , stop to correct
than full throttle when the foot pedal is cause . First try tapping the carburetor
depressed. If the foot pedal movement lightly with the handle of a screwdriver. If
does not give full throttle, examine the this does not stop the flooding, remove the
linkage to see what minor changes or fuel line and take off the carburetor top or
adjustments may be needed in the linkage float bowl (depending on how that particu-
connecting to the carburetor. Do not lar carburetor is constructed). Check the
change the linkage or levers on the car- float setting. If it is o.k., the chances are
buretor itself because simpler adjustments there is dirt under the needle. If the needle
are usually provided on the vehicle cable and seat are separate items, pull the needle
housing or linkage rods. out of the seat and blowout the seat with
Don't think checking for full throttle compressed air fr om both sides. If the
is only for amateurs. Experts have been needle and seat assembly is not of the take-
tripped up on this point ... whether they apart type, unscrew the entire needle and
care to admit it or not. seat from the float bowl and agitate the
Check both the pump and the throttle assembly in solvent, then blow it out with
levers to make sure nothing is in the way. compressed air.
Sometimes the carburetor has to install on 6. Fast-idle setting is usu ally adequate for
MAC S-141 1-inch end wrench (extra-
an aluminum spacer to get clearance for most vehicles . If a particular application
slim) is ideal for fuel -inlet nuts . Works on
high-capacity accelerator pump/s. Install requires adjustment, use the following pro-
the diaphragm-type power valves, too-if
air cleaner and make sure it does not hit cedure: With engine running, advance
used with care.
any portion of the linkage. Operate the throttle and place fast idle cam so speed
hand choke if there is one so you can screw contacts top step of cam. On this
determine whether any clearance problem step, set fast idle at approximately
exists. 1600 RPM.
G. Install choke linkage for divorced If your vehicle has T.C .S. (Transmission
choke. Hold throttle lever partially open Controlled Spark advance) your adjustment Avoid gasket stacks or packs-These com-
and operate choke manually to make sure of fast-idle speed is being made with no press unevenly so that the carburetor
it operates freely_ vacuum advance in neutral. When the engine base warps to bind the throttl e shaft.
H. Reconnect appropriate hoses to carbu- is cold, there will be vacuum advance and They often allow one of the corners of
retor. If additional fittings should be the speed may be too fast (objectionable). the throttle base (mounting flange) to
required, transfer them from the old car- Make subtle changes to get it where it suits break off. Always use a thin gasket such
buretor if you can. you. as the O.025-inch thick one supplied by
I. Flush fuel line . Pull primary wire from Holley with the diaphragm-secondary car-
GET ACQUALNTED WITH IT!
coil and insulate its end with a piece of buretor. Otherwise use the gasket sup-
Once you have installed your new car-
tape so it won't spark. Hold a can under pi ied with the carburetor. No gasket
buretor, live with the new combination
the open end of the fuel line and catch sealer is required if the carburetor base
for a few days before beginning your
the fuel as the starter is used to crank the and manifold flang e are clean and flat.
tuning efforts. Naturally, you will want to
engine. Connect fuel line to carburetor or Do not stack gaskets together to get
set the idle correctly (to exac t specifica-
fuel-line assembly . In some instances a clearance for lever operation, regardless
tions if your car has emission-control
minor bend may be required in the fuel of how badly you want to get your en-
devices), check the ignition timing with a
line or you may have to shorten the fuel gine running . Do it right or you could
timing light and make sure the spark plugs,
line and re flare the end. end up buying an entire new carburetor
points, cap and wires are all in tip-top
J. Remove air-cleaner stud from old car- body or throttle base. Because these
shape.
buretor and install it in the new one, or parts are not ordinarily stocked by even
By driving the car, you will learn what
use one provided. the largest dealers, there could be a long
you have. If you are drag racing, get your
4. Crank the engine or turn on the elec- wait for pieces to reassemble your carbu -
times consistent by working on your driv-
tric fuel pump to fill the carburetor with retor. If the throttle body is not a sepa-
ing technique before you start tuning .
fuel. Check the fuel-inlet fitting/s for leaks rate part, you will have to buy a new car-
There are enough variables without adding
and tighten fittings to eliminate any leaks . buretor because the main body is not
in consistent driving. This is especially
5. Start the engine. Depress the accelerator sold as a replacement part. If you need
important if you have changed from an
pedal to floor and allow to return to nor- additional clearance to install a carburet-
air-valve-secondary carburetor (such as a
mal. This charges the manifold with fuel, or with a high-capacity accelerator pump,
Q-Jet) or a vacuum-operated-secondary
sets the choke and fast idle. With foot off make a 1 /4-inch-thick aluminum spacer
carburetor to a dOUble-pumper with a
accelerator pedal, crank engine until it and use a thin gasket on top of the spacer
mechanical-secondary linkage.
fires, repeating the previous two steps as and one on the bottom.
Many details related to tuning are pro-
required. vided in a later chapter on the carburetor
A. If the carburetor floods over, there and perfonnance.
95
CHECKING FUEL LEVELS OR FLOAT
SETTINGS
Installing the carburetor and pumping
, ': j
fuel to it is the only easy way to check

~ ;: .::/'1
r . ~' ,.
whether the needle/sea t will seal correctly.
Turning the carburetor upside down and
blowing into the fuel inlet is not an ade-
' :, t'" quate test because your lungs cannot
:' . . develop as much pressure as the fuel pump .
When the carburetor is installed and the
. .~ " "1
; -." '
v
" '
engine is started, observe whether there is
any flooding in to the manifold . If there is
no seepage or flooding into the throttle
bore, chances are the fuel level is o.k. If
the carburetor does not have externally
adjustable needle/seat assemblies and sight
j
plugs, give the car a test drive. If the car
can be driven normally without dying at
stops, you can assume that the fuel level
is probably o.k. If the fuel level is too
high, fuel will spill into the throttle borels
7 and the engine will die out at stops or
• * ." after severe braking .
High-performance Holley carburetors
have the advantage of externally adjust-
Although special tools for Holleys were origianally made by several tool firms, the only able needle/seat assemblies and fuel-level
supplier now is Kent-Moore Tools, 1501 S. Jackson St., Jackson, MI 49203. Tool 1 in sight plugs which allow checking fuel
photo is hand-made X-driver with T-handle for piston-actuated power valve 2. Piston- levels and setting them without taking
actuated poviier valve 3 can be removed or installed with special socket 4 (use K-M the carburetor apart and without taking it
J-10185) which is a screwdriver with a hole in the center. Diaphragm power valve 5 is off of the engine.
used with socket 6 (K-M J-10234). Main-jet socket 7 (K-M J-1 0174-01) is for main jet 8. If the engine has a mechanical fuel pump,
lower the fuel level by loosening one bowl
screw and allowing some fuel to leak out.
Retighten the screw . Then run the engine to
More tools : Bottom pliers are for removing/installing Corbin clamps used on fuel and see whether the fuel level returns and stays
water hoses. They are made by several firms. Two tubing wrenches in center are Sears where it is supposed to be. If you adjust the
Craftsman. Popular 1/2-9/16-inch size is not shown but should be part of your set. needle assembly so the level is just below
Top MAC S-141 wrench is needed for fuel-inlet nuts. the point where it would spill through the
sight plug hole and check to see it stays
there, then you can raise the level until
the fuel just spills through the plug hole .
's 141
That way, you have assurance the needle
and seat assembly is holding and the
level is as it should be.
Any installation with an electrical
pump can be checked by turning the
pump on without running the engine to
make sure that the needle and seat assem-
blies are holding and not "creeping."
Then run the engine to make sure the
level stays where it should. Be sure to
reinstall the sight plugs after cheCking
levels.
The main problems with fuel-level
changes are caused by the forces imposed
on the carburetor when it is shipped. Jar-
ring forces encountered in transportation

96
can bend the tabs which establish the room floor . This attention to detail can production automobile must pass critical
float/needle relationship. We've even seen provide impressive performance improve- computer-controlled tests which check
float bumper spJings dislodged from the ment as an immediate payoff for the time whether that individual carburetor per-
underside of the floats. and care invested in the project. forms to tight specifications which ensure
Once a carburetor is installed on a car, "Blueprinting," is now applied to the it will provide correct performance
the fuel level established by the float set- precise preparation and rebuilding of any (including low emissions) when it is
ting seldom changes. This means the sim- component in the engine or chassis. But, installed. If the carburetor is "out of spec,"
ple task of setting the level is usually a it is a mistake to use the word or concept any "blueprinting" must be done by
one-time thing with occasional checks to in relation to a Holley high-performance Holley because the unit has to pass the
make sure the level is still o .k . original-equipment or production-replace- qualification tests before it can be shipped .
Don't raise or lowe r the fuel level ment carburetor. Tearing a new carburetor These requirements are laid down by law.
except to get it to specification . It has apa rt and atta cking it with drills, trick Production techniques used to manu-
been calibrated at the factory fo r corner- linkages and so forth is like overhauling a facture these carburetors have been
ing, turns, spin outs , brake stops and new watch or micromete r when you first developed over years of making carbu-
accelera tions . get it ... something you probably retors to be right when an automobile
Float levels are most critical with high wouldn't consider doing . There would be manu facturer-or an automotive enthu-
G-loadings because those affect fuel too much chance of ruining it-and void- siast bolts one onto an engine. Thus ,
handling in the fuel bowl - Slosh prob- ing the guarantee-before you could use it. regardle ss of what you may have read to
lems in the fuel bowls are severe . Just Carburetors are made very precisely the contrary, very little needs to be done-
imagine trying to hold a cup of coffee because they have to accomplish an or can be done-to one of these precise
in a car without sloshing during a burn- extremely accurate job of metering fuel devices to "make it better" before you
out or a panic stop! That should give and air into the engine . They have to be use it. If "trick" things or special assem-
you some idea of what happens inside correct before they are shipped. Every bly techniques were reqUired to make the
the carburetor fuel bowl/s oThe only time single carburetor which will be used as carburetor right for high performance,
that the float level might be changed original or replacement equipment on a these would be incorporated and fully
would be for drags or super-speedway use .
The secondary level might be raised
slightly, but expec t a brake-stop stall as
the result.
Avoid taking off the bowl cover or car-
buretor top on any carburetor whi ch uses
a built-in vacuum-piston for the power
valve-unless you have a replacem ent gas-
ket handy . If you take the top off and the
gasket tears, especially in the area whe re
the vacuum passage from the carburetor
body enters the mating passage which •
supplies vacuum to the power-valve pis-
ton, the power valve may be held open
constantly. Where a carburetor is being
assembled and disassembled for calibra-
tion purposes, it is common practice to
apply talcum powder to both sid~ s of the
gasket so sticking will not occur. '
BLUEPRINTING HOLLEY
CARBURETORS
"BluepJinting" has become an impor-
tant word in the enthusiast's vocabulary.
The word , as applied to an engine , means
bringing all of the parts of a production
engine into the correct relationship by
matching and mating, balancing and Model 2280 two-barrel carburetor is standard equipment on many 1978-79 Chrysler
remachining as required to get the combi- Corporation 318 CID engines; is a replacement for 1962 and later Chrysler products
nation into a near-perfect state suitable with 273 and 318 CID engines. It replaces Rochester 2GC carburetors on 1964-73
for performan ce application. Blueprinting Chevrolets with 283, 307 and 327 CID engines; and on 1968-69 Buicks. Airflow
is often done on brand-new engines right capacity is 255 CFM. The three-piece aluminum design includes metric metering jets
out of the crate or just off of the show- and a gradient power valve. It has an SAE 1-1/4" throttle-body flange.

97
tested before the design was released to Fuel Supply System-Read the last chap- USE THE RIGHT GASKET-Holley
one of the Holley manufacturing plants. ter for important details on fuel-lines, fuel supplies the correct gasket with the car-
The authors are fully aware that numer- filters and fuel pumps. buretor when you buy it. When replacing
ous magazine articles are printed every a gasket, always try to duplicate the one
Adapters-A carburetor should be installed
year-pointing out "fixes" to be made to which came with the carburetor: Shape,
directly onto its manifold without an
new or used carburetors for more perfor- hole sizes, bolt pattern and thickness.
adapter whenever this is possible. Adapters
mance. Almost without exception, these Gasket thickness can be very important
do not usually provide optimum air-now
have been tried at Holley's engineering because it often relates to the choke rod
characteristics. Many actually reduce the
labs and in field tests--and discarded as for attachment to a divorced choke bi-
carburetor's now capacity. In general it
being unworkable or not generally appli- metal. The wrong gasket thickness can
is best to buy a carburetor that fits the
cable. Great care in selecting, installing manifold to be used. Or, it is sometimes cause the choke to malfunction-or not
and tuning your carburetor is the best possible to drill and tap the manifold to work at all. When you put the carburetor
"trick" you can pull out of your bag or fit a slightly different stud pattern. In the on the manifold, operate the throttle
tool box to get the utmost in performance case of a four-barrel manifold with "stan- before you tighten the flange nuts. Make
and satisfaction. dard" pattern, the double-pumper or one sure the throttle opens and closes
WHICH CARBURETOR IS THE RIGHT of the vacuum secondary carburetors smoothly. Be positive the throttle linkage
ONE FOR YOUR ENGINE? should be used. Or, if the manifold is does not hang up on any part of the gas-
There are enough different Holley car- designed for a spread-bore stud pattern, ket or manifold.
buretors available as aftermarket models the 4165, 4175 or 4360 can be used. An
that any engine can be correctly mated adapter may raise the carburetor high
with a carburetor that is really RIGHT ON enough so a special air cleaner will be
for the engine and application. required to gain hood clearance. And, in
Some builders fall in love with a cer- some instances throttle and choke link-
tain Holley size, such as the 850 CFM and age and fuel-line-attachment problems
disregard all of the other sizes, regardless may also be caused.
of the fact that a larger or smaller carbu- BASIC WARRANTY POLICY
Tubing vs. Hose Sizes-Tubing is typically
retor might be correct for matching a Holley Carburetor Division warrants
measured by its outside diameter; hose is
particular application. The reason so many each Holley product, or parts thereof, to measured by its inside diameter. An easy
different types of carburetors are built is be free from defects in workmanship and way to remember this is that hose will fit
there are different kinds and sizes of material if product or parts are properly over tubing of the same listed size: 3/8-
engines and their requirements are not the installed, adjusted to specification as inch hose slips over 3/8-inch tubing. Pipe
same. Holley would certainly prefer to required and subjected to normal use is also measured by inside diameter.
build fewer types of carburetors if this and service.
could be done and still match the various Holley Carburetor Division's total obli-
needs of the engines which will use them. gation under this warranty is limited to
Now, it is obvious from the outside that repair or replacement of any Holley
the carburetors-many of them, at least- product or part found defective within
are quite similar in many ways. But, the 90 days after installation. Effect of air leakage on idle speed-Any
mechanical secondary, vacuum secondary, Conditions Not Covered by Warranty- air leak into the intake system affects idle
double pumper, single pumper, non-pull- Failure caused by the following condi- speed and qual ity. Air leaks can be
over discharge nozzle with remote check tions voids warranty on Holley carbu- caused by worn valve guides, worn
valve, discharge nozzle with check valve retors: Poor quality of gasoline, dirt or throttle-shaft bores in the carburetor,
just under it, rubber-type pUITlP-inlet other comtaminants, gums or varnish, holes in any hose connected to intake·
valve, ball pump-inlet valve, side-hung and water or corrosion, modification, impro- manifold vacuum, non-sealing gaskets
center-hung float, and so on are all varia- per fuel-inlet pressure, installation damage, where the manifold joins the cylinder
tions born because of specific needs. It improper adjustment, improper installa- head or carburetor. Leaks in any compo-
may not be obvious if you are not a manu- tion, faulty repair. nent attached to the manifold-such as
facturer, but every change costs money to vacuum motors, power·brake accumula-
design, to build-and then to supply as tors, etc., can also cause problems.
complete assemblies or as replacement
parts. So, these pieces exist for a reason
and after you have read this book, the
reasons will be easier to understand-and
you'll be right at home when you specify
a particular carburetor for your own or a Fuel supply system-Read the fuel-system
friend's engine. chapter for important details on fuel-lines,
fuel filters and fuel pumps.

98
SORTING OUT THE GASKETS-Throt-
tle bores of non-spread-bore Holl ey four-
barrels range from 1-3/ 16 t o 1-3/4 inch.
S pread-bore 4165/ 4175's have 1-3/8 inch
primary and 2 inch secondary bores. Th e
4360 has 1-3/8 inch primary an d 1-7/16
inch secondary bores. Always check the
gasket against the carburetor base. Make
sure the gaske t does not hang into the
throttle bores to act as a re str ictor or
obstruct throttle operation. Som e GM
manifolds have heat tracks-others do
not. The following info from the Chev-
rolet Parts Book and Holley 's Perfor- ',,--
mance Parts Catalog may he lp .
Square-flange Holleys on manifolds with l / ..
heat tracks (thru 1969), use 0.01 O-inch
stainless-stee l heat shie ld GM 3884575
with GM 3890495 or 8BP-1331 gasket .
Square-flange Holleys on manifolds with-
out heat track, use GM 3849825 or 8R - Heat shield surface marked TOP goes against carburetor base_ This is GM 3884576 or
1077 thin gasket (0.020-inch-thick) for Holley 8BP-1567. Center gasket, GM 3884574 or Holley 8BP-1473 fits between heat
vacuum -secondary car buretors . Thin shield and manifold flange and must be placed so arrowed sections mate or there will be
gasket ca n't be compressed mu ch, so an exhaust leak . This arrangement was used on Chevrolets through 1969. 1970 and
there is littl e chance of warping th e later eliminated the heat shield. Gasket/spacer at right , GM 3998912 or 8BP-1683 has
ba se when you tighten the flange nuts . phenolic bushings around stud holes. Note the heat shield in the photo below . One of
nuts. these for spread-bore-type carburetors is GM's 3969837.
1970 and later small-blocks with Holley
(l1on-spread -bore), use 1/4-inch-th ick
hard-composition insulator/gasket GM
3999198 or 5/16-inch- thick 8BP -1392.
Square flange Holleys on manifolds without
heat track, use GM 3881847 or 8R -1077 Two non -spread-bore Holley spacer/gaskets supplied as Chevrolet parts . At left is
thin gasket (0.020-inch-thick) for 3999198, a 1 /4-inch-thick composition gasket used on Holley-equipped 1970-71 small-
vacuum -secondary types. 8BP-1446 block Chevys . Aluminum heat shield 3969835 for 1970 big-blocks with Holleys has
can be used with mechanical-secondary attached gaskets to give 1/4-inch thickness . Cutouts clear 3310 and Chevrolet and
carburetors if care is use d in tightening Holley double-pumpers . A 1/4-inch spacer is required between carburetor base and
so you don't warp the base. shield if a high-capacity accelerator pump is used. You could use 8BP-1392, a 5/16-
Aluminum heat shield for Holleys (any inch-thick heat insulator. When using any gasket/spacer under the carburetor , be
non -spread -bore except 4500's) 7 x 13 sure the openings do not restrict primary or secondary throttle bores or throttle
inches, 1/ 4-inch thick at gasket area. operation .
Added 1/4 -inch spacer (GM 3999198,
8BP-1392) required (or cutout) if .. ..
h igh -capaci ty accelerator pump/s used.
Holley 4165/4175 or 4360 replacing
Q-jet thru 1969 models, use 0 .0 1O-inch-
thick stainless-s tee l heat shi e ld GM
3884576 or 8BP-1567 against carburetor
base. Use GM 3884574 or 8BP-1473
between heat shi e ld and manifold flang e.
Holley 4165/4175 or 4360 replacing
Q-jet on 1970 and later models, use GM
3998912 or 8BP-1683- a gasket wi th
phenolic bushings around stud openings .
Aluminum heat shield for 4165/4175
or 4360 with integ ra l 1/ 4-inch-thick
gasket area is GM 396983 7 . Requires
cu tout or 1 /4-i nch spacer (GM 39989 12)
to clear high-capacity accelerator pump
at rear of 4165.

99
GASKETS FOR MODELS 2300, 4150/4160, 4165/4175 AND 4500 CARBURETORS

Several metering-block, metering-plate


and fuel-bowl gaskets are used for these
carburetors. Unfortunately, few are inter-
changeable. When disassembling your
carburetor, keep the old gaskets soaking
in a can of gasoline or solvent to compare

:.r.··· .,:~.
to the new ones. Old gaskets (or new ones
left in the sun) can get all out of shape
if they dry out. Then it can be hard to
figure out which ones you need. You
want to be sure to replace the gaskets
with the correct new ones. Holley Perfor-
mance Parts Catalog lists correct gasket
numbers for most popular carburetors.
Holley Illustrated Parts & Specs Manual SR·1779, SR-1023 and SR-1571-RC- 4
• •
SR-17S1 and SR-16S5-RC-Same as gasket

Primary metering-block gasket for most 3, except with slotted idle-channel areas (not
lists gasket and PEP repair kit numbers
Model 4150, some 4160, early 4165 and on black gasket) for improved idle operation
for all Holley carburetors. Some PEP most 2300 carburetors. It is also used as a where gasoline additives and high heat cause
kits contain more than one type of gasket secondary-mete ring-block gasket on double- gasket distortion in these areas.

· ... - ....
so one kit can be used to service several pumpers. Not used where there is an
carburetor numbers. accelerator-pump transfer tube. Also used
for Model 4500's without an intermediate
Some original-equipment gaskets are
system such as 7320 and 4575.
adhesive-treated for improved sealing.
• • •• •••
·1· ••
Extra effort may be required to dis-
assemble carburetors with these gaskets.
• •
• ••
To make things less confusing, the
available gaskets are shown here with •···1.....•...•..
• •• •• • • ••
information on their general use. When
buying gaskets in bubble packs, the
•• • • 5

SR-17S0 and SR-1352-Secondary fuel-


number will include BP instead of R.
bowl gasket for Model 4160 and 4175
For instance, five 8R-l 023 gaskets carburetors and diaphragm-operated out-
are sold as bubble pack 8BP-l 023. Where 2 SR-1779 and SR-16S4-RC-Same as gasket board 2300's on 3 x 2 manifolds.

-.•
the part ends with RC, this is a resin- 1 except has slotted idle-channel areas (not

• ••• .
coated gasket recommended for street on black gasket) for improved idle operation
use anywhere high underhood tem- where gasoline additives (low lead,

peratures are encountered. detergents, etc'! and high heat cause gasket
•••
• •
distortion in these areas.
••
- . •• • •
Mating holes for locator pins on the
• ••
•• •• .
metering blocks ensure that gasket


openings will line up with those in the ••
•• ••
metering block, metering plate or fuel
bowl. If the gasket looks like it doesn't
fit, flop it over and try it another way.
••

• • •


6 SR-1522-Primary and secondary metering-
Black Gaskets-Where more than one part
number is shown, the first number is for •• •• block gasket for Model 4500's with inter-

• •
mediate systems such as List 6214 and
an improved black composition gasket
introduced on some carburetors in 1978.
• 6464.


3 SR-17S1 and SR-1S72-RC-Used on same
The new gaskets are the best ones to use
as they are not subject to shrinking or
carburetors as gaskets 1 and 2 when • ••• - . I· •
swelling. While they provide improved
equ ipped with an accelerator-pump transfer
tube (page 56). Used on all late-model

sealing, they may not be reusable when
the fuel bowl or metering block is re-
4165/4175 and a few 4150 carburetors.
Also used on primary side of some 4160'5.
••• •
•••• ••

Gaskets 1 and 3 are not interchangeable, but
moved for jet or power-valve changing.
a 3 can be made from a 1 or 2 by cutting
Be sure to have new gaskets handy if out a half circle to clear the transfer tube.
you are taking your carburetor apart for 7 SR-1561-Metering-block gasket for Model
any reason. 2300, List 6425650 CFM two-barrel.

100
-
••• ••• . • . ••• ••
• •• ••
S




SR-1594-Primary metering-block gasket

for Model 4160 Chrysler applications begin
ning in 1968.
11 SR-726-Secondary metering-plate gasket
for some Model 4160's. 14 SR-17S3 and SR-1 022-Fuel-bowl gasket
for Models 2300,4150,4160 and 4500.

12 SR-1175-Secondary metering-plate gasket 15 SR-17S2 and SR-1579-Fuel-bowl gasket


for Model 3160 three-barrel. for all model 4165 and some 4150, 4160
9 SR-17S4 and SR-1576-Primary metering- (primary side) and 2300. Also primary-bowl
block gasket for Model 4160 Chrysler
gasket for 4175. Differs from gasket 14 in
carburetors with accelerator-pump transfer
that it works with newer pump system with
tube. Gaskets 8 and 9 are not interchange-
discharge check in the metering block.
able, but you can make a 9 from an 8 by Difference is in the position of the slots
cutting out a half circle to clear the transfer
(arrows).
tube.

NOTE- Both 14 and 15 have been changed so


13 SR-1437-Secondary metering-plate gasket there is only one accelerator-pump hole.
for Model 4160 Chrysler and outboard Earlier versions had two holes. Newer gaskets
Model 2300 on some 3 x 2 applications with must be installed so the holes line up or there
diaphragm-operated throttles. will be no pump shot. Black gaskets do not
have the long idle-well slots as shown in gaskets
10 SR-1174-Secondary fuel-bowl gasket 2 and 4. Because the black material does not
for Model 3160 three-barrel carburetor. swell, the slots are not required. That is why a
single black gasket can be used for 1 and 2, and
another black gasket serves both 3 and 4_

101
Ca,bureto,/maftifold Relatioftlhip

Holley Street Dominator manifold for


Pontiac32~350.400.428and455
elD engines with or without EGR. Flange
is drilled and tapped to accept either
spread-bore or square-flange Holley car-
buretor.

BASIC DESCRIPTION consider some liquid fuel is nearly always through the carburetor and manifold tends
The intake manifold mounts the car- moving around on the walls and floor of to maintain turbulence, but turbulence re-
buretor and provides connecting passages the manifold. Controlling this by various duces flow. Velocity helps to maintain fuel
between the carburetor throats and the devices such as sumps, ribs and dams is droplets in suspension, thereby tending to
cylinder-head ports . A manifold has to extremely important in ensuring equal F/A equalize cylinder-to-cylinder F/ A ratios.
divide the fuel, air, exhaust residuals and ratios for all cylin\iers. As an aid to vapor- If the mixture is allowed to slow, as occurs
recirculated exhaust (EGR) equally among ization and as part of controlling liquid wherever a passage size increases, fuel may
the cylinders at all speeds and loads. Each fuel which has not been vaporized (or separate from the air stream to deposit on
cylinder should receive the same amount which drops out of the mixture due to an in- the manifold surfaces. This causes varia-
of the fuel/air mixture with the same F/A crease in absolute pressure), heating of the tions in the F / A supplied to the cylinder.
ratio as all other cylinders to allow mini- manifold is also essential , except for all-out Passage design should give sufficiently
mum emissions and for maximum power racing manifolds. To avoid gravity influ- fast mixture flow to maintain good low
production. ences which could cause uneven distribu- and mid-range throttle response without
As part of the design, passages should tion of the liquid fuel, the manifold floor reducing volumetric efficiency at high
have approximately equal length, cross- and carburetor base are typically parallel to RPM. And, the internal design of the
sectional area and geometric arrangement. the ground-instead of parallel to the passages must carry the fuel/air mixture
For various reasons, this cannot always be crankshaft centerline which may be angled without forcing the fuel to separate from
done, so flow-equalizing features are often for drive-train alignment. the air on the way to the cylinder head.
used to make unequal-length passages Small carburetor venturis aid fuel/air When a mixture of fuel and air is forced
perform as if they were nearly equal. velocity through the carburetor and into to turn or bend, the air can turn more
Because the manifold has to distribute the manifold and generally aid vaporization quickly than the fuel and the two may
both gas and liquid, the designer has to and hence distribu tion. High-speed air flow separate. When fuel separates from the air,

102
a cylinder being fed with the mixture
after the bend will receive a leaner F / A
ratio than if the fuel had stayed with the
mixture stream.
Pulsing within the manifold must also
be accommodated. This phenomenon, also
called back-flow or reversion by some,
occurs twice during a four-cycl e seq uence .
A pulse of residual exhaust gas enters the
intake manifold during the valve-overlap
period when both the intake and exhaust
valves are off their seats. Another pulse
toward the direction of the carburetor
occurs when the intake valve closes. Either
of these pulses may hinder flow in the
manifold. In the most severe cases, the
pulsing travels through the carburetor to-
ward the atmosphere, and appears as a
fuel cloud standing above the carburetor
inlet. This is called "standoff."
Fuel is metered into the air stream
regardless of the direction of the stream
-down through the carb uretor-or up
through it from the manifold. The phe-
nomenon occurs in some degree in most
manifolds and in a marked degree in
others-as we will discuss later in this
section.
F / A ratio differences between cylinders
are often remedied by using unequal jet
sizes. Ri cher (larger) jets are used in a
section of the carburetor feeding lean
cylinders and leaner (smaller) jets are
used for those carburetor barrels feeding
rich cylinders. Although unequal jetting
-commo nly called cross- or stagger-jetting
is a partially effective remedy - in such
situations the manifold is at fault.
Stagger jetting is not very effective with
plenum or single-plane manifolds because
all cylinders share the output of all carbu-
retor barrels.
Manifolds also provide mounts for
other accessory devices, some times serve
as tappet-chamber covers and may provide
coolant passages or attachments . Provisions
for choke operation, including a mount
for a bi-metal thermostat and exhaust Holley introduced the new Pro-Dominator plenum-type manifold for small-block
heat passages to this unit may also be Chevrolets in the Fall of 1978. Future versions will fit small-block Chrysler (W-2 heads)
included . and Ford 351C. Removable tops are available to mount two 4500 or 4150 carburetors
BASIC MANIFOLD TYPES to discharge directly over the runners. Small plenum volume and relatively short runners
There are a number of different mani- produce maximum horsepower in the 8,OOO-9,000-RPM range. Development was
fold types: Single-plane, two-plane, high- accomplished with air-flow and dynamometer studies, as well as extensive track testing.
rise single- or two-plane, individual- or These photos are of the prototype.
isolated-runner (IR) and IR with plenum
chamber (Tunnel, Plenum or Channel
Ram).

103
Types of V-8 manifolds Single-Plane Manifolds-Roger Hunting-
ton, in a CAR LIFE article, "Intake Mani-
folding," said, "The very simplest possible
intake-manifold layout would be a single
CROSS-H chamber that feeds to the valve ports
on one side and draws from one or more
carburetor venturis on the other side. This
is called a 'common chamber' or 'runner'
Cross-H or two-level manifold feeds half (single-plane) manifold. Common-chamber
of cylinders from one side of carburetor - manifolds have been designed for all types
other half from other side of carburetor_ of engines-in-line sixes and eights, fours,
Two sides of manifold are not connected. V8's. It's the easiest and cheapest way
to do the job. In fact, most current in-line
four and six-cylinder engines use this type
of manifold."
SINGLE-PLANE In the same article, Huntington also
explained, "But we run into problems as
we increase the number of cylinders. With
eight cylinders there is a suction stroke
starting every 90° of crankshaft rotation.
They overlap. This means that one cylinder
will tend to rob air-fuel mixture from the
Single-plane manifold has all cylinder in- one immediately following it in the firing
take ports connected to a common order, if they are located close to each
chamber fed by the carburetor_ other on the block. With a conventional
V8 engine there are alternate-firing cylin- .
ders that are actually adjacent-either 5-7
on the left in AMC, Chrysler, GM firing
order or 5-6 or 7-8 in the two Ford firing
orders."
Two-plane (Cross-H) manifolds have
PLENUM-RAM been shown to be more throttle- and torque-
responsive at low- and mid-range than
most-but not all single-plane designs.
As of 1970, performance manifolds of the
single-plane variety began to appear in a
new configuration which kept mixture
stream speed reasonably high at low-
and mid-range speeds, yet offered low re-
striction to flow at high engine speeds.
Plenum-ram manifold has a plenum cham- Holley's Dominator intake manifolds
ber between passages to intake ports are exceptionally good examples of this
and carburetor/so type of single-plane design. Holley engi-
neers found that careful selection of
runner configuration, length and arrange-
ment-coupled with optimum plenum
ISOLATED-RUNNER volume-practically eliminated the low-
speed disadvantage typically associated
with single-plane manifolds. And, they
were able to maintain the high-speed
advantage over dual-plane-type manifolds.
Dual-runner (dual-port) manifolds
appear to be two-plane designs, but they
are two single-plane manifolds. A small-
and a large-passage manifold are stacked
Isolated-runner (I R) manifold uses an indi-
one above the other in a single casting. The
vidual throttle bore of a carburetor for
each cylinder. There is no interconnection
network of small passages connected to
the primary side of the carburetor provides
between the intake ports or throttle bores.

104
high-speed mixture flow for good distri- fold capacjty aV:lilable. This reduces bot- This chamber helps to dissipate the strong
bution and throttle response at low- and tom-end performance while top-RPM pulsing so less of it enters the carbu-
mid-range RPM. Larger passages, connect- capability is increased because the volume retor to disrupt flow. Just as impor-
ed to the secondary portion of the carbu- increase on each side or section reduces tant, it allows the cylinders to share
retor, supply extra capacity for high-RPM mixture speed at low RPM. When the carburetor flow capacity. In the typical
operation. divider is removed, there is also some of dual-quad plenum manifold, three or four
Experimental dual-runner two-plane the "robbing" effect mentioned earlier cylinders are simultaneously drawing mix-
manifolds have been developed by the in the single-plane manifold discussion. ture from a plenum being fed by eight
automobile manufacturers. Development This is not as severe as with a single-plane carburetor bores.
work on this concept was done by Ford, manifold, but it is a problem to be con- The sharing of carburetor capacity
AMC, International Harvester, Holley sidered when modifying a two-plane allows the plenum-ram approach to
Carburetor and the Ethyl Corp. Most of manifold this way. manifolding to be "very forgiving" in
this work was oriented toward emission On engines built for high-RPM opera- terms of carburetor capacity so long as
reduction. Volvo produced a manifold in tion, divider removal can sometimes be the carburetors are not too large for the
the mid-sixties that used a similar idea. a tuning plus. For street/track applica- RPM range to be used. In the case of the
Mazda rotary (Wankel) engines use the tions where the camshaft and other typical Pro-Stock drag racer, 6,800 to
same general manifolding idea. engine pieces are chosen to build torque 8,500 RPM is usual. With a large-dis-
Carburetor selection is thoroughly into an engine, the divider should be left placement engine, there is usually enough
covered in that chapter, but observe that in place. The super-tuner can remove air flow at 6,000 RPM to start the main
smaller carburetors can be used effectively small amounts of the divider to reach systems, even with a pair of the largest
with single-plane manifolds because the the optimum divider height for a partic- 4500's.
common chamber damps out most pulsing ular engine-parts combination and
(which reduces flow capability). A small application.
carburetor quickens mixture flow and Independent-runner Manifolds-Indepen-
thereby improves throttle response at dent- or isolated-runner (IR) manifolds
low- and mid-range. are race-only devices with one carburetor
Two-Plane Manifolds-These are two throat and one manifold runner per
single-plane manifolds arranged so each cylinder-head inlet port. Each runner/
is fed from one half (one side) of a two- carburetor-throat arrangement is totally
or four-barrel carburetor-and each of the isolated from its neighboring cylinders.
halves feeds one half of the engine. A Carburetors used in IR setups have com-
cross-H manifold for a V8 is a typical plete fuel-metering functions for each
example familiar to most readers. Each barrel because cylinders cannot share High-rise or high-riser? Optional high-rise
half of the carburetor is isolated from functions (except for accelerator pumps). high performance manifolds have been
the other -and from the other half of There is a separate idle and main metering offered by some of the automobile manu-
the manifold-by a plenum divider. system for each barrel. An example is facturers and by several aftermarket
Manifold passages are arran·ged so succes- Holley's Model 4500, List 6214. An manifold makers, too. High-rise should
sive cylinders in the firing order draw important benefit of an IR-type manifold not be confused with high-riser, which
first from one plane-then the other. In a is it allows tuning to take advantage of merely refers to spacing up the carburetor
1-8-4-3-6-5-7-2 firing order, cylinders ram effect. The shorter the tuned length, base so there is a longer riser available
1, 4, 6, 7 draw from one manifold plane the higher the torque peak. to straighten flow before it enters the
and one half of the carburetor. 8, 3, 5, 2 Carburetors used in IR systems must manifold. The main function of a high-
are supplied from the other plane and the be much larger than for other manifold riser is to improve distribution by elimi-
other side of the carburetor. types because each cylinder is fed by just nating directional effects caused by a
Because there is less air mass to acti- one carburetor throat or barrel. Another partially opened throttle, as described in
vate each time there is an inlet pulse, reason for needing a larger carburetor the engine requirements chapter. A high-
throttle response is quicker and mid-range is the severe pulsing in such systems rise manifold, on the other hand, aligns
torque is improved-as compared to a reduces carburetor flow capacity in the the cylinder-head port angle with that of
conventional single-plane manifold. RPM range where standoff becomes the manifold passage or runner. There is a
The division of the manifold into two severe. In any IR system, some method nearly straight downward path from the
sections causes flow restriction at high of standoff containment should be used. carburetor to the intake port. In the case
RPM because only one half of the car- The usual method is a stack long enough of a V8 engine, this usually means the
buretor flow capacity and manifold to contain the standoff atop the carbu- entire network of manifold runners is
volume are available for any intake retor inlet. raised-with the carburetor mounting.
stroke. Thus, the divider is sometimes Plenum-ram Manifold-This "almost-IR" Both high-rise and high-riser designs
reduced in height-or removed complete- manifold uses a plenum chamber between may be used with either single-plane or
ly-to make more carburetor and mani- the carburetor base and manifold runners. two-plane manifolds.

105
Classic cross-H manifold design was cho-
sen by Ford engineers for their 427 CI D
single-overhead-cam drag-racing engine.
Vacuum-secondary Holley four barrels
were mounted "backwards." Ford Motor
Company photos.

MULTIPLE CARBURETOR MANIFOLDS tiple carburetion is used to reduce the book explain the need for adequate
Until about 1967 , two or more carbu- pressure drop across the carb uretors mixture velocity and we have told you
retors were considered essentia l for a to an absolute minimum so that there how to obtain it through selecting the
modified or high-performance engine. No will be the least possible HP loss from correct carburetor capacity for the engine
self-respecting automotive enthusiast this restriction. Of course, low-RPM size and RPM . Simultaneous opening of
would consider building an engine with operation is not a consideration for multiple throttles (except fo r individual
less than two carb uretors unless the rules such uses, so the extra venturi area or runner manifolds) goes completely
requi red it. But that situation changed carburetor flow capacity does not crea te against all of these recommendations ,
rapidly ove r the past few years and now any problems. making the ca r hard to drive because
a single four-barrel carburetor is usual A great many engines were sold with velocity through the carburetors at low
and accepted for all street-and many two- and three-carbureto r manifolds as and medium speeds is drasti cally reduced
competition-applica tions. The availabil- original stock eq uipmen t, bu t by 1973 all -as compared to the more desirabl e
ity of sophisticated two- and four-barrel U.S. manufacturers converted their high- progressively-opera ted secondaries.
carburetors with small primaries and performance engines to single-four-barrel
large, progressively opera ted secondaries co nfigurations. The vast maj o rity of these
allow single-carburetor mani fo lds to pro- special factory manifolds used Holley two-
vide excellent performance and low or four-barrel carburetors with vacuum-
enlission s, too. operated secondary throttles-or secon-
The only applica tion remaining for dary carburetors.
multiple carb uretion-at lea st as we Shou ld you be the proud owner of a
once knew it-is on drag cars and boats. car with 2 x 4's or 3 x 2's, by all means
And, it also fits into the extended high- avoid buying new mechanical linkages
RPM operation encoun tered at th e to open the throttles simultaneously.
Bonneville National Speed Trials. Mul- A lot of words scattered throughout this

106
HOLLEY DOMINATOR MANIFOLDS
In 1976, Holley introduced a totally
new and complete line of intake mani-
folds. These manifolds resulted from one
of the most intensive engineering-develop-
ment p'rograms ever undertaken by
Holley. Dynamometer, emissions, fuel
economy, street driving and drag-strip
testing were all used to create these
manifolds .
The development used the latest
fuel-systems-engineering techniques . Run-
ners were designed for minimum flow loss
using cross-section-profile analysis . Infra-
red exhaust-gas-analyzing instrumentation
accurately measured cylinder-to-cylinder
fuel distribution, which was one of the
paramount considerations in making
manifolds which would not alter original Big-block Chevy Strip Dominator. Typical of all Holley strip manifolds, there is no EGR
equipment emissions performance. provision , choke or exhaust heat. Note how the runners are isolated for low inlet-charge
Because Holley is the only manifold temperature and hence higher volumetric efficiency.
manufacturer which also makes car-
buretors and fuel pumps, they have
been able to take a complete induction-
systems approach. By considering the
carburetor and manifold as a combina-
tion, Holley has been able to make
several carburetor modifications to
optimize induction-system performance .
By starting with a "clean slate,"
Holley engineers were able to create a
line of manifolds with unusual features Big-block Chevrolet street manifold installed on a 1973 Corvette with an 800 CFM
and capabilities. One feature found on the 4165 _ Car belongs to Holley engineer Ted Kartage, who was quite eager to try this
street manifolds is universal carburetor early production sample_
flanges. which will mount either square-
pattern or spread-bore carburetors without
an adapter. Choke features are included
so all carburetor operating features can
be retained. All of Holley's street manifolds
have full emission-control provisions .
including EGR plumbing, plus adequate
taps for operation of power brakes and
other accessories . Exhaust-heat passages
are provided to ensure fast warm-ups and
good mixture distribution . Flange heights
were kept as low as possible to fit under
low hood lines .
During the development of the street
manifolds, heavy emphasis was placed
on making the manifold/carburetor
combinations provide good power with
stock cast-iron exhaust systems. Testing
with headers ensured the manifold/
carburetor teams would also work well
with this type of equipment.
The "start-from-scratch" approach
allowed Holley to incorporate a number
of features allowing a minimum number

107
of manifolds to fit the maximum number
of automobiles, trucks and recreational
vehicles. Incidentally, all Holley mani-
folds are 100% pressure-tested. As much
as possible, these manifolds allow the
carburetor to be the torque-limiting de-
vice, This eliminates the need for several
manifolds for specific RPM ranges with
the same engine.
Considerable research went into the
installation kits to make them the most
complete ever offered. Installation direc-
tions are written so even inexperienced
mechanics can install a manifold and
make it work right.
Small-block Chevy Strip Dominator manifold with a 750 CFM double pumper on an Strip-type Dominator intake manifolds
A/SM car. are designed for maximum power on fully
modified competition engines. They
are not designed for the street. There is
no provision for chokes, EGR or other
emission-control equipment. An air-gap
between the manifold valley cover and
the intake runners reduces heating the
intake charge from engine heat. The
result is increased density for the intake
Dyno-power curve compares a Chevrolet LT-1 manifold and a competitive manifold. charge supplied to the cylinders and
Carburetor was an R-4781 (850 CFM double-pumper). Each manifold is shown with hence better power. These manifolds are
its respective "best-power" jetting. true racing manifolds. Runner configura-
tions and plenum volumes are optimized
• • • • • • •• HOLLEY STRIP DOMINATOR MANIFOLD to favor all-out performance. Testing was
- - - - - COMPETITOR'S PERFORMANCE MANIFOLD
OE CHEVROLET LT-1 MANIFOLD
done on the dynamometer and at the
drag strip with competition engines.
.1••••
...
I
••
••• ••
••
The strip manifolds are designed for

...,...-- fe···
400 380 square-pattern Holley performance car-
•• •• •• I
I• • • •
'
--- •• ••
I'.
...- o 0 -,!---
1---- t--........ .~ buretors, except manifolds for Chrysler
318/340/360 cm engines work with both
..... 0
,:"':-ole ~ .....
..--r-....... ..............
o /

·~X
0/ spread- and square-bore carburetors.
0
0/ 0
Development of the Strip Dominator
0" ,,' ;X;
~
'7
~
0
~ "" "
,;>
"
00
••
was conducted with headers only and the
engineers were primarily interested in

.
0/
7 power production above 4,800 RPM.

"
00/ •
.;/ / '" 0
-- Performance comparisons between the

~
~, 0
0
0
ui
III
Strip Dominator with an 850 CFM Holley
.o~

" " ...


....I
-a: R-4781 double-pumper carburetor and
:/ ~-
/
~, 0

""
w
~ ./ 0
w
another make competition manifold
0 :J
showed a 12 HP advantage with the
" '\." •• o-
o /
340 -~ • a:
320
cm
/
f/) 0
Holley manifold on a 355 small-
a:
:i' 0

"'" '\ ' • . I


~
0 "
e-.:I: I block Chevrolet engine .
w
lo:
« :/ V The manifolds in troduced during 1976
a:
"t J " were Phase I of an ongoing concentrated
e-.10~iV
320 300

365 CHEVROLET LT-1


EQUIPPED WITH PERFORMANCE
HEADERS AND HOLLEY
'\ testing and development program.
Additional manifolds of other types and

.if!
:l
R-4781 CARBURETOR to fit additional engines are planned for
future release.

r
300 280

4400 4800 5200 5600 6000 6400 6800


ENGINE RPM

108
Street Dominator for Ford 289/302 CID engines. EGR pad at
rear can be plugged if not required.

Street Dominator for Chrysler 318/340/360 CI D engines. Flange


accepts either spread- or square·bore carburetors.

Look real hard and you can see the Holley


Street Dominator manifold in this 1975
Mustang II. The carburetor is a 600 CFM
Model 4160. This package is a real mover.
Photo shows complexity of late-model
vehicles. The combination shown here
passed all emission requirements.

A Holley Street Dominator manifold on a 318 CID Chrysler


gave over 30 HP gain in both cases, but headers kept the
power up at higher RPM.
I I I
_ CHRYSLER 318 CID Engine r- --
----
CHRYSLER 318 CID Engine
200 300 200
, , ,,"
......... 300
Stock cast· iron exhaust manifolds
fo-'--- H ooker headers
1',
,
"
""
/
180 280 180 ..... 280

160
TORQUE "",-I'
I'
/~

........ 260
160
TOROUE ::>K~ " / ~ r--
V
-..t--
"", -- 260

"" ""
1---:::--
~~
~ ''', ,, i'--
a:
...~ '" 140 " 240 ,.;

~
UJ u.
w 140
~w /~ "- " ,
240 Ki
...J
I
;:
0
0.
UJ /" \
\
\
111
...j

"\
w ~ 120 220
:::>
",
\
0 :J
til
Cl B.H.P. \
~ 120
J: .... , 220 a:
0
~
J:

\
"'~"
B.H .P. 100 200

~'\"
\
100 200 \
\

-- Original cast-iron intake manifold \ 80


Original cast -iron intake manifold,
180

"-
~
2-bbl. carbo no air cleaner - - 2-bbl, carb, no air cleaner
80
--- Holley Street Dominator intake manifold,
180
60 Holley Street Dominator intake manifold, 160

"
Model 4160RV , List 7009 carbo 66-73 jets, - - - Model 4160RV , List 7009 carb, 64-71 jets,

60
[open-ele1ment air lcleaner I L 160 40
[open-element air
clean ~r [ [ 140
2000 2400 2800 3200 3600 4000 4400 4800 2000 2400 2800 3200 3600 4000 4400 4800 5200
R. P. M. R. P. M.

109
200 300
1 .1_ 1 FORD 302 CID Engine
180 _ FORD 302 CID Engine

... ......
1-- - 280 O pen-e lem en t air cleaner

----
--
Open-el eme nt air cleaner Hooke r head ers
Stoc k cast-i ron exhaust m ani folds

,,"
180
..... 280

--
160 260 ",

...... ---- ---- ----? "......... ...


...... 160
",'"
, ,,'
260

"" V ------ -- --,7"- --- ~ ~

-V '"
140 -" ..... ... 240
TORQUE
,, ~
TORQUE

-
""
",
"'"
v--- ....... ....
140

" X""
If' 240 ...:
~ ......: ~
"~
a: a: ...
~ 120
, " -, , 220 ~ w .....
..... , ~
o0-
w 'I--... ,, .-J
I
;:
~ 120 // -'
220 I

""
w w
,,"./ ~
III w

'" '"
a:
"
III ::J
::J a:
~ 100 200 0 o o

/
a.H.p;,"
" a:
....o
J:
¥' .......... " .....
a:
o
200 ....

~
100
.......
"./
BH;Y ~ /.
80

V-- Original cast-iron intake manifold,


2-bbl. carb
'\
'\.
180

80

I' O,i,io,' ,"'·i,o, i,"" m,oifo'd, ,~


180

60 r-- ___ Holley Street Domin ator intake m anifold,


160
- - 2-bbl. carb

40
1600 2000
1
Model 4160RV , Li st 6919 carb, 66-7 3 jets
I
2400
I
2800
I I
3200
1
3600 4000 4400
'\ 4800
140
60
___ Holley Street Dominator intake manifold,
I Model 4160RV , Li st 6919 carb, 66-73 jets
160

R. P. M.
40 1 1 I I I 140
1600 2000 2400 2800 3200 3600 4000 4400 4800
R. P. M.

Between the stock intake and exhaust manifolds and a Holley Street Dominator manifold there was about 35 HP difference vs.
around 27 HP difference with headers. Headers gave slightly more power and carried power further up the range.

Looking down the throat of a deep-


breathing Street Dominator. Note the
straight path the inlet charge has from the
carburetor to the cylinder.

Top photo shows inside the plenum of


the Chrysler 318 CID Street Dominator.
Vane in the middle helps cylinder-to-
cylinder distribution. Center photo of
the same manifold shows exhaust heat
crossover. Note choke pad directly
beneath it. Lower photo of same mani-
fold shows water passage leading from
one head to the other.

110
Big-block Chevrolet Street Dominator manifold. Universal mounting pad accepts square or spread-bore carburetors without
adapter. EGR provision (arrow) is in most Holley street manifolds. Plugs in the installation kit allow sealing the passages where
no EG R valve is required. Plugs drive in easily and a little sealant helps prevent leaks. Overall height was kept as low as possible
to permit use with low hoods. Photo at right shows clamp-on type EG R valve. Universal pad also accepts bolt-on valves.

Buick V-6 manifold for 1975-78 Buicks


and 1966-71 AMC Jeeps. Designed for
street use; it includes exhaust crossover,
emission provisions and all necessary
mounting bosses. 30 HP was gained over
the stock manifold and 2-barrel
carburetor, with impressive torque
Ii increases throughout the speed range.
Good all-round performance results with
the 450 CFM Model 4360, which is
available in specific part numbers to suit
either odd-fire or even-fire engines.

Aluminum casting prior to machining .


This is Holley's Street Dominator mani-
fold for the Ford 352, 390,428 engines
with or without EGR. You'll need a
crane to get the original equipment
manifold off the engine as it weighs
about 100 pounds.

111
\
MANI FOLD/CARBURETOR APPLICAT IONS
Chrysler low-block 361,383,400 CID
Strip Man ifolds Carburetor
Chevrolet Small -Block 780 CFM with diaphragm secondaries or 800 CFM double-
engines can get a performance boost
pumper if class allows . with this Holley Street Dominator mani-
Chevrolet Big-Block : oval or 850 CFM double -pumper or Model 4500 with adapter . fold designed for use with either spread-
rectangular ports bore or square-flange Holley carburetors.
Chrysler Small -Block : 273 , 318, 780 CFM w i th diaphragm secondaries or 800 CFM double -
340,360 CID, i ncluding 340 pumper if class allows .
and 360 with W-2 heads; two
manifolds
Ford 351 C with 4V heads 780 CFM with diaphragm secondaries or 800 CFM double -
pumper if class allows .
Street Manifolds
Buick V-6 : 196, 198,225, 231, Model 4360 for best all-round performance. 600 CFM
CID . Also fits AMC Jeeps double-pumper for competition only. Jeeps use 390
1966-71 CFM, R-8807. Spread -bore or square-flange carburetor.
Designed for 1975-78 engi nes , adapts to earl ier models.
Chevrolet Small-Block : two Model 4360 for maximum economy, 600 CFM with dia-
manifolds: 1957 -72, phragm secondaries as comprom ise for all -round perfor-
1973-76 mance . 650-750 CFM double-pumper for best perfor-
mance . Spread -bore or square-flange carburetor can be
used w i thout adapter.
Chevrolet Big-Block : 396,402 , 600 CFM with diaphragm secondaries for good economy
Holley Strip Dominator manifold for
427 , 454 CID; oval -port and mid-range performance. 650-850 CFM double-
onl y . pumper for best performance. Spread-bore or square- Chrysler small-block V-8 engines: 318,
flange carburetor . 340 and 360 CID. Runners on this
Chrysler Small -Block : 273-360 600 CFM with diaphragm secondaries for economy and manifold are kept separate from the
CID with W-2 heads and good all -round performance . 780 CFM with diaphragm
street manifold secondaries or 750 CFM double-pumper for best perfor- cam/tappet cover so they will stay as
mance. Square-flange carburetor only. cool as possible for a dense charge.
Chrysler Small -Block : 318-360 Model 4360 for maximum economy . 600 CFM with dia- There is no EGR provision.
CID phragm secondaries for eco nomy and good all-round per-
formance . 600- 700 CFM double-pumper for best perfor-
mance . Spread -bore or square-flange carbure t or.
Chrysler Big-Block 361 - 440 600 CFM w i th diaphragm secondaries for best economy
CI D. Two manifolds : and all-round performance. 780 CFM with diaphragm
413,400 CID H igh -Block secondaries or 750 CFM double-pumper for best perfor-
361,383,400CID Low- mance. Spread -bore or square-flange carburetor .
Block .
Ford Small -Block 22 1, 260, Model 4360 for maximum economy . 600 CFM with dia-
289,302 CID, except phragm secondaries for economy and overall performance .
Boss 302 600- 700 CFM double-pumper for best performance .
Kickdown linkage must be considered for automatic -
transmission applications. Spread-bore or square-flange
carburetor .
Ford 351C, 351W, 351M , 600 CFM with diaphragm secondaries for best all -round
400: Three manifolds performance . 750 CFM double-pumper for best perfor-
mance. K ickdown linkage must be considered for auto-
matic-transm ission appl ications. Square-flange carburetor .
Holley's manifold installation kits are the
Ford 332, 352, 360 , 390, 600-780 CFM with diaphragm secondaries for best all-
most complete you'll ever see. You may
406,428 CID. Also fits round performance . 750-800 C F M double -pumper for
427 CID Low & Medium- maximum performance . Kickdown linkage must be con - find parts not needed for your particular
Riser engi nes sidered for automatic-transmission applications. Square- engine. The "extra" parts are there to
flange carburetor.
ensu.re a simple trouble-free insta llation
Pontiac 326, 350, 389, 400, Model 4360 for maximum economy . Best all-round per-
421,455CID formance with d iaphragm secondary 600-700 CFM, on any application specified in the
depending on engine displacement. 650-800 CFM double- Performance Parts Catalog.
pumper for best performance . Spread-bore or square-
flange carbu retor .
Oldsmobile Small -Block Model 4360 for best economy. 600 CFM with diaphragm
330,350 CID secondaries for best all -round performance. 650-750
CFM double-pumper for maximum performance . Spread-
bore or square-flange carburetor.
Oldsmobile Big-Block Model 4175 or 780 CFM with diaphragm secondaries for
400,425,455 CID best all-round performance. 750- 800 CFM double-pumper
for best performance. Spread -bore or square-flange car-
buretor.
This chart gives man i fold applications ava i lable as of 1978 with recommended carburetor by
size and configu ration . Part numbe rs were left out to simplify the chart . See the latest Holley
Performance Catalog for manifold and carburetor part numbers. For street applications choose
a carburetor labeled as "emission/performance" in the catalog .

112
So many things affect the operation of efficiency of the engine is less because spark-advance vacuum versus air-now cali-
the carburetor and the engine that it seem- there is more wasted energy. bration is closely held in the production
ed important to put these variables into The use of a retarded spark requires of the carburetor because this has a dra-
one chapter where you could read about richer jetting in the idle and main systems matic effect on HC and NO x emissions.
them. Hopefully, our words have placed to get off-idle performance and drivability. The distributor advance, once held to be
these in the proper relationship so you A tight rope is being walked here because so important for economy, has now
can begin to see how each variable affects the mixture must not be allowed to go become an essential link in the emission-
others. Much of this information is truly lean or higher combustion temperatures reduction chain.
important in understanding and tuning and a greater quantity of oxides of nitrogen VALVE TIMING
stock and racing engines. Study it and will be produced. Also, if mixtures are Valve timing is the one item with the
you'll be the local expert. richened too far in the search for drivabil- greatest effect on an engine's idling and
SPARK TIMING ity, CO emissions increase. low-speed performance. Adding valve over-
Late-model cars have labels in the en- Because retarding the spark hurts effi- lap and lift with a racing cam allows the
gine compartment which specify engine ciency, the throttle plate must be opened engine to breathe better at high RPM, but
idle speed and spark-advance settings. further at idle to get enough mixture in
it worsens manifold vacuum at idle and
These have been carefully worked out by for the engine to continue running. This
low speeds-creating distribution and
the factory engineers to ensure that the fact must be considered by the carburetor
vaporization problems. These are obvious
engine in that vehicle will have emissions designer in positioning the idle-transfer
because the engine becomes hard to start,
within specified limits. The trend is to use slot. It must also be considered because
idles very roughly-or not at all--has a bad
a retarded spark at idle and during the use high temperatures at idle and high idle-
flat spot coming off idle and has very poor
of the intermediate gears. Some smog speed settings definitely promote dieseling
pulling power (torque) at low RPM. This
systems which lock out vacuum advance or after-run.
is especially true when a racing cam is
in the intermediate gears have a tempera- Dieseling is caused primarily by the teamed with a lean, emission-type car-
ture-sensitive valve which brings straight greater throttle opening, but it is aggra- buretor.
spark advance into operation if the vated by the higher average temperatures Because manifold vacuum is reduced,
engine starts to overheat and during cold in the combustion chambers. Higher tem- the signal available to pull mixture through
operation prior to the time that the peratures tend to cause any deposits to the idle system is also reduced, causing a
engine water temperature reaches 80° F. glow so that self-ignition occurs. On a car leaning of the mixture. Also, the throttle
Most carburetors provide ports for equipped with an anti-dieseling solenoid,
will have to be opened further than usual
timed spark and for straight manifold turning the ignition on causes the solenoid
vacuum. Some Ford applications use a to move the throttle to its idle setting.
combination of venturi vacuum and mani- When the ignition is turned off, the sole-
fold vacuum, called a "pressure spark noid retracts the idle setting about 50 RPM
system." There was a trend away from slower than a normal idle setting (a more
this combination in 1972. closed idle position for the throttle) so
In general, a retarded spark reduces that the engine will not have a tendency
oxides of nitrogen by keeping peak pres- to run on. If it can't ingest enough mix-
sures and temperatures at lower values ture to continue running, the dieseling
than would be obtained with an ad- is usually stopped effectively.
vanced spark setting. It also reduces There is also a Combined Emission Con-
hydrocarbon emissions. This is good for trol (CEC) solenoid on 1971 and later GM Dieseling-This is the tendency of an en-
reducing emissions-but bad for economy, cars. This is not an anti-dieseling solenoid. gine to continue running in an irregular
drivability and heating of the coolant. It operates on a different principle for and rough fashion after the ignition has
Fuel is being burned in the engine, but accomplishing a different approach to the been switched off. This problem is aggra-
some energy is wasted as heat flows into emission-reduction problem as described vated (1) by anything which remains hot
the cylinder walls and as excess heat in in the emissions chapter. enough to ignite fuel/air mixtures-such
the exhaust manifolds-which also aggra- On carburetors equipped with timed as any sharp edges in the combustion-
vates the problem of heating in the engine spark advance (no advance at closed throt- chamber area and (2) by the high idle-
compartment. The cooling system has to tle) a port in the throttle bore is exposed speed settings used to meet emission
work harder. In essence, fuel is still burn- to vacuum as the throttle plate moves past requirements.
ing as it passes the exhaust valve. Thermal the port-usually slightly off-idle. The

113
to get enough mixture into the engine for section of the next chapter. Refer to page small venturis. Icing is no longer a major
idling. This can place the off-idle slot/port 13l. problem because most cars are factory-
in the wrong relationship to the throttle TEMPERATURE equipped with exhaust-manifold stoves to
so that there is insufficient off-idle fuel Temperature greatly affects carbure- warm the air which is initially supplied to
to carry the engine until main-system flow tion. It affects mixture ratio because air the air cleaner inlet. Thermostatic flapper
begins. becomes less dense as temperature valves (on some engines) shut off the hot-
And, the idle mixture has to be made increases (approximately 1% for every air flow when underhood temperatures
richer to offset the poor vaporization and 11°F). The density change reduces reach a certain level.
distribution problems. Part of the poor volumetric efficiency and power, even On some high-performance engines, a
distribution and poor drivability problem though main jet corrections of approxi- vacuum diaphragm opens the air cleaner to
stems from the overlap period. When both mately one main jet size smaller for every a hood scoop or other cold-air source at
the exhaust and intake valves are open 40°F ambient temperature increase can low vacuums/heavy loads.
simultaneously, some of the exhaust gas be made to keep mixture ratio correct. At the other end of the thermometer
which is still in the cylinder at higher-than- Maximum power production requires we find a phenomenon called percolation.
atmospheric pressure pushes into the that the inlet charge be as cold as possible. It usually occurs when the engine is
intake manifold to dilute the incoming For this reason, racing engines are usually stopped during hot weather or after the
charge. This charge dilution effectively designed or assembled so that there is no engine has been run long enough to be fully
lowers the combustion pressure. This is exhaust gas heating of the intake mani- "warmed up." Engineers call this a "hot
especially true up to that RPM where the fold. Stock-type passenger-car and truck soak." In this situation, no cooling air is
overlap time interval becomes short engines, on the other hand, use an exhaust- being blown over the engine by the fan or
enough so that the reverse pulsing heated intake manifold because the warm- vehicle motion and heat stored in the
becomes insignificant. er mixture-although not ideal for maxi- engine block and exhaust manifolds is
Reverse pulsing through the venturis at mum power-helps drivability. A warm- radiated and conducted directly into the
wide-open throttle causes added fuel flow, air inlet to the carburetor and/or an carburetor, fuel lines and fuel pump.
creating a richer mixture. Once the main exhaust hot spot in the intake manifold
system starts, the discharge nozzle will greatly aid vaporization. Good vaporiza-
deliver fuel in response to air flow in tion ensures that the mixture will be more
either direction. More information on evenly distributed to the cylinders because
valve timing, reverse pulsing and so forth fuel vapors move much more easily than
is contained in the ram-tuning section of liqUid fuel.
the following chapter. Read it carefully! Icing occurs most frequently at 40°F
When the manifold vacuum is reduced and relative humidity of 90% or higher.
(pressure increased toward atmospheric), It is usually an idle problem with ice
the power valve may start to operate, or forming between the throttle plate and
at least to open and close as the manifold bore. It usually occurs when the car has
vacuum varies wildly. This is not a valid been run a short distance and stopped wi th
reason to remove the power valve, but it the engine idling. Ice builds up around
will require selecting a power valve which the throttle plate and shuts off the mix-
will be closed at the lowest vacuum (high- ture flow into the engine so that the
est pressure) which occurs during idling. engine stops. Once the engine stalls, no
In extreme cases, a "wild" racing cam vaporization is occurring, so the ice
may magnify these problems to the point promptly melts and the engine can be
where the car becomes undrivable for restarted. This may occur several times
anything except a competition event. until the engine is warm enough to keep Ice can cause damage-Because the accel-
This is especially true if the carburetion the carburetor body heated to the point erator pump is the lowest point in the
capacity has been increased to match the where vaporization does not cause the fuel-inlet system of a Holley with remov-
deep-breathing characteristics of the cam. icing. We have also seen cases of "turn- able fuel bowls-water can collect there
There have been many cases where a pike icing" in the venturi itself when -particularly in a carburetor which is
racing cam was installed at the same time running at a relatively constant speed for not used regularly. If this water freezes,
that the carburetor was changed. If the a long period of time under the previously using the carburetor could rupture the
mechanic did not understand what was stated ideal icing conditions. In this case, diaphragm. To avoid such problems by
occurring in the engine-and many do not ice build-up chokes down the venturi size purging water from the entire system,
understand-the carburetor was often so that the engine runs slower and slower. add a can of a "dry gass" compound to
blamed for poor idling and the bad flat Vaporization of fuel removes vast quanti- absorb water in the system so that it
spot off idle when the real culprit was the ties of heat from the surrounding parts of will be carried into the engine with the
racing camshaft! Detailed information on the carburetor, hence there is a greater fuel. This should be done at the start of
tuning an engine with a racing camshaft tendency for this phenomenon to occur the cold-weather season.
is contained in the performance-tuning where vaporization is best, namely, in

114
Fuel in the main system between the a vapor-return line on the carburetor retor is heated as it enters the manifold.
fuel bowl and main discharge nozzle can ahead of the inlet valve. When the bleed Further reductions in density occur as
boil or "percolate" and the vapor bubbles and/or return line are used, any pressure the mixture picks up heat from the mani-
push or lift liquid fuel out of the main buildup in the fuel line escapes harmlessly fold and cylinder-head passages, hot valves,
system into the venturi. The action is into the fuel tank or fuel-supply line. cylinder walls and piston heads.
quite similar to that which you have seen Another bad effect caused by high tem- As with almost all other engine variables,
in a percolator-type coffee pot. The fuel pera ture is boiling of the fuel in the fuel there are tradeoffs. Warming the mixture
falls onto the throttle plate and trickles line between the pump and the fuel tank. reduces its density-but also improves dis-
into the manifold. Some excess vapors Fuel can even boil in the fuel pump itself. tribution, especially at part throttle.
from the fuel bowl-and from the bubbles When the fuel pump and line are filled Density has· an effect on carburetor
escaping from the main well-are heavier with hot fuel, the pump can only supply capacity and mixture. Because the major
than air and also drift down into the a mixture of vapor and liquid fuel to the density changes which occur are due to
manifold. This makes the engine very carburetor. Because very little liquid fuel altitude changes, let's consider the effects
difficult to start and a long cranking period is being delivered during an acceleration of driving from dockside at Los Angeles
is usually required. In severe cases, enough after a hot soak, the fuel level drops, to the 5000-foot altitude of Denver. The
fuel collects in the manifold so that it runs causing leaning. In fact, the bowl may flow and pressure-difference expressions
into cylinders with open intake valves. be nearly emptied, partially exposing the look like this:
The fuel washes the oil off of the cylinder jets. When the jets are partially exposed,
walls and rings and severe engine damage the carburetor cannot meter a correct
can result. fuel/air mixture because the jets are
Percolation is aggravated by fuel designed to work with liqUid fuel-not a
boiling in the fuel pump and the fuel line combination of liquid and vapor. where
to the carburetor because this can create This condition is called vapor lock.
fuel-supply pressure as high as 15 to 18 Holley carburetors are specially immune Q volume flow
psi-sufficient to force the inlet valve to the problem because their large bowl '1 density
needle off its seat. Fuel vapor and liquid capacity helps to provide an adequate
L\p= pressure difference
fuel are forced into the bowl so that the su pply of liqUid fuel until the pump can
level is raised. This makes it that much supply liquid fuel, even though a portion A = carburetor-venturi area
easier for the vapor bubbles to lift fuel to of the fuel has escaped as vapor. Regardless of density, the volume taken
the spill-over point. In extreme cases, fuel lines may have in remains the same at a given RPM, but
Solving the percolation problem to be rerouted to keep them away from going from sea level to 5000 feet drops
requires several solutions. The main sys- areas of extreme heat, such as the exhaust density to 83% of its sea-level value. Pres-
tem is designed so that vapor bubbles system. If the lines cannot be relocated, sure difference or L\p is also 83% of the
lifting fuel toward the discharge nozzle it is usually possible to insulate them. original value so the carburetor actsas if
tend to break before they can push fuel This is especially important for high-per- it were larger. Because pressure change or
out of the nozzle. Fuel levels are carefully formance on racing vehicles. Cool cans L\p increases inversely as the square of the
established to provide as much lift as can help, as do high-performance electric fuel area, area must be reduced only by a ratio
be tolerated. pumps located at the tank to push fuel .J
of .83- or . 91 to restore the same L\p
In some instances, the fuel will be to the carburetor. as experienced with the original carburetor
made to pass through an enlarged section Formula racing cars are often seen with at sea level. In other words, the carburetor
at the top of the main well or standpipe fuel radiators or coolers. acts as if it were 9% larger. This is only a
to discourage vapor-induced spillover. AIR DENSITY problem if the carburetor size was mar-
Gaskets and insulating spacers are used In the air requirements section we ginally too big to begin with.
between the manifold and carburetor and related volumetric efficiency of the engine If the carburetor was on the verge of
between the carburetor base (throttle to the density of the fuel/air mixture stumbling and flat spots in acceleration at
body) and fuel bowl. In some instances, which its cylinders receive. We showed sea level-due to late turn-on of the main
an aluminum heat deflector or shield is that the higher the density, the higher system, those problems will be worse at
used to keep some of the engine heat the V.E. high altitudes because of the effective
away from the carburetor. The density of the mixture depends on increase in carb size due to reduced air
As mentioned in the distribution sec- atmospheric pressure which varies with density.
tion of the engine requiremen ts chapter, altitude, temperature and weather condi- When the carburetor is flowing enough
an abnormally warm day in winter when tions. And, the mixture density is also air at high altitudes to turn on the main
fuel typically has a high vapor pressure affected by the intake-system layout. system, the fuel/air ratio will be rich, for
will cause hot-starting problems due to Density is increased when the carburetor a related reason.
percolation. is supplied with cool air and when the
Another way that hot-starting prob- intake manifold is not heated. Density is
lems are reduced is through the use of reduced if the inlet air is heated or if the
internal bleeds in the fuel pump and/or fuel/air mixture delivered by the carbu-

115
We used the following equation in the more surface cooling which occurs, will operate on lead-free gasoline. Tetra-
Chapter 2 to show that wor fuel/air ratio thereby increasing HC concentration. ethyllead (Ethyl compound) is one of
is determined mainly by venturi size and Until about 1970, high-compression the most commonly used anti-knock
main jet size-assuming fuel and air den- engines with up to 11: 1 C.r. were avail- additives used as an octane-increaser in
sities never change. able in high-performance cars. By 1971, gasolines. Lead compounds are being
manufacturers were reducing compres- studied for their effects on plant life, the
sion ratios and by 1972, most cars had no atmosphere and humans-and there is a
more than 8.5 or 8: 1 C.r. By reducing com- serious move to rid these from exhaust on
pression, the burning rate of the fuel/air an ecological basis. But, this is not the real
where mixture is slowed so that peak pressures reason that engineers want to eliminate
Mf mass flow of fuel which enhance the formation of NO x can- lead from fuel, as previously mentioned.
Ma mass flow of air not be reached. Reduced compression The expensive catalyst used in catalytic
Amj area of main jet also increases the amount of heat which is mufflers-standard parts in 1975-76 cars-
Av area of venturi transferred into the cylinder walls because is literally destroyed when contaminated
Kf constant more burning is still going on as the piston with lead and lead by-products. Thus,
Ka constant is descending, thereby raising the exhaust the automotive engineers had to ensure
'Yf density of fuel temperature. th at there will be little likelihood of
'Ya density of air The use of low compression increases the users being able to buy gasoline
l:;P mj = change in pressure across main jet the fuel/air requirement at idle because which could wreck the catalytic mufflers
(same as l:;P v) the greater amount of residual exhaust when they are used. These and other emis-
l:;P v = change in pressure across venturi gas remains in the clearance volume and sion devices are discussed in the emission
(same as l:;P mj) combustion chamber when the intake chapter.
We use the equation again to show what valve opens, causing excessive dilution of In 1971, engines with lower compres-
happens when air density does not stay the the mixture. This can cause off-idle driv- sion ratios became standard items in all
same. The change is only in the term: ability problems. In effect, low compres- lines. And, by 1972, most engines were
sion provides a degree of exhaust-gas being made wi th only 8 to 1 C.r. The gaSQ-
jYf recirculation (EGR) without plumbing line refineries have been steadily reduc-
j-:;;: or hardware as described in the emissions
chapter.
ing gasoline octane and the trend is to
still lower octanes. Where 100+ octane
If 'Ya changes to 0.83 of its original Raising or lowering the compression gasolines were commonplace in the late
value,-.fY-;; changes to 0.91 of its ratio of an engine does not normally affect sixties, 90-octane was standard by 1975.
original value, a decrease of 9%. The end the main-system fuel requirements, so jet
EXHAUST BACK PRESSURE
result is an increase in fuel/air ratio of changes are not usually required when
Exhaust back pressure has very little
9%, meaning the mixture contains 9% such modifications are made. Raising
effect on carburetion at low speeds. For
more fuel for the same weight of air. The compression may require slightly less
high performance, low back pressure is
engine runs rich; fuel economy and power ignition advance in some cases.
desired to obtain the best volumetric
are reduced. Compression ratio and octane require-
efficiency through optimum breathing.
A rule of thumb is to reduce the Holley ment are closely related. As compression
The effects of exhaust restriction increase
jet size by one number for each 2000-foot is increased, octane must also be increased
approximately as the square of the RPM.
altitude increase. Holley engineers usually (a higher-octane fuel used) to avoid detona-
Using headers may change the main-jet
figure that there is approximately 4% fuel- tion and preignition-often referred to as
requirement. Either richer or leaner jets
flow change between jet sizes. Thus, two "knock." SImilarly, lowering an engine's
may be needed, depending on the inter-
jet sizes smaller would be required to compression reduces its octane requirement.
relation of the engine components.
keep nearly equivalent fuel/air ratios at After World War II, engines were
the 5000-foot altitude. designed and produced with high-com-
COMPRESSION RA no pression designs to obtain higher effi-
High compression improves engine per- ciencies. By 1969, some had been
formance by increasing the burning rate available with 11 to 1 compression! Then
of the fuel/air mixture so that peak pres- the need for reduced emissions began to
sures and peak torque can approach the be approached on the basis of getting ready
maximum of which the engine is capable. for the future.
High compression also increases emissions First, the auto makers asked the fuel
of hydrocarbons and oxides of nitrogen. companies to start "getting the lead out"
Lowering the compression reduces HC in preparation for the coming emission
emissions by reducing the surface-to- equipment which would not be able to
volume ratio of the combustion chamber. tolerate lead in the exhaust.
The greater the surface-to-volume ratio, Engineers have created engines which

116
Ca,bureto, & Perfolmance
When we made this chapter different
from the preceding one on engine vari-
ables it was difficult to decide which
chap ter shou ld inclu de what subjects. Be-
cause the variables covered in the previous
chapter do affect performance, be sure
to read both of these chapters if you are
working to obtain maximum performance .

RAM TUNING
Ram tunin g ca n give bet ter cylinder
filling-and thu s improved volumetric
efficiency-in a narrow speed range by
taking advantage of a comb ination of
engine·design fea t ures:
Intake and/or exha ust-system passage
or pipe le ngths
Val ve timing
VelOCity of intake and exhaust gases
Alth ough ram tuning improves torque
at one poi nt or narrow RPM ban d, the
1963 Chrysler 413 CID 300J Ram Induction engine had eight equal -length intake ducts.
improveme nt tends to be "peaky" so that
Each four-cylinder set was fed by one carburetor and an equalizing tube connected the
the power fa lls off shar ply on either side
two sets. Duct lengths were selected to give best torque improvement at 2800 R PM-
of the peak. It is generally understood
about 10% better than conventional manifolding. The strong torque increase provided a
that ram tun ing is a resonance phenome-
noticeable acceleration improvement over a 1500-RPM range . . .from 50 to 80 MPH.
non . Resonan ce is sough t at a tuned peak This engine is considered to be a classic example of ram-tuning use in a production car .
with the knowledge that the power gained
at that pOil1t may be offset by a correspol1d-
ing loss at other speeds.
Ram tuning can be use d to add mid- occur, most of these have been over-sim - variables chapter.
range torque- as was done on some of the plifications which leave out the effe cts of As RPM is increased, faster piston
Chrysler six-cy linde r and V -8 engines in Jllanifold-passage size and the sizes of movement crea tes a greater pressure drop
the early 1960's. Th ese gains are obtained intake ports and valves. Making any of across the ca rburetor. Ai r enters the ca r-
at the ex pense of top-end power. Or-m ore these large r rai ses the RPM at which best bureto r with higher velocity, giving greater
usua l for high -performance engines-low- filling occurs. This ex pl ains why best acceleration - and momentum-to the mix-
and mid-range torque Jllay be sacrificed to drivability and street performance is ture traveling toward the valve. Thus , as
take adva ntage of top-end imp rovements. obtained with small-port manifolds . the piston ap proaches BC on the intake
In div idual intake-ma nifold pa ssages for Valve timing greatly affects the RPM st roke, cyli nder pressure is rising towa rd
each cy lind er (ram or tuned length) can be ca pabilites of an engine. Cylinder filling that at the intake port. And, pressure at
measured from the intake valve to a carb u- can be aided at high RPM by holding the the intake po rt is being increased by air-
ret or inlet if there is one venturi per cyl in- intake valve open past BC (Bottom Cen- column momentum in the intake-manifold
der. Or, the le ngth may be measured from ter). Con sider what happens. At low passage supplying it. Thus , filling imp roves
the intake valve to the entry of a plenum speeds, holding the valve open past BC with RPM until friction losses in the mani-
chamber fed by one or more car buretors. allows pa rt of the intake charge to be fold exceed the gain obtained from delayed
This is a function of manifold design. Th e bl own back into the in~ake manifol d as valve closing.
longer the passage length , the lower the the pist on rises on its compression stroke . The past two paragraphs are true ,
RPM at which peak torque will occur. This reduces manifold vacuum and dras- regard less of whether ram tuning is be ing
Alth ough equat io ns have be en written to tically affects idle and off-idl e F/ A mi xture used or not. Now le t's co nsider what is
describe where ram -tun ing effects will requirements , as described in the engine- happening in th e manifold passage as the

117
valve is opened and closed. When the pis-
ton starts down on its intake stroke, a rare-
faction or negative-pressure pulse is
reflected to the carburetor inlet. As this
pulse leaves the carburetor, atmospheric
pressure rushes in as a positive-pressure
pulse. When the passage length is optimum
for the RPM at which peak torque is
sought, the positive-pressure pulse arrives
near the time when the valve is closing,
assisting in the last part of cylinder filling.
Note the interrelationships of passage
length, mixture velocity, valve timing and
RPM. It's a complex process, to say the
least!
The mixture attains a velocity of up to
300 feet per second or more (depending
on RPM) as it travels through the port
during the intake stroke. Because the mix-
ture has mass (weight), it also has momen-
tum which is useful for aiding cylinder
filling when the intake valve is held open
after Be (sometimes to 100° past Be)
while the piston is rising on the compres-
sion stroke. Manifold design enters in at
this point because an isolated-runner (IR)
t() .
, ~
system allows much longer delay in closing
. .~ the intake valve than the usual single- or
"tC ~ two-plane manifolds. This is because the
/_~ i IR system supplies only one cylinder per
carburetor venturi. There is no other cylin-
Chrysler's production plenum-ram for the hemi engine is constructed to
der to consider from the standpoint of mix-
provide peak power around 6800 RPM. Branch length and plenum
ture dilution, sharing (robbing) or adverse
volume are varied to fit specific racing applications. This manifold is
pUlsing caused by another cylinder.
the hemi version of a simjlar manifold supplied for large-block wedge
When the intake valve shuts, incoming
engines. Two Holley List 3116 vacuum-secondary carburetors with
mixture piles up or stagnates at the valve
1-11/16-inch throttle bores are used.
backside, reflecting a compression (posi-
tive-pressure) pulse or wave toward the
carburetor inlet. As this wave leaves the
More about ram tuning - Complete de· Blocked heat risers and cold manifolds are
carburetor inlet, it is followed by a nega-
tails on ram-tuned intake systems are in race-only items - Blocked heat risers may
tive-pressure pulse back to the valve . This
Philip H. Smith's book, The Scientific De- prove acceptable for street driving in the
bouncing or reflective phenomenon repeats
sign o[ Exhaust & Intake Systems. Perhaps summer, but when it starts to get chilly,
several times until the inlet valve again
one of the best single articles written on change back to the exhaust-heated mani·
opens. Pressure at the carburetor inlet
the subject was by Roger Huntington in fold_ Otherwise, the long time required varies from positive to negative as the
the July 1960 Hotrod magazine, "That for the engine to warm the manifold for wave bounces back and forth in the inlet
Crazy Manifold." July and August 1964 acceptable vaporization and smooth run-
passage .
Hotrod magazines had two further articles ning will make the car miserable to drive. At certain engine speeds, the reflection
by Dr. Gordon H. Blair, PhD. All are worth Getting the heat working again plays an or resonance phenomenon will tend to be
reading. However, the use of a dyna- important part in making the engine last in phase (in synchronism) with the intake
mometer to measure the real performance longer. If you insist on feeding a poorly ~alve opening and closing so that the posi-
of a specially constructed "tuned" system vaporized mixture to the cylinders during tive pulses will tend to "ram" the mixture
- either intake or exhaust - is absolutely cold weather, excess gasoline will wash the into the cylinder for improved filling.
essential. oil from the cylinders and cause very fast
engine wear_ For'street use the small loss
in volumetric efficiency is not usually im-
portant because the engine is usually much
larger than it needs to be anyway!

118
Although the pulsations are in phase
only at certain speeds (yes, there can be
mul tiple peaks !), the mixture column in
the in take passage provides some ram
effect at all speeds due to its own inertia.
Best filling is obtained with the intake-
system and exhaust-system resonances in
phase at the same RPM.
On the exhaust side, exhaust gas enters
the pipe at a pressure of 80 psi or higher
because the exhaust valve is opened before
Be-before the conclusion of the power
stroke-while there is still pressure in the
cylinder. Thus, the exhaust gets a "head
start" so the piston does not have to
work so hard in pushing out the exhaust.
The exhaust "pulse" starts a pressure wave
traveling at the speed of sound (in hot gas)
to the end of the system. From the end
of the system, a rarefaction or low/nega-
tive-pressure pulse is reflected back to the
exhaust valve at the same speed . Tuned sys-
tems are constructed wi th length s to a ll ow
this pulse to arrive during the overlap
period to ens ure complete emptying of
the cy linder. The idea here is to reduce Components of a fresh-air hood are clearly shown in this photo of a Camara. Chevrolet
exJ1aust residuals in the clearance volume. engineer Gerry Thompson holds the air-cleaner base assembly which fits onto the two
This reduces charge dilution and provides four-barrel Holleys. Hood is open at back by cowl. Duct in hood mates with foam
more volume for F / A mix ture-hence rubber gasket. Smaller photo shows how hood opening overhangs cowl.
greater volumetric efficiency.
Main jet requirements with ram tuning
With an lR manifold, ram tuning has a Increased density means larger jets-No
dramatic e ffect on main-jet requirements matter how a density increase is obtained
because the strong pulsing at wide-open -whether by increased atmospheric pres -
throttle pulls fuel Ollt of the discharge sure, a cold manifold or a cooler inlet-air
nozzle in both directions. This is not of temperature-the increase must be accom-
any consequence if part-throttle perfor- panied by the use of larger main jets. The
mance is of no concern-because main-jet size increase (in area) is directly propor-
size can be established for WOT ope ra tion . tional to the sq uare root of the density
Otherwise, the F/A mixture must be increase (in percent).
richened for part-throttle operation . An
inverted power valve can be used to aC(;Qm-
plish this. Or, a plenum chamber added
to the manifold or carbure tor base .will
You can calculate relative air density
soften the high-RPM WOT pulsing which
from barometer and temperature read-
allows a compromise jetting to be used.
ings, but most tuners prefer an air-density
This will usually handle both part-throttle
meter. This can be used to select the
and WOT operation.
correct main-jet area according to the
While not a strictly IR application, the
square root of air-density changes (in
Volkswagen with a center-mounted two-
percent). Air density changes from
barrel has an extreme pulsing condition
hour-to-hour and day-to-day-and most
because on ly two cylinders draw from
certainly from one week to the next
each venturi. In the Buggy Spray (;ar-
and one altitude to another. These are
buretor, an inverted power valve is used
available from K & 0 Accessories, Box
to offset the lack of pulse-caused enrich-
267-H, Longview, WA 98632 and from
ment at part-throttle. And, a plenum slot
Moon Equipment Co., Santa Fe Springs,
in the base helps to "soften" WOT pulsing.
CA .

119
-The Bug Spray carburetors, on the other Thus, very-high-output bike engines
hand, use only the plenum slot in the base obtain HP outputs ofup to 2.9 HP per
to "soften" pulsation effects at WOT so cubic inch! However, racing motorcycles
that a larger main jet can be used to pro- with engines of this ilk have 8- to 11-
vide a near-correct F / A mixture for both speed gearboxes to allow using the very
part-throttle and WOT operation. narrow RPM band in which power is
The bigger the carburetor in relation produced. Some of these engines will
to the engine size, the greater the need for not produce noticeable power below
an inverse power valve. The smaller the car- 6000 RPM!
buretor in relation to the engine size, the RAM AIR
less difference there will be between part-
The forward motion of your car can
throttle and WOT F / A mixture. induce some air pressure into the intake
Tuned-exhaust effects on the main-jet system-provided there is a forward-
requirement vary. If the exhaust causes facing inlet connected to the carburetor.
stronger intake-system pulsing, a smaller This duct should preferably have air
mainjet could probably be used. Or, if the straighteners in it so air enters the car-
effect is to lessen pulsing, a larger jet buretor smoothly-preferably through an
might be required. Predicting these effects air cleaner or other diffusing device which
is extremely difficult, so tuners tackle will break up any turbulence.
each situation on an individual cut-and- The scoop should mate with a tray
try basis. under the carburetor/s so any pressure
Summary of ram tuning achieved is not wasted into the entire
The peaky results obtained with ram engine compartment.
tuning can seriously reduce engine flexi- Very minor pressure increases are
bility and this point must not be over- obtained in this way, but even a minor
Dual snorkles or inlets are usually one of looked. It is all too easy to get over-excited pressure can aid the induction system
the trademarks of a high-performance about the spectacular results obtained at high RPM and give more HP where
vehicle as it comes from the factory. from racing motorcycle engines, so let's the engine is starting to "run out of
One above is a 1972 Pontiac GTO. Lower look at that area briefly before leaving breath." According to Gary Knutsen of
photo shows Chevrolet Z-28 air-cleaner the subject of ram tuning. McLaren Engines, pressures of 6 inches
arrangement. This high-performance air Motorcycle engines are typically built of water (about 0.22 psi) were obtained
cleaner is one of the least restrictive as single-cylinder units, each with its own at racing speeds on the Chapparal race
single-element cleaners in the business. carburetor and exhaust pipe. This allows cars. On very long straights this pressure
the designer to take ad vantage of two very provided measurable performance bene-
i'Tlportant features: (1) No mixture-dis- fits as opposed to cars running without
tribution problems, and (2) pressure phe- the pressurized air inlet.
nomena in the intake and exhaust systems Other writers have claimed the
can be relied on for ramming or "super- improvement can amount to as much as
charging" the cylinder at a desired RPM- + 1.2% at 100 MPH, +2.7% at 150 MPH
usually quite high. and +4.8% at 200 MPH. No matter
what the capability of an engine is, such
increases could make the difference
between winning or losing.
You may have noted Formula land
Formula 5000 cars nearly all run some
form of forward-facing air scoop over
the induction system. These have the
scoop in the airstream above the driver's
head. Drag-race cars with air scoops
There's nothing very mysterious about a
typically have the scoop opening ahead of
fuel-cooling can {cool can}. Fuel passing
the hood or else far enough above the
through the coiled line is cooled by ice
hood so the scoop is not picking up tur-
or dry ice and alcohol in the can. Fuel
bulent air.
temperature is lowered to ensure that
carburetor/s receive liquid fuel. Cold
fuel under pressure is not likely to flash
into vapor when it enters the carburetor
and sees only atmospheric pressure.

120
COLD AIR & DENSITY will be down on power by more than you In this example, outside-air density is
Density of the mixture has been thor- might imagine. Assume that the outside 107.2% of underhood-air density -or 7.2%
oughly discussed in the engine-require- (ambient) air temperature is 70°F and the greater. Because mass air flow increases
ments chapter where we showed that underhood temperature is 150°F. Use the in direct proportion with density, HP with
higher density inlet air improves the following equation: outside air will increase v'fTSOr 1.072
engine's volumetric efficiency propor- or 7.2%. If the engine produces 300 HP
tionately to the density increase. Improv- 460 + tuh with 150°F air-inlet temperature, it can be
ing density with the use of cool inlet air 'Yoa x 'Yuha expected to produce 322 HP with 70°F
and a cool inlet system was also mentioned 460 + toa air-inlet temperature. So, the density
in the previous chapter on engine variables. increase afforded by using outside air is
460 + 150
So, let's examine the practical aspects. 'Yoa
x 'Yuha considerable.
What can you do to keep the density "up" 460 + 70 Cold air gives more improvement than
to get the best HP from your engine? ram air because approximately 1% HP
First, the underhood temperature is 'Yoa = [1:i5 huha) or 1.072 'Yuha increase is gained for every 11°F drop in
not ideal for HP production because-even temperature. This assumes the mixture is
on a reasonably cool day-air reaching the where adjusted to compensate for the density
carburetor inlet has been warmed by pass- 'Yoa outside air density change and that there is no detonation or
ing through the radiator and over the hot other problems. Using outside air instead
'Yuha = underhood air density
engine components. Underhood tempera- of underhood air is climate-limited be-
tures soar to 175°F or higher when the toa = outside air temperature cause too-cold temperatures may lead to
engine is turned off and the car is standing tuh underhood air temperature carburetor icing.
in the sun. An engine ingesting warm air If air scoops are being used to duct air
to the carburetor, do not connect the hose
or scoop directly to the carburetor.
TABLE OF VELOCITY STACK EFFECTS Instead, connect the scoop to a cold-air
For Four-Barrel Carburetors box or to the air-cleaner housing to avoid
creating turbulence of the incoming air as
Carburetor No Stack 3-112" Stack 5" Stack Improvement it enters the carburetor air horn.
If you plan to use a cold-air kit which
Model 4500, List 4575 1005 CFM baseline picks up cold air at the front of the car, be
1030 +2.4% prepared to change the air-cleaner filter
element at regular intervals-perhaps as
Model 4150, List 4781 825 baseline often as once a week in dustier areas. If
830 +0.6% you leave the filter out of the system, plan
833 +0.9% on new rings or a rebore job in the near
future because your engine will quickly
Model 4165, List 6262 812 baseline wear out. You'll be better off ducting
845 845 +4% cold air from the cowl just ahead of the
windshield. This is a high-pressure area
Holley Tests
which will ensure a supply of cool outside
July, 1971
air to the carburetor. That area still gets
airborne dust, but it is several feet off
of the ground-away from some of the
grimy grit encountered at road level. If
AIR CLEANER COMPARISON you want to keep your car "looking
Model 4165 - List 6210
stock," using fresh air from the cowl is
Cleaner Type WOT Air Flow (CFM)
None 713 another way to get performance without
Chevrolet 396 closed·element with single snorkle 480 making the car look like a racer.
Chevrolet 396 closed-element with single snorkle cut off at housing 515 Cars with stock hoods and stock or
Same as above, but with two elements 690 near-stock-height manifolds may be
Chevrolet high-performance open-element unit 675
equipped with fresh-air ducting to the air
Same as above, but with two elements 713
14·inch diameter open-element accessory-type air cleaner 675 cleaner by using parts from GM cars
Chevrolet truck-type element (tall) used with accessory-type such as some of the high-performance
base and lid 713 Chevrolets.
Foam-type cleaner 'domed flat-funnel type) 675 Or, you may prefer to use one 'of the
NOTE: All data obtained with same carburetor. New clean paper elements used in all cases. fresh-air hoods which have been offered
Holley Tests on some models. These typically mate a
October 1971 scoop structure on the hood with the air-

121
cleaner tray on the carburetor/so Thus, the Many competition manifolds have no pitot tubes so that correct bowl reference
underhood air is effectively prevented heat riser and therefore the manifolds are pressures are not developed. Whether the
from entering the carburetor. "cold" to start with. Some car makers pitot tubes are angled or flat on top, there
If a tall manifold such as an IR or offer shields which fit under the manifold should always be at least 3/8-inch clear-
plenum-ram type is being used, the hood to prevent heating the oil with the exhaust ance between the tip of the pitot tube and
will have to be cut for clearance and a heat cross-over passage. These shields also the underside of the air-cleaner lid.
scoop added to cover the carburetor/so prevent the hot oil from heating a cold You have noticed the long "snorkle"
Whether the scoop is open at the front or manifold-or at least reduce that tendency. intakes on modern air cleaners. These are
back depends on the air flow over the car. This can be a cheap way to gain approxi- put there to reduce intake noise-not to
The optimum entry for air into the scoop mately 10 HP on a small-block V-8 engine. improve performance. High-HP engines
may have to be determined by testing. nearly always have two snorkles for more
AIR CLEANERS
An optimum entry will provide an air air and perhaps for "more image," too.
Because every engine needs an air
supply which is above atmospheric pres- For competition, the snorkle can be
cleaner to keep down expensive cylinder
sure and is non-turbulent. In general, the removed where it joins the cleaner hous-
wear which is caused by dust, it makes
area of the scoop opening should be ing. Additional holes can be cut into the
sense to use one which will not restrict the
approximately 12% larger than the area of cleaner housing to approximate an open-
carburetor's air-flow capabilities. By avoid-
the carburetor venturis. The roof of the element configuration to improve breath-
ing restrictions in the air cleaner, you allow
scoop should be positioned 1-1/2 inch ing. Or, it is sometimes possible to expose
your engine to develop full power.
above the carburetor inlet. Any more more of the element surface by inverting
The only time that an engine might
clearance may create detrimental turbu- the cleaner top. As shown in the accom-
possibly be run without an air cleaner
lence-any less will restrict air flow into panying table, an open-element design is
would be on drag-car or drag-boat engines
the carburetor. least restrictive.
being operated where there is no dust in
Like the fresh-air hoods, scoop-equipped When it comes time to race, use a
the air or pit-a very unlikely situation, to
hoods can be mated with a tray under the clean filter element. Keep the air cleaner
say the least. Even then, when an air
carburetor/s to ensure that warm under- base on the carburetor if you possibly can,
cleaner is removed from the carburetor,
hood air cannot enter the carburetors to even if you have removed the air cleaner
the air-cleaner base should be retained
reduce inlet-air density. cover and element. But, be sure to secure
because its shape ensures an efficient
Drag racers will always keep the hood the base so that it cannot vibrate off to
entry path for the incoming air and helps
open and avoid running the engine between strike the fan, radiator or distributor.
to keep the incoming air from being
events so the compartment stays as cool heated by the engine. Because the carburetor is internally
as possible. It is helpful to spray water balanced, that is, the vents are located
The accompanying table shows the
onto the radiator to help cool it. This results of tests which dispel some of the in the air horn area, no jet change is
ensures that the engine water temperature common fallacies about air cleaners and usually reqUired when the air cleaner
will be lower and that the radiator will is removed.
their capabilities. In general, a tall, open-
not heat incoming air any more than is element air cleaner provides the least VELOCITY STACKS
absolu tely necessary. restriction. It also increases air -inlet noise. Velocity stacks are often seen on
Although "seat-of-the-pants" feel may
Note that some of the air cleaners will racing engines. These can improve cylin-
indicate stronger performance from a cold
allow full air-flow capability. These are der filling (charging) to a certain extent,
engine, the real fact of the matter is that
the air cleaners which should be used by depending on a great many other factors.
the engine coolant temperature should be
racers, even if their use requires adding a For instance, when velocity stacks are
around 180°F or so to allow minimum
hood "bump." An air cleaner which gives used on an isolated-runner manifold, the
friction inside the engine. The idea is to
full flow capability to the carburetor pro- stacks may form part of a tuned length
keep the engine oil and water temperature
vides impressive top-end power improve- for the air column.
at operating levels while taking care to keep
ments, as compared to one which restricts Velocity stacks also provide a straight-
down the inlet-air temperature.
flow. For instance, the use of two high- ening effect to the entering air. And, they
While we are talking about density
performance Chevrolet air cleaners can contain fuel standoff-which is typi-
improvement by using cold inlet air we
stacked together-instead of one open- cal with isolated-runner-design manifolds.
should remember that a heated manifold
element cleaner-improved a 1969 Trans Remember that the velocity stacks need
reduces density. The exhaust heat to the
Am Camaro's lap times at Donnybrook, space above them to allow air to enter
manifold should be blocked off to create
Minnesota by one full second. smoothly. Mounting a hood or air-box
a "cold" manifold when performance is
It is very important to check the clear- structure too close to the top of the
being sought after. There are various ways
ance between the upper lid of the air stacks will reduce air flow into the carbu-
of accomplishing this. In some instances
cleaner and the top of the carburetor's retor. Two inches should be considered a
there will be intake-manifold gaskets avail-
pitot or vent tubes. Air cleaner elements bare minimum clearance between the top
able which close off the heat openings. Or,
vary as much as 1/8 inch in height due to of a velocity stack and any structure over it.
a piece of stainless steel or tin can metal
production tolerances. The shorter ele-
can be cut to block off the opening when Note the table on page 121 for more
ments can place the lid too close to the
slipped between the gasket and manifold. details.

122
When an air cleaner is used on a carbu- helpful when the eng ine is in good cond i-
retor equipped with sta cks , keep the two - ti o n . En gine condition can be checked
inch recommended clearance between the quic kly with a compressio n gage to make
top of the stacks and the underside of the sure th at all cy lind e rs provid e equ al com-
air-cleaner lid. This may require using two pressi o n a t crank ing speed. Or , for a more
of the open-element air cleaners which accurate ch eck, a leak-down test ca n be
have been "glued" together with Silastic used to compa re cylinder conditi o n.
RTV or other sealant-and a longer stud Rememb er that new plugs take time
between the carbureto r to p and the to "c o lo r"-as many as three or fo ur d ra g
cleaner Jid_ strip runs m ay be needed to " col o r" new
Holley carburetors which have been pl ugs. Pl ug colo r is onl y meaningful when
designed for use with vel o city stacks, such th e engine is d eclutc hed and " cut clean"
as the 600 CFM two-barrel , can sometimes at the end o f a high-speed full- t hro ttl e,
obtain as much as seven to nine pe rcent high -gea r run . If y ou all ow th e engine to
Color and appearance of plug porcelain improvement in air flow by using stacks. slow wIth the en gine still run ning, pl ug
can be checked with a spark-plug illumi- On the usual four-barrel with the 5-inch appea rance will be meaningle ss . Plug
nator. These usually include a magnifier air cleaner base, the use of wide-mouthed readin gs ca n be made after full-throttle
to aid in plug reading. One of these entry devices provided improvements runs on a ch assis dyno wi th the transmis-
should be in every tuner's tool kit. The which ranged from insignificant (less than si o n in an intermediate gear so that th e
engine must be "cut clean" by turning off 1%) to as much as 4 %.
the ignition and declutching or getting
DISTRlBUTION CHECKING
into neutral at the conclusion of a wide-
Distribution checking to determine Chevy high-rise manifold for Z-28/L T-1
open-throttle full-power run in top gear .
whether all cylinders are receiving an has oil shield under heat-riser area. By
If this is not done, plug readings are apt
equal mixture becomes ex tremely impor- using this shield in conjunction with a
to be meaningless_
tant when a manifold or ca rburetor change blocked heat riser, the intake charge is
is made. Even though a previous carbu- cooled considerably!
PLUG COLOR CHART
retor/manifold combinatio n may have pro-
vided nearly perfe ct distribution you
Rich-Sooty or wet plug bases, dark
cannot take the chance that one or more
exhaust valves .
cylinders will be running lean. Although
Correct-light-brown (tan) color on several ways of checking dist ribution are
porcelains, exhaust valves red -brown clay detailed in the distribution sec tion of the
color. Plug bases slightly sooty (leaves a engine requiremen ts chap ter, the man at
slight soot mark when plug base turned the race track usually h as only o ne way
against palm of hand). New plugs start to to do it. He mu st rely on the appearance
color at base of porcelain inside shell and color of the plug electrodes and porce-
and this can only be seen with an illumi- lains. These can provide a lot of valuable
nated magnifying viewer for plug check- information about wha t is h appening in
ing. Fo r drag engines with wedge
the engine.
(quench-type) combustion chambers,
An accompanying plug-color chart
speed and el apsed time become more
ex plains some of the th ings to look for.
important than the plug color. Plugs
Because the part of most interest is the
may remain bone-white with best speeds/
base o f the porcela in-which is "buried "
times . A mi x ture which gives the light-
in the plug shell-a magnifie r-type illumi-
brown color may be too rich for these nated viewer should be an early purchase
engines . for your tool box.
Lean-Plug base ash-grey. Glazed-brown Before continuing , we need to mention
appearance of porcelains may also indi- that checking plug color gives only a
cate too-hot plug heat range. Exhaust rough idea of what is occurring in the way
valves whitish color. of mixture ratio and dist ribution. Ford
engineer Don Go nyou claims it is dif-
NOTE : Piston-top color observed with an
ficult to see a change in plug color without
inspection light through the plug hole can
changing the main jet a t leas t four sizes.
be a quicke r and sometimes more positive
And , fro m the list o f items which ca use
indi cator of mi x ture than plug appear -
plug-appearance variat ions (la ter in this
ance . Careful tuners look at ALL indica-
section), it is easy to see that using plug
tors to take advantage of every possible
color to check distribu tion will only be
clue to how the engine is working .

123
Manifold Vacuum vs. RPM

I I I this with main-jet changes. For instance,

-1.4--
0 Holley Model 4165 List 6210
650 CFM Carburetor on
) if one or more plugs show a lean condi-
tion, install larger main jets in the throttle
C,
1.2 : : t -
'"

Chevrolet L-46 350 CID engine
O 2 Holley 4160 List 6224
/ bore/s feeding those cylinders. Should one
or more plugs appear to show a rich condi-
..t:. tion, install smaller main jets in the throt-
1.0.:-
(.)

E
Carburetors on 350 CI D
Chevrolet racing engine
Plenum-type manifold
)v tle bore/s feeding those cylinders. The
real problem occurs when several cylinders
0.8 ;(.) fed from the same throttle bore show dif-
>'"
0.6 ::!:! / r., ferent mixture conditions-some lean with
some correct-or some rich with some cor-

0.4 ~
~
0
c: ~!(
y~
V
T
rect-or perhaps a combination of all three
conditions! This shows a manifold fault

0.2 V Holley Tests -


which cannot be corrected with jet
changes. Correcting such conditions

-- ~
December 1971 requires manifold rework which is beyond
I the scope of this book.
o 1000 2000 3000 4000 5000 6000 7000
HEADER EFFECTS vs. JETTING
Engine RPM
Headers will usually reduce exhaust
Chart above shows the minimum restriction provided by using two four-barrel carbu- back pressure so that the engine's volu-
retors for a drag-race or competition engine. This minimum flow restriction allows such metric efficiency is increased (it breathes
installations to provide horsepower equivalent to that of racing fuel-injection systems in easier !). The main effects of headers will
nearly all instances. be seen at wide-open throttle and high
RPM.
dyno is not overspeeded-but road tests great difference between the cylinders in Using headers may change the main-jet
require high gear to load the engine cor- turbulence and efficiency. The big-block requirement. Either richer or leaner jets
rectly. Chevrolet is a notable example as may be needed, depending on the inter-
Similarly, plug checks can be made described in H. P. Books volume on relation of the engine components.
where the engine has been running at full- that engine. The preceding ram-tuning section
throttle against full load applied by an If differences exist in the firing end of details how a tuned exhaust system which
engine dyno. It is much easier to get good the plugs when you examine them, the alters the pulsing seen by the carburetor
plug readings on the dyno because full cause may be due to one or more factors: may make main-jet changes necessary to
power can be applied and the engine cut Unequal distribution of the fuel/air mix- compensate for any increase/reduction in
clean without difficulty. Plugs can be ture, unequal valve timing (due to incor- intake-system pulsing.
read quickly because you can get to them rect lash or a worn cam), poor oil control
easier than in the usual car or boat instal- (rings or excess clearance). Problems with- CARBURETOR RESTRICTION
lation. However, don't think that plug in the ignition system which can also lead Carburetors are tested at a given pres-
heat range and carburetor jetting estab- to plugs not reading the same or misfiring sure drop at Wide-Open Throttle (WOT)
lished on an engine dyno will be absolutely include: Loose point plate, arcing in the to obtain a CFM rating indicative of now
right for the same engine installed in your distributor cap, defective rotor, cap or capacity. One- and two-barrel carburetors
racing boat or chassis. Air-now conditions plug wires/connectors, cross fire between are tested at 3.0-inch Hg pressure drop.
past the carburetor can easily change the plug wires, defective primary wire or Three- and four-barrel carburetors are
requirements-perhaps so unevenly that even a resistor which opens intermittently. tested at I.S-inch Hg pressure drop.
different cylinders will need different Pay special attention to cleanliness of the When you want to make comparisions,
changes. entire ignition system including the inside use these formulas:
It would be nice if every plug removed and outside of the distributor cap and the Equivalent flow CFM at 3.0 in. Hg
from an engine looked like the others outside of the coil tower. Also, clean the at 1.5 in. Hg 1.414
from the same engine-in color and condi- inside of the coil and cap cable receptacles.
Equivalent flow CFM at 1.5 in. Hg
tion-but this is seldom ever achieved! Any dirt or grease here can allow some of
at 3.0 in. Hg x 1.414
Color and other differences indicate com- all of the spark energy to leak away.
bustion-chamber temperatures and/or fuel/ If the cylinders have equal compres- The one- and two-barrel rating was
air ratios are not the same in avery cylin- sion and the valves are lashed correctly, a adopted because low-performance engines
der-or that related engine components difference in plug appearance may indicate typically showed WOT manifold-vacuum
need attention. The problem is greatly that there is a mixture-distribution prob- readings of 3.0-inch Hg. When four-barrel
complicated in engines where there is a lem. It is sometimes possible to remedy

124
carburetors and high-performance engines MAC S-14l (specifically designed for the is wide open. The pump lever should con-
became commonplace they were rated at fuel-inlet iluts on two- and four-barrel tact the operating lever adjustment screw
1.S-inch Hg pressure drop because of two carburetors with center-hung floats). A at idle.
reasons. First, this rating was close to the broad-blade screwdriver can be used for Once you know what jets you have,
WOT manifold vacuum being seen in jet changes. buy four sizes lean and four sizes rich for
these engines. Secondly, although we've each main jet in your carburetor.
never seen this mentioned anywhere else, TIMING DEVICES This will handle most engine variations
most of the carburetor-testing equipment Although a stop watch can be used for and most atmospheric-condition changes
had been designed for smaller carburetors. some very fine tuning, you may want to (density). Main jets are not necessarily the
The pump capacity on this expensive test consider getting your own timing device same size in a four-barrel. Secondaries may
equipment was not adequate to provide with associated photocells, or arrange for contain different jets than the primary
3.0-inch Hg pressure drop through larger the rental of a portable unit so that you side. And, if you should be running a big-
carburetors. 1.S-inch Hg was about the can set up the lights at varying distances. block Chevrolet with an open-plenum
limit of the pump capacity. Hence the Pro Stock racers often test acceleration service-package manifold, the carburetor
1.S-in. rating came about as a "happy over an initial 60 feet to work out starting could use three different jet sizes because
accident." techniques, tire combinations and carbu- it is "stagger-jetted." In the case of plenum-
For maximum output, it is essential to retion. Most races are won in the critical type all-out drag-race manifolds, install at
have the carburetor as large as possible- starting period and by the initial accelera- least two sizes larger main jets. These are
consistent with the required operating tion over the first few feet. the only two cases where jets should be
(driving) range. The driving range must be A FEW PARTS WILL BE HELPFUL changed before running the engine. Other-
considered as discussed in the chapter on When you are working on a two- or wise, make your first tests with the carbu-
selection and installation. four-barrel with detachable fuel bowls, retor jetted exactly as supplied by Holley.
Using a lot of flow capacity-more than you should have a few parts available. There are no other exceptions.
calculations indicate necessary for the Foremost among these are extra bowl and For any four barrel with a 6S0 through
engine-can reduce inlet-system restric- metering-block gaskets and bowl-screw 8S0 CFM main body, the main jets are
tion and increase volumetric efficiency at gaskets. O-Rings for the transfer tube usually between 76 and 81, assuming that
WOT and very high RPM. Such carbure- should also be on your shopping list. Be the power valves are installed in the carbu-
tion arrangements can compete with fuel especially careful to buy the correct bowl retor if they were there originally. If the
injection in terms of performance because gaskets for carburetors with the non-pull- carburetor you are working with is a four
the restrictions are minor. However, it over pump discharge nozzles (such as the barrel in this size range and the jets are
should be noted that the dual-quad instal- 4165's or the 6425). Although similar to more than four sizes away from the 76-81
lations typically used by professional drag spread-chances are that whoever jetted
those used on 4150/60 and 2300, they
racers are not capable of providing usable the carburetor lost his bearings and got
are NOT the same.
low- or mid-range performance. These off course with the jetting. Get it back to
Before you buy any main jets, find out
engines are typically operated in a very the original jetting before you start tuning.
what size is already in the carburetor. If
narrow range of 6000 to 8S00 RPM or so. Drag racing often requires richer jets.
the carburetor is new, have the salesman
TOOLS REQUIRED check Holley's Variable Specifications and For instance, if 80's worked fine on the
Start with patience! You need more Parts catalog to see which jets are supposed dynamometer, you may need 82's or 84's
than the feel in the seat of your pants to be in the carburetor. Or, check the at the strip. Jets have to be rich to get a
and the speedometer in your car to do Holley High-Performance Catalog. How- mixture equivalent to that obtained on the
serious tuning. Specific tools are required, ever, neither is foolproof because Holley dynamometer with rock-steady conditions.
but you'll also need a patient and methodi- changes jet sizes to fit specific application Double-pumpers or carburetors with a
cal approach to the project. This further requirements and catalogs must be printed high-capacity pump may not need extra-
means you cannot be in a hurry. If you ahead of the time when some of the carbu- rich jetting for the strip because these
have no intentions of really getting serious retors are released in final form for manu- pumps usually inject enough fuel to cover
about tuning, run your Holley as it comes facturing. To be absolutely sure, take the up the air-flow lag.
out of the box and leave your tool box top off of the carburetor or pull off the ONE THING AT A TIME
locked up. fuel bowls and look for yourself. It never occurs to some would-be
A vacuum gage, fuel-pressure gage and In the case of two- and four-barrel car- tuners-even some old-timers-that
a stop watch are essential. So is a tachome- buretors with removable fuel bowls, this changes must be made ONE at a time.
ter. The vacuum and fuel-pressure gages means rechecking the accelerator-pump It's too easy to be tempted, especially
are an extra set of "eyes" to let you look adjustment for each pump when you put when you are sure that you need a heavier
inside of the engine to see what is happen- the bowls back on. Make sure that the flywheel, different gear ratio, other tires,
ing there. For serious competition on a primary pump lever moves instantly as a different main jet, two degrees more
regular basis, an air-density gage can be you operate the throttle lever and that spark advance and a different plug heat-
especially helpful. You'll also want a l- there is at least 0.020 inch additional range. Changing one of these at a time
inch open-end wrench, preferably the travel for the pump lever when the throttle would be just TOO SLOW.

125
You-or your buddies-convince your- well where it won't be wiped off during Don't drill jets-Jets are carefully ma-
self of that. And, first thing you know, normal tuning activities such as plug chined with a squared-off entry and a
you've lost the rabbit and you don't know changes, etc. precisely maintained exit angle. Drilling
where you 're at or how you ever got there. Noting what jets have been used saves a jet will not provide a jet with the same
When you are trying to tune your carbu- a lot of time when tuning because no time flow characteristics as a genuine Holley
retor-a comple x piece of equipment in is wasted in disassembly and reassembly to machined jet-even though drilling appar-
itself-there's all the more reason to make see wha t jets are in the carburetor/so Even ently produces the same size open ing.
one change at a time and then check it the best memories a re guaranteed to fail
against known performance by the clocks, the jet-size memory test. Carrying jets-Store and carry jets in a
or by your stopwatch and tach ometer as BEFORE YOU START TUNING jet holder such as Holley's punched-out
described elsewhere in this chapter. Now that you've gathered the tools, rubber one (Part No. 36-17, holds 42
Anytime that you change more than spare je ts and other paraphernalia , there jets). Or dri II and tap a piece of wood,
one thing, you no longer have any idea are a few more details to take care of. plastic or aluminum with 1/ 4-32 NF
of which change helped -o r hindered - First and foremost, check the accelerator threads and use that. Some tuners use
the vehicle's performance. It's even pos- pumps to make sure they operate with the compartmented plastic boxes or even
sible that one change provided a positive slightest movement. And, check that small envelopes. The practice of carry-
improvement which was cancelled by the there is at least 0.0]5 to 0.020 added ing jets strung onto a wire is strictly a
negative effec ts of the other change. The travel left in the diaphragm-operating NO-NO because this will very definitely
net res ult seemed to be no change. lever at wide-open throttle as we have dis- damage the jets.
When tuning, follow a procedure and cussed in the selection and installation
stick to it. The less help (and therefore, chapter. That chapter also discusses check- Use correct tool to install jets-Be sure to
advice) that you have, the better. Concen- ing and setting fuel levels for bowls with use a screwdriver with a wide-enough
trate . Be deliberate. And don't be sur- sight plugs. Do it! !fyour carburetor does blade-or use a jet tool-so there will be
prised when the process eats up more not have removable bowls, be sure that no danger of burring the slot. Burrs on
time than you ever thought it could have. the fuel level is correct before proceeding. the edge of the slot can affect main-jet
If you are planning othe r changes soon, Remove the air cleaner (temporarily!) so flow.
such as a different manifold, camshaft, that you can look into the air horn. Have
air cleaner, distributor-advance curve, When you are tuning, watch the results.
someone else mash the pedal to the floor
cylinder heads or exhaust system-put off If the results disagree with your theory-
as you check with a flashlight to make
tuning until the car and engine are set up believe the results and invent a new
sure that the throttles fully open (not
as you expec t to run it. Otherwise , your theory!
slightly angled). If they're not opening
tuning efforts will be wasted and you can - Mike Urich
fully, figure out why and fix the problem.
look forward to a repeat performance of Any time you remove and replace the car- Holley released these main-jet slosh tubes
the entire tuning process. buretor-check again to ensure that you for a Ford NASCAR application with
Whatever you do, don't fall into the have a fully opening throttle. It is the backwards-mounted carburetors. They
common trap of rejetting the carburetor easiest thing to overlook and the cause of were important for that particular appli-
to some specialized calibration that you a lot of lost races or poor times . Any cation. When they are soldered or Loc-
read about in a magazine article or heard honest racing mechanic will admit that tited into place to hold them in the jets,
about at the drag strip last week . Holley he's been tripped up by a part-opening jet changing can become a real chore.
spent thousands of dollars getting the cali- throttle at least once.
bration correct and there is good reason For drag racing, air cleaners are gener-
to believe that they used more engineers, ally not used. For any other competition
technicians, test vehicles, dynamometers, where dust is involved, be sure to use a
!low benches, emission instrumentation low-restriction paper-element cleaner,
and other equipment and expertise than such as a tall open-element AC type and
you may have available as you start your replace it often. Combination paper-ele-
tuning efforts. Remembering these hard ment and oiled-foam cleaners should be
facts will save your time, effort, money used for very dusty conditions. If the
and temper. cleaner is removed, the engine can suck
When you have made jet changes from in a lot of abrasive dirt by merely running
standard, use a grease pencil or a marking back down the return road. If the engine
pen to mark the bowls with the main-jet has to last, then stop at the turn off and
sizes which you've in stalled. Some tuners put the air cleaner on-or get the car
use press ure-sensitive labels on the fuel pushed back to the pits.
bowls for noting which jets are installed. The air-cleaner directs the air in to the
Others write the information on a light- carburetor so the vents work correctly and
colored portion of the firewall or fender- air gets into the air bleeds correctly. You

126
have probably read a lot of articles which not big enough to supply sufficien t
said to be sure to leave the air-cleaner base capacity to carry the engine through _
in place, even if you had to remove the Solving the first problem may mean
air cleaner for some obscure reason. Lest using larger pump-discharge nozzles-
you think the writers were kidding you, which may subsequently lead to the need
one dyno test series showed a 3 HP loss for a larger pump, too_ More details on
by removing the air-cleaner base. This little tuning discharge-nozzle size appear a few
item causes air to flow into the carburetor paragraphs later.
with less turbulence. It is essential! In the second case smaller nozzles may
Air cleaners also protect against fires be tried in the hope that the existing pump
caused by starting "belch-backs" -reduce size will then handle the capacity require-
intake noise-and reduce engine wear. ment. If that fails, then a larger pump
Intake noise can be horrendous-even should be tried with the original nozzles.
worse than exhaust noise-on an engine As a general rule, the more load that
turning up a lot of RPM. Air cleaners the engine sees, the more pump shot that Use a pin vise to hold the drill you use
greatly reduce that noise. is needed in rate and volume. For instance, to open up an accelerator-pump shooter.
Before leaving the subje c t of air if an 1800 RPM stall speed converter is 21 stamped on shooter is original hole
cleaners, let us remind you to look at the replaced with a 3000 RPM converter in an size in thousandths of an inch.
way the stock cleaner is designed before automatic transmission, the shooter (dis-
you invest in some flat-topped short charge-nozzle) size can be reduced. The
cleaner because it looks good. Note that same would be true when replacing a light
the high-performance cleaner stands high flywheel with a heavier one. This is
above the carburetor air inlet. Adequate because the engine sees less load as the
space allows the incoming air to enter vehicle leaves the line in each instance .
correctly and with minimum turbulence. Valve timing affects the pump-shot
With a flat filter sitting right on top of the requirement. Long valve timing (duration)
air inlet you may get HP loss. and wide overlap create a need for more
For racing take the sintered-bronze pump shot than required with a stock
Morraine filters out of the inlets to the camshaft.
fuel bowls . Make sure there is a filter in Carburetor size and position also affect
the line between the pump and the carbu- pump-shot requirements. More pump shot
retor/s. Also make sure the choke is locked is needed when the carburetor is mounted
open (for racing only!) . If you remove a long way from the intake ports, as on a
the choke (not really necessary) be sure plenum-ram manifold or a center-mounted
to plug all holes left when you take out carburetor on a Corvair or VW_ The larger
the shaft, operating mechanism and fast- the carburetor flow capacity in relation to
idle linkage . engine displacement and RPM - the more
need for a sizeable pump shot to cover up
ACCELERATOR-PUMP TUNING
the "hole" caused by slamming the throt- This air-cleaner base is used on 1967-71
The ability of the engine to come off
tles wide open. This is especially true wi th Corvettes equipped with the L-88 fresh-
the line Hclean" indicates a pump "shot"
mechanically operated secondaries_ air hood. To duplicate it, you'd need:
adequate for the application. A common
Think about this for a moment and Air-cleaner base 6422188, gasket
complaint-heard again and again-Hit
you'll see clearly why Holley warns against 3919812, screen 3902396, cup retainer
won't take the gas." Actually it's the
converting the vacuum-operated secon- 3902394, diffuser 6423906 and wing
other way around because the engine
dary throttles to mechanical operation. nut 219281_ You'll also need seal
is not getting enough gas and a "bog" is
There's no pump to cover up the "hole" 3934165 if you actually use a fresh-air
occurring. Two symptoms often appear.
caused by secondary opening. That's the hood.
The first of these is that the car bogs-
reason for the "double-pumpers"-to
then goes. This can be caused by pump-
give an adequate pump shot to cover up
discharge nozzles which are too small
opening the mechanical secondaries_
so not enough fuel is supplied fast
If the carburetor is changed from one
enough. The second symptom is one of
engine to another or the engine is changed
the car starting off in seemingly good
into a different vehicle-or drastic changes
fashion-then bogging-then going once
are made in the vehicle itself-work may
more. We are talking about drag-race
be needed to get the accelerator-pump
starting here, of course . In this second
system to perform as you'd like . The
situation, the pump-discharge nozzles
main problem will always be tip-in per-
may be correctly sized but the pump is
formance.

127
PERFORMANCE TUNING Shooter size tuning is best done by to obtain the desired staging RPM,
Where carburetor calibration changes nozzle diameter decreas- Then the cam should be rotated backward
are discussed in the following sections ing it) until a response is obtained on the shaft until the pump lever
of this chapter, these are intended when the throttle is rests on the heel of the cam
FOR COMPETITION ONLY. This open) on a free tion). You may find that one of the exist-
means for drag race, off-road and road- crisp response is increase the holes will line up with a hole in the
race applications-anything where nozzle size another 0.002 inch and the throttle lever-or it may be necessary to
the vehicle is NOT TO BE USED ON combination will probably be drivable drill another hole in the cam to
STREETS OR HIGHWAYS, for a aJlow the desired positioning.
Most Holley carburetors for bolt-on a boat engine to take the Be sure to check that there is NO clear-
replacement use are calibrated to throttle can a much larger shooter ance between the pump actuating lever
original-equipment specification perfor- size than any other application. 0.040 to and the cam. the throttle to a
mance or better when installed without 0.042-inch shooters may be needed to lower idle speed can move the cam away
Any modification to the cali- overcome the constant load by from the lever-delaying the pump shot.
brations will probably cause the carbu- the A mere throttle movement should
retor/engine combination to be unable duration can be timed move the pump lever. When
to meet exhaust-emission standards/ shooter pump-cam lift and pump the adjusting screw
regulations. capacity. Shooter size also determines to reestablish contact with the cam, be
the rate at which fuel is fed from the sure to check that there is 0.015 to 0.020
WOT inch additional travel for the diaphragm
"slams." The override lever at WOT between the lever and the
is a valve which "gives" adjusting screw.
when the throttle is slammed open. The Various cams are offered for the 2300,
compressed force against the lever 4150/60,4165 and 4500 carburetors.
operating the then establishes 111ese are primarily for use in tuning the
delivery pressure in the pump system. actuation of the accelerator pump/s on
rate then on system pres- carburetors used for driven
sure and shooter size. with throttle openings. This
The override must never be would include street and highway use,
adjusted so that it is coil-bound or has no road courses and circle-track.
Adjustable needle/seat assemblies used capability of And, do Carburetors which do not use cam
on some Holleys with removable fuel with a actuation of the accelerator pump can
bowls are adjusted by loosening the solid bushing in hopes of pump sometimes be modified for added capac-
lock screw, then turning the assembly action. Either course of action could lever/linkage changes to get maxi-
with the nut. This nut is used only for cause a pump diaphragm mum pump stroke. The pump
turning the to raise or lower the a badly bent pump because gaso· should bottom in its well. Stroke
fuel level. Locking the adjustment is done line is incompressible. Something has to increases may be by lifting the
solely by the lock screw. or break if the throttle is slammed piston to a higher but
open and there's no way for the system not the fill slot or entry.
to absorb the shock. Each carburetor must be examined to
If the pump cam provides fuHlift and see whether the diaphragm bottoms in
therefore full travel for the pump dia- its If not, minor
phragm, the of the cam is not modifications may aJlow added travel to
tant for The cam the point where the diaphragm is
provides a way to compress the short of at full lift.
override spring so that the will In a carburetor which does not have
cause the pump to deliver its shot into removable shooters drilled into
the The position of the cam on body), out the nozzle/s
the throttle shaft is very important for may disassembling the carburetor.
the drag racer. The relation of throttle A lead baJl or other may have to be
opening to cam lift is shown in a graph in removed to allow access to the
the on how your carburetor works. passage.
shows that if the throttle is
opened very far to provide POWER-VALVE TUNING
You may immediately say, "Allah-I
much of the cam lift is used up so that the
know what to do-take it out!" No,
pump cannot deliver a full shot.
of all the articles
Ford's Bud Elliott suggests that the
written to the contrary, there is seldom
racer determine what throttle opening is

128
ever any real reason to take out the power highest man ifold vacuum attained during
valve and replace it with a plug, even the run, especially at the end. If this is
though Holley sells plugs for that purpose . not the case, the power valve will close
The power valve in the secondary is and the engine will run lean . Disaster will
especially important because it allows result-usually in the form of a holed
using smaller main jets. Braking forces do piston. Sometimes it will get lean enough
not cause the engine to run excessively to cause "popping" sounds from the
rich and there is no tendency for the exhaust. For example, a ca rburetor is
engine to load up or run rich at part throt- equipped with a 30 (3 .0 inches Hg) power
tle. So many advantages are gained by valve. Test shows that manifold vacuum
leaving power valves in place that Holley's is 4.0 inches Hg through the high-speed
engineering staff has gone on record as portion of the. course. Change power valve
being strongly against their removal. They to a 65 or 85 keeping in mind the previous
point out that the valves have an impor- example so that the power valve does not
tant purpose or they would not be installed open at idle because of low manifold
in the first pla ce . If they could be left out, vacuum created by camsha ft character-
Holley could reduce their manufacturing istics.
costs. As discussed in the section on how Flat-track racing, especially with super-
your carburetor works, the power valve is modified cars-and slaloms-are the only
the "switch" between the mixture ratio applications which generate G loads
for cruising and that required for full high enough to move fuel away from the
power. power-valve inlet so air enters to lean the
Power-valve tuning requires using a mixture . If the secondary power valve is
vacuum gage. Let's take the example of a removed, the main-jet size must be
car equipped with a camshaft which pro- inc reased to compensate for the lost area
vides such low manifold vacuum at idle of the power-valve channel restriction.
or part-throttle that the power valve opens, Then flooding through the main jets and
giving richer mixtures or perhaps turns on out the discharge nozzles will occur during
and off due to vacuum fluctuations.ln braking or hard stops. The extra-rich mix-
this instance , a power valve which opens ture during part-throttle operation may
at a still lower vacuum should be installed. cause plug fouling or loading up during
If a 65 power valve is in the carburetor "light throttle" use such as warming up Whistle vent in top metering block pro-
and the vacuum occasionally drops to 5 or running slow ly during ca ution laps . vides foam control under hot condi·
inches Hg at idle or part-throttle, in stall tions, but its major purpose is to ensure
a 40 power valve (opens at 4.0 inches Hg). bowl venting while preventing fuel from
This ensures that the power valve will spewing out of the bowl vents under ex-
not open until the added fuel it provides treme cornering, acceleration and brak-
is needed. ing forces. The first whistle vents were
You can see that it is essential to know TUNING IN THE VEHICLE supplied in carburetors used by Ford at
what the manifold vacuum is at idle . It is A lot of engine-development work LeMans . These vents are available as
also one situation where it is necessary to related to getting carburetion correct can 59BP-91. Bent-brass baffle with the trio
have a gage which is not highly damped, be done on an engine dynamometer. How- angular opening is used in current pro-
that is, the needle will have to "jump" to ever, some of the tuning has to be done duction-usually only on primary bowls
follow the vacuum fluctuations or you with the engine installed in the car or of four-barrels. It serves to keep foam
won't know how low the vacuum is ge tting . boat. In general, it is safe to jet up (richer) from issuing out of the bowl vents under
Another application which demands one or two jet sizes when moving the hot conditions. The perforated baffle in
using a vacuum gage is racing in a class engine from the dyno to the chassis or the lower metering block was the first
where ca rburetion is limited to a ce rtain boat. baffle type to be used, but it is no longer
carburetor type or size which is really too For tuning-you need a place that used in production . However, it is avail -
small for the engine which it is feed ing. A is always available whenever you want to able as an aftermarket part 57BP-33.
class demanding the use of a single two- use it for tuning purposes. You also need
barrel would be typical. Here, the vacuum a vacuum gage and a stopwatch. The rea-
in the manifold may remain fairly high as son for using the same place is that subtle
the car is driven through the traps at the cha nges in roads can really throw off
end of the quarter (that's just one example, your best tuning efforts-unless you
of course). The power valve should always always use the same strip. A road can look
have a higher opening point than the perfectly level and yet include a substan-

129
tial grade of several percent. You won't be fuse your best tuning efforts. If you want
Pulsations in intake manifold affect main- able to tell this with your naked eye. to work on your starting techniques, do
jet size-Main-jet size depends in some Surveyor's apparatus would be needed to that separately-when you have the car
degree on the number of cyl i nders fed make this kind of judgment. tuned to your complete satisfaction.
by the venturi because fuel flow is If you are tuning for top-end perfor- The times or speeds that a car is
affected by air-flow pulsations in the mance, and you know the engine RPM at turning (assuming good, consistent start-
manifold. Pulsing can be extreme at the end of the quarter mile, a lot of ing techniques) are a good indication of
wide-open throttle, where only one or tuning can be accomplished with a stop- whether the mixture ratio being supplied
two cylinders are fed by a single ven- watch. Start the watch as you accelerate by the carburetor/s is correct. If a jet
turi with no balance chamber or past an RPM point which is two or three change makes the vehicle go faster, the
plenum connecting the cylinderls thousand below where you want to be at change is probably being made in the cor-
with the other cylinders. the top end, then stop the watch when rect direction, regardless of what the
you reach the RPM which marks the end spark-plug color tells you. As long as a
of the range in which you are interested. change produces improvement keep mak-
Use the highest gear so you eliminate ing changes in that direction until the
gear changes. By eliminating these, you speed falls off, then go back to the combi-
get rid of one more variable in the tuning nation that gave the best time.
procedure. Stopwatching runs from 3500 Unless the plugs indicate that the mix-
RPM to the peak RPM which will be used ture is rich, keep making your moves in
gives a very accurate indication of whether the richening direction until times start to
a change is helping or hurting performance. fall off. Plug color can indicate perfect
High gear stretches the time required to mixture, even though the engine is getting
pass through the RPM range of interest into a detonation condition at the upper
and keeps away from wheelspin (which end.
often occurs at gear changes, even though Because the drag-race engine spends
it may not be obvious) so you can see such a small portion of the run at a peak-
the effects of changes in main jet size power condition, spark plugs-especially
or pump calibration. in a quench-type (wedge) combustion
The race course is a poor place to do chamber-may need to be bone-white for
tuning when competition is going on. the best times. Don't be concerned about
There is never enough time to get the com- plugs not coloring in drag events so long
bination running exactly right and there is as the times keep improving as you make
always a lot of confusion in the busy, one change at a time-and only one l
exciting and emotion-charged atmosphere When reading spark plugs, remember
of the racing situation. The competitor that plugs have tolerances, too. One set
who has to do any more than "fine" of plugs may read one way-and another
tuning or adjustments is literally not set with the "same heat range" may read
ready to race. Further, at a drag race, differently. If you can't get the plugs to
conditions constantly change so that the read correctly, try one step colder plugs
times change. For instance, as more rub- and then one range hotter. Plugs can
Underside of 4412 version of Holley ber is laid down at the starting line, trac- often give you a clue as to how the mix-
2300500 CFM two-barrel shows use of tion "out of the hole" improves and the ture is being distributed to the various
holes in throttle plates (solid arrows) times get faster ... without changing cylinders-provided that the engine is in
to keep correct relationshi p of throttles the car. good tune and the compression is the
to the idle-transfer slots (outline arrows). If you can use the drag strip where same in all cylinders-and all valves are
These holes are part of the standard you ordinarily race, this is an excellent sea ting.
4412. Note that they are on the same side place to tune, especiaUy if the timing ST AGGER JETTING
of the throttle shaft as the transfer slots. devices can be installed and operating to If you are working with an engine
give you instant feedback on how your which has stagger jetting, then make jet
tuning efforts are succeeding. The idea changes up or down in equal increments.
here is to use the timing devices and the If one jet is normally 78 and another an
convenience of an unchanging stretch of 80 and you are richening by two steps ,
road to get things right without any time move up to an 80 in the 78 hole and an
pressures from competitive action. 82 in the 80 hole. Keep everything
Standardize your starting procedure, moving equally .
preferably eliminating any standing starts If the engine has "square" jetting
as wheelspin at the line can make a lot (same size in all four holes or same size
of difference in your times-and will con- in primary barrels with a different

130
"same size" in the secondaries), make lever against the curb idle stop. Note this Throttleltransfer-slot relationship
the changes equally for each jet position. clearance in your tuning notebook.
SPECIAL PROCEDURES Record everything as you proceed, regard-
FOR "WILD" CAMSHAFTS less of how good your memory may be.
The next few paragraphs are very Install the carburetor on the engine
specialized and really apply only to the and start the engine. If you have to
pro racer. Normally such modifications increase the idle-speed setting to keep the
are not required, even with a wild cam- engine running, note how many turns or
shaft. So be sure that you try the carbu- fractions of a turn open the throttle to
retor in its "box-stock" condition before this point. Adjust the idle-mixture screws
for the best idle. If the mixture screws do A - Transfer slot In correct relation to the
you proceed with such changes. Holley
not seem to have any effect on the idle throttle plate. Only a small portion of the
competition carburetors, such as the
various List Numbers of the Model quality, note that fact. slot opens below the plate.

4150 double pumpers, may be rich Use a responsive (not highly damped)
vacuum gage to measure the manifold
enough through the idle and mid ranges
vacuum at idle. If the engine idles with
to handle a wild cam without changes to
the manifold vacuum occasionally drop-
idle feeds. However, modifying with
ping to a value lower than that required
a hole in each primary throttle plate is
to open the power valve, a power valve
common, especially on the very large
engines with wild cams, such as the which will remain closed at idle must be
installed before proceeding with the other
big-block Chevrolet with the service-
changes described in the next paragraphs.
package or other long-duration camshaft.
Take the carburetor off of the engine.
A wild racing camshaft with lots of
Turn it over and note where the throttle
valve-timing overlap can cause seemingly
plates are in relation to the transfer slot. B - Throttle plate closing off slot gives
insurmountable tuning problems. For-
If you can see more than 0.040-inch of smooth idle with an off-idle flat spot.
tunately solutions are available, although
the transfer slot between the throttle Manifold vacuum starts transfer-fuel flow
they are not widely known. If you have
plate and the base of the carburetor, too late. Cure requires chamfering throttle-
gone so far down the racing road that you
drill a hole in each primary throttle plate underside to expose slot as in A.
are using a wild "bumpstick," you should
plate on the same side as the transfer
not mind the extra effort required to
slot. If holes already exist in the throttle
ensure that the engine will idle at a rea-
plates (some Holleys are equipped with
sonable speed and will not load up the
such holes), enlarge these holes. In the
plugs when the car is run slowly-as on
case of a 400 to 450 CID engine, the
warm-up laps, caution laps or running
hole size required often works out to be
back to the pits after a drag run. This
0.125 to 0.140 inch. Smaller engines
work also makes the engine more con-
require smaller holes. Start with a 1/16-
trollable in approaching the staging lights
inch drill on your first attempt and then
at the drags, which in itself could make
work up in 1/32-inch steps. Before rein-
the effort worthwhile.
stalling the carburetor, reset the idle to
The first thing to do is to follow the
provide the same throttle-plate-to-bore C - If slot opens 0.040 inch or more below
normal pre-installation procedures of
clearance which you measured at the throttle, rough idle occurs due to excessive
checking the accelerator-pump setting
beginning of this procedure. richness and little transfer flow occurs when
and making sure that the bowl screws are
Start the engine. If the engine idles at throttle is opened. A long flat spot results.
tight. Look at the underside of the carbu-
the desired speed, the holes are the correct
retor with the throttle lever held against
size. Too slow an idle indicates that the
the curb idle stop (not against a fast-idle
holes need to be larger; too fast an idle
cam). Note the position of the primary
indicates the need for smaller holes. If
throttle plates in relation to the transfer
holes have to be plugged and redrilled,
slots or holes. This relationship has been
either solder the holes closed or close
established by the factory engineers to
them with Devcon "F" Aluminum. When
give the best off-idle performance. The
reasons for these slots/holes are described NOTE: Never back off the idle setting
in the idle system explanation earlier in screw to allow the throttles to seat against
the book. the throttle bores. This can cause sticking
Check the throttle-plate-to-throttle- or binding and inconsistent idle return. D - Correcting condition in C requires re-
bore clearance with a feeler gage or Always maintain the original clearance setting throttle to correct position A and
pieces of paper as you hold the throttle between the plates and bores. adding hole in throttle as described in text.

131
you have the holes at the correct size
(which may require the use of number or
letter drills to get the idle where you want
it) , note the size_ Where there are two
throttle plates on the primary side, both
plates should have the same size hole_
Do the idle mixture screws provide
some control of the idle quality, that is,
do they cause the engine to run rough as
the idle needles are opened? If not , open
up the idle-feed restriction approximately
0_002 inch at a time until some control
is achieved_ Correct control is indicated
when the engine run s as smoothly as pos-
sible and turning the idle mixture screw
either way causes the engine RPM to drop
Two more idle-fuel-restriction locations_ Left is restriction at lower end of idle fuel well. and roughens the idle as the mixture is
One of these restrictions has been placed on a dri II inserted in the actual restriction in leaned or richened.
the metering block_ "Chrysler" type metering block (also used on Model 4500 List 6214 Because you are working here with
and 6464) at right has idle-fuel restriction in bottom of tube inserted into main well. An very small holes (requiring a "wire-drill"
extra idle-feed-restriction tube has been placed atop the main well to show relative loca- set), you must proceed in very small
tion_ This tube is the idle well. This type of block is identified by the two aluminum increments. Even a 0.002-inch increase in
spots and the four lead balls on its top_ an idle-feed restriction of 0.028 is an area-
and hence, flow-increase of 13%. Wire
drills , incidentally , are not used in a
power drill, but must be held in a pin vise.
Pin vises are available where you buy wire
drills, namely at precision tool supply
houses , model shops, or through the Sears
Precision Tool catalog.
Idle-feed restriction may be a brass tube An adequate accelerator pump setup
in the top of the idle well 1, or a brass usually eliminates any need to work on
restriction in the cross channel between the transfer fuel mixture (controlled by
the idle well and idle down leg 2_ the idle fuel feed restriction). The mix-

~
ture can be checked by opening the throt-
.. tle with the idle screw until the main sys-
tem just begins to start, then backing off
the screw until it just stops. If richening
Idie restrictions may be pressed into the or leaning with the idle-mixture screw
top of the idle well. Brass restriction has causes RPM drop off, the mixture is cor-
been placed on a drill inserted in the rect. Contrariwise, if leaning it causes the
actual restriction (arrow)_
RPM to increase, the mixture is too rich
Wire drill index with drills from 0_0135 and vice versa.
to 0 _039 inch (Numbers 80 through 61) Even if the carburetor is really too big
is an especially useful item for the serious for the engine, try it be for e making any
tuner_ The pin vise is used to hold the changes to the idle system. I f idle and
drills_ Only finger power is used to twist off-idle performance turn out to be
the drills_ unacceptable , increase the idle-feed restri-
tion slightly.
Make changes in very small increments,
remembering that it is all too easy to drill
out certain items of the metering block so
that there is no easy way to get back to
the starting point-and sometimes it
requires a new metering block. And, it 's
easier to take the carburetor off to
increase a hole size in the throttle plate/s
than it is to solder or epoxy the hole

137
closed and drill another one. any point at which the engine stumbles
If you are in a time bind and have to or misses. The reason for doing this Power-valve-channel restriction-A large-
go racing before you can make the recom- slowly is so that the fuel from the accel- area PVeR is sometimes used on the
mended sequence of tests and adjustments, erator pump will not confuse the lean secondaries to allow using smaller main
then a "quick fix" may be of some help. condition which is being checked for. If jets for best fuel control under severe
However, it is only part of the cure for missing or stumbling occurs, this indicates braking.
this situation in which the throttle is too a lean condition. Back out the mixture
Power valve channel restriction (PVCR)
far open at idle. screw slightly to see whether this helps
changes-When reducing the diameter of
Refer back to page 35 where we discussed the condition. If the screw has to be
the PVeR, the original hole can be closed
pump delivery vs. cam type. Pump cam lift is backed out more than 1/2 tu rn from the
with lead shot or Devcon F aluminum-
all in by about 20° throttle opening on most best idle setting wllich was previously
base epoxy compound then redrilled
of the cams. Thus , a wide throttle opening established, open the IFR 0.002 inch at
to the desired size. Or the PVeR in a
can use up 40 to 50% of the available pump- a time until there is no stumble or miss
metering block can be drilled to allow
shot. On Holley two- and four-barrel carbu- to the 3,000 RPM point. NOTE: Read
pressing in idle-feed restrictions obtained
retors which use a cam for pump actuation, the material on curb -id Ie thro t tie-pIa te
from an old metering block. The brass
the cam can be rotated to its second position positioning related to the transfer slot
restrictions are pressed in and redrilled
to regain a part of tile pump-shot capacity. or holes as detailed for racing camshafts
to the needed size.
Only the primary pump cam is moved, of on page 13l.
course. Even if you use the cam-relocation Once the IFR is correctly established
"quick fix" you'll still have to take the for the free-engine tests, the car is road
time to replace the power valve/s with tested for surging at low constant speeds
one/s with an opening point occurring (the mixture is controlled by the IFR
at a lower manifold vacuum than you from curb idle through 30 MPH steady
measured with the engine idling. speed or light-load conditions) and about
ROAD-RACE TUNING 14 to 16 inches of manifold vacuum. If
Drag racers usually limit carburetion the car "feels good" leave it alone. If it
tuning to straightforward and reasonably surges, additional idle-system fuel may
minor changes: Main-jet size, idle-mixture-
screw setting and selection of a power Secondary metering plates. At top is first design used on 3160 and 4160. Center version
valve which will not be open at idle. supplied on some 4160's for Chevrolet had larger well capacity. Bottom plate is alumi-
Road-race tuning is something else num (instead of zinc) for Chrysler 4160's. Numbers identify features: 1-idle-feed re:
because these racers go "deeper" in their striction, 2-main restriction, 3-main air well, 4-main well, 5-idle well and 6-idle
search for a state of "ultimate tune." We down leg.
will tell you what these tuners do to get
their carburetion "right on," but at the
same time we have to warn you that this
is not the sort of thing that Mr. Average
Mechanic should undertake. This kind of
tuning takes experience and the under-
standing that it is awfully easy to go "too
far" in modifying parts which cannot be
easily replaced . . . or put back in their
original condition.
When tuning involves the idle-feed
restriction (IFR) and the power-valve-
channel restriction (PVeR) this is getting
into carburetor modification which is
quite close to carburetor engineering. It
requires infinite care and patience-more
than most mechanics would ever imagine.
Once the correct carburetor size has
been selected, tuning proceeds like this:
First the idle is set by turning the mixture
screw in until the engine falters and then
backing it out 1/8 to 1/4 turn. Next, the
free-engine (no-load) RPM is increased
slowly to 3,000 RPM to see if there is

133
tion, plug condition, tires, atmospheric
pressure, etc.

Diaphragm spring Secondary


venturi Primary TUNING V ACUUM SECONDARIES
venturi Vacuum-operated secondary throttles
are initially opened by a signal (vacuum
applied to the diaphragm) from the
primary venturi as air flow through the
venturi is increased with engine RPM.
This signal is bled off by a second, smaller
hole into the secondary venturi (called a
"killer bleed") so that the signal being
applied to the diaphragm increases
smoothly. When primary air flow gets
high enough to create a signal which over-
comes the diaphragm spring, the secondary
throttles begin to open ... even though
some of the signal bleeds off through the
hole into the secondary.
As air flow starts to increase through
Diaphragm rod Secondary the secondary venturi, the secondary
throttle plate bleed hole adds signal to that from the
primary. This signal (1) helps to open the
cure the condition. This is obtained by the PVCR. Then the carburetor is secondaries and (2) eliminates "hunting,"
increasing the size of the IFR. reassembled, installed and the car is "flutter" or unstable operation of the
Next, starting at 30 MPH, a series of retested to ensure that the changes have secondaries near the opening point.
"crowds" are made with the driver been made correctly. If a smaller PVCR is The reason for the vacuum-operated
"crowding" a certain manifold vacuum as required, this is more difficult to accom- secondaries, of course, is to ensure that
observed on a gage. These crowds are light plish because many PVCR's are merely the secondaries will not open ahead of
accelerations made while keeping the holes which are drilled through the meter- the time when the air flow is needed. The
manifold vacuum first at 12 inches, then ing block from the power-valve area to engine is never over-carbureted even if
at 10 inches, then at 8 inches, and so on- the main channel. In general, reducing the the driver punches throttle wide open at
to the point of power-valve opening. If PVCR area is more difficult than increas- low speed. The engine goes right on
there is surging during these crowds, ing it because the hole may have to be operating on the two primary barrels for
attempts to improve the condition are plugged and drilled to a smaller size. good low-end response until the engine
made by varying the size of the main jet. The accelerator pump tuning has builds up RPM, creating sufficient primary
If there is a lean surge, the primary jet already been described for street and air flow so the diaphragm opens the
size is increased until acceptable driv- drags, but there may be instances where secondaries when the engine can use the
ability is obtained. Incidentally, a rich a road racer will have to modify the extra capacity of the secondary barrels.
condition is not usually found-except in pump-cam phasing on the secondary Vacuum-operated secondaries will
some high-performance carburetors. Keep (assuming a double-pumper carburetor open at different full-throttle RPM, de-
track of the main-jet size which provides is used) to get correct throttle response pending on the spring which is installed
the desired drivability because you will coming off of a turn which has required behind the diaphragm which operates
have to know what that size is at the con- slowing down to the point where the the secondary throttles. A larger engine
c\ustion of the next test. secondaries are just starting to open or opens the secondaries sooner than a
Next, wide-open-throttle tests are made are slightly open. This kind of tuning can smaller displacement engine because the
from 20 to 80 MPH in high gear. The main only be done for the individual track/ larger engine generates higher air flow.
jet size is increased or decreased to get the course situation and is only mentioned The opening point and rate of opening
best time, as determined by stopwatch. If here as one of the items to be considered. for the secondary throttles can be tailored
the jet size turns out to be larger than that Remember that conditions vary from to the engine and application by using one
established for drivability in the previous hour to hour and day to day. Your tuning of several diaphragm springs. This is really
test, the power-valve-channel restriction results will only relate to all things accom- the only item to consider changing when
should be increased in area to compensate plished on the same day. Always take the working with vacuum-actuated secondaries.
for the difference in area between the two time to rerun your baseline or best times This spring counterbalances the vacuum
main-jet sizes. A drill size which provides to make sure that this has not changed signal applied from the venturis, holding
the desired area increase is used to open because of variables such as engine condi- the secondary throttles closed against the

134
DISTRIBUTOR
... ... GROUND SWITCH
CONNECTOR

PRIMARY FUEL BOWt


BOWL VENT VALVE
VENT TUBE

BOW.L VENT "'L'ILJ_~

FUEL TRANSFER'

PRIMARY HIGH
SPEED BLEEDS

SECONDARY THROTTLE
CONNECTOR LINK

SECONDARY IDLE AIR BLEEDS ~~-:.::;~ ~----SECONDARY


VACUUM
DIAPHRAGM

SECONDARY FUEL BOWL .

This Holley illustration refers to the main air bleeds as "high-speed bleeds ." Photo is a typical Model 4160 with secondary metering plate
and a primary metering block . The float bowls on this example are side-hung types with non-adjustable needle/seat assemblies . This un it
has vacuum-actuated secondary throttles.

curb-idle stop until the diaphragm receives comes in the carburetors as no others are "feel" the secondaries open. Many have
sufficien t vacuum force to compress the offered. The blue spring is not shown on mistakenly interpreted what they feel as
spring and open the throttles. Atmos- the spring-action graph. an increase in acceleration. Surprise !
pheric pressure aga inst the offset secon- A number of "tricks" have been touted What they are really feeling is a bog or
dary thr ott les assists in keeping them as importan t modifica tions for vacuum- sag in th e acceleration curve.
closed. Inconsis tent idling ca n be ca used secondary Holleys. Most are almost- if not The recommendation most often heard
by using a clipped sp ring or a non-standard completely -useless ! The first thing that an d one which has destroyed the driv-
spring behind the diaphragm. many mechanics do is to take out the abi lity of more ca rbure tor/engine comb i-
It is always best to start your tuning check ba ll because it is an easy thing to nations than any other is that of changing
efforts with the sta nda rd spring and then do even if they don't understand what diaphragm carb uretors to mechanical
use springs from kit 85BP·3185 to accom - really happens. A bl eed groove in the operation of the secondaries . A screw is
plish any changes. The seco ndary sec ti on ball seat allows the sign al from the ven- placed in the secondary lever and the dia -
of the chapter on how your ca rburetor turis to build at a controll ed rate so that phragm or its spr ing is removed. Secon-
works provides a graph of spring height the secon daries do not open suddenly. dary operat ion is then mechani cally co n-
versus load. Th e yellow spring allows the When the throttles are closed, the ball trolled by the primary throttle shaft.
secondarie s to open quickest because this unsea ts to bleed the vacuum signal from Th ose who "push" this conversion over-
spring has the lowest load at a given the diaphragm immed iately , thereby look the fac t that the carburetor now
height. Carburetors are usually supplied allow ing the secondaries to close quick ly. require s more care in driving. No pump is
with a green , purple or red spring. Closing the thrott les quickJy is more avail able to cover up the "hole" or bog
If you have the triple two-barre l set up important than allowing them to open created when throttles are opened sud -
with vacuum-operated end carburetors, suddenly in nea rl y eve ry instance. Taking den ly without regard to engine RPM. This
you'll have to use the blue spring that the ball out of the circu it allows you to is especially true if the second aries are

135
operated simultaneously with the primaries OFF-ROAD TIPS of the downward movement, but snub-
(1 : 1 throttle action). If you want mechani- With the increasing popularity of off- bing the upward travel requires a spring-
cal secondaries for a racing application, road and recreational vehicles, many have loaded needle and seat assembly to avoid
then you really need another carburetor- approached us with questions about opti- ramming the needle into the seat with
one with two accelerator pumps or a mizing carburetor performance for these great force. A spring-loaded needle and
center-shooter type. applications. Two basic problems are seat assembly for 4150/60, 4165, 2300
The best recommendation we can involved: (1) angularity and (2) vibration. and 4500 carburetors is the 18BP-268AS.
make is to let the engine open the secon- This is a 0.082-inch inlet valve. Holley
daries. Change the opening point by swap- Angularity-Visualize the problem as you makes side-inlet fuel-bowl assemblies
ping springs if you like, but keep the tip the carburetor: Consider how the incorporating bumper springs and
original spring so you can reinstall it if change in the fuel level changes its rela- spring-loaded inlet needles. Part number
you don't find help by using different tionship to the main jets, discharge nozzle is 85R-4424. It uses the same 0.082-inch
ones. Watch the acceleration times closely and fuel-bowl vents when the carburetor inlet valve.
so you are not misled by "the feel in the is tipped. Note that the angle can affect Vent or Pitot Tubes-These should be
seat of your pants." the height of the discharge nozzle in rela- extended upward as high as possible to
So you won't spend a lot of time fight- tion to the fuel level. In some attitudes, a handle sloshing fuel which can come out
ing a problem that has been overlooked 40° tilt may cause fuel to drip or spillover of the vent tubes under severe braking
by many-check the secondary throttle from the discharge nozzle. Other than and/or bouncing. Off-road cars with
operation by hand as you hold the primary using a military-vehicle carburetor, or the remotely mounted air cleaners are some-
throttle wide open. The throttle shaft Buggy Spray (List 6113), a Model 1940 times equipped with small hoses to carry
should move easily against the resistance or older Holley center-float carburetors the vents all the way up into the air
of the diaphragm spring and close easily (1901, 2140 and 4000), there is one "fix." cleaner.
against the stop. Binding can be caused Drop the fuel level approximately 1/16 Throttle Linkage-The use of a cable drive
by deposits on the shaft if the secondaries inch. The problems with lowering the is often recommended for off-road instal-
have not been used. And, it is quite com- fuel level are: The power valve and main lations to transmit less vibration to the
mon for the shaft to bind due to incorrect jets are uncovered sooner and nozzle driver's foot. Many stock automobiles are
and uneven tightening of the carburetor "lag" may create a noticeable off-idle bog. now equipped with such arrangements
attachment nuts/capscrews. This problem Part of this lag can be offset with and it is usually easy to obtain a cable
arises most often when a soft gasket or a increased pump (either by opening the throttle linkage with everything made to
gasket pack has been used. discharge nozzle/s or "shooters," or using fit the job at hand. Hydraulic linkages
a larger accelerator pump-or both). Some are also popular, but it is quite easy to
lag or "bog" is almost inevitable, especially overstress the throttle levers with such
if the carburetor is too large for the engine hook-Ups. The hydraulic linkage should
and RPM being used. The problem is mini- be installed so that the full travel of the
mized by using a carburetor no larger actuating cylinder provides wide-open
than absolutely required for the peak throttle. In some instances, the cylinder
RPM to be expected in actual driving. You mounting has to be carefully thought out
very seldom need large carburetors for off- so that there is not an over-center condi-
Air cleaner affects diaphragm-secondary
road use. tion during throttle operation.
operation-Unless the engine was origi·
Air Cleaner-The best possible air cleaner
nally equipped with a very low-restriction
Vibration-The float takes a real pounding is one which completely encloses the car-
air cleaner, a weaker diaphragm spring
in off-road applications. The bumper buretor, with the throttle operated by a
will be required to get the same secon-
spring under the float must be selected so cable. The cable housing can be sealed
dary opening point when the air cleaner
that it will assist in damping the wild gyra- where it enters the baseplate for the air
is removed. This is because the air cleaner
tions of the float as it is vibrated. In cleaner. More details on off-road air
restricts the flow, providing a higher
general, the spring should be strong cleaners are in H. P. Books volume, Baja
vacuum signal to operate the diaphragm
enough so that it will just allow the float Prepping VW Sedans & Dune Buggies.
at a lower R PM than when the air cleaner
to drop of its own weight.
is off. This is typical of diaphragm-
In some instances this could require
equipped carburetors from early Fords
using two bumper springs wound together,
and Chevrolets with the single'snorkle
or a spring from another carburetor. Two
air cleaner. A yellow spring is a good
springs are offered for the side-inlet fuel
choice when starting tuning. If it opens
bowls (4150/60, 4165, 2300). 38R·757 is
the secondaries too quickly, other springs
the standard one and it has a plain steel
can be used to get slower action until
finish. 38R·803 is a bit stronger and is
the desired opening point has been
colored blue.
found.
The bumper spring takes care of some

136
Carburetor & Fuel lconomy

TEST METHODS
Fuel economy and data about it have
received increasing attention in recent
years. So many different numbers are
quoted and so many disclaimers made
that a guy can get downright confused.
I'd like to talk about the more com-
monly quoted numbers and clear up some
of the confusion . Hope I don't add to it.
EP A ECONOMY NUMBERS
The EPA issues two different kinds
of economy numbers, city and highway.
First, I'll try to explain the EPA or
Environmental Protection Agency. This
Federal agency-among other things-sets
automotive emission standards and test
procedures and conducts vehicle-certifica-
tion tests' to assure itself that the manu-
facturers are in compliance.
EPA economy numbers are derived
Holley's 1976 economy-carburetor line-up. From lower left and going clockwise are
from data taken from the CVS type test
Models 1920,2300,4360,5210,2210,1940. Center carburetor is a 5200.
described in the emission chapter. Ex-
haust gases are measured in actual
grams per mile during test runs over
a simulated 7.5-mile route All com-
pounds containing carbon, namely CO,
CO 2 and HC, are so recorded. Because
the relationship between carbon and
hydrogen atoms in the fuel is known,
the weight of the carbon in the fuel can predicted because this cycle represents motive Engin eers) designed a standard
be calculated in grams per gallon by city driving. So for] 975 the numbers fuel economy test consisting of a driving-
using the molecular weights of the two . just described were designated as city event schedule for three distinct cycles.
Test results give each of the carbon com- economy and the EPA designed a high- The city portion has 15.6 MPH average
pounds in grams per mile. Using the mole- way fuel-economy procedure and began with seven stops. A suburban cycle runs
cular weights of carbon, hydrogen and releasing these numbe rs, too. The high- at a 41.1 MPH average with two stops .
oxygen, total weight of emitted carbon way economy test and calculations are The non-stop inte rstate cycle ave rages
can be calculated in grams per mile . conducted just like the city tests except 55 MPH .
Dividing grams per gallon by grams per testing is done with a completely In Novembe r, 1974 Union Oil Com-
mile , they end up with miles per gallon. warmed-up engine and the driving cycle pany and NASCAR ran SAE economy
How about that! The EPA released this has a higher average speed with fewer tests at Daytona using 58 1975 vehicles
kind of data for the first time with the accelerations and decelerations. Trip of all makes. Re sults were reported in
1974 car model certification data . I can't distance is 10.24 miles the November 18th and 25th, 1974
understand why they didn't simply mea- SAE ECONOMY NUMBERS issues of Automotive News. They use d
sure the fuel consumed during the test The automotive industry traditionally the same kinds of vehicles used by the
and divide it into 7 .5 miles. My engineer- measured fuel economy by driving the EPA in their cer tifica tion and fuel econ-
ing group tried it on one test and got vehicle through a prescribed course and 0my re porting so a direct comparision
numbers 9% higher than those calculated measuring actual fuel consump tion . Every could be made . All vehicles were emis-
by the EPA method. manufacturer has a slightly differe nt sion-tested and only those that passed
A lot of criticism was directed at the procedure, but all give city , highway and were used . City -economy resu I ts averaged
EPA during 1974 because the numbers constan t-speed fuel economy . 18% lower than EPA city numbers; inter-
were quite low. This could have been In 1974, the SAE (Society of Auto- state numbers averaged 8% lower than
EPA highway results .

137
OTHER TEST METHODS least atomized into the smallest possible way you drive a non-staged one economy
Another traditional way of looking at droplets. The carburetor can help do this is usually improved. If extra performance
fuel economy is the constant-speed or by supplying strong metering signals. is there, there is a strong temptation to
road-load-hook method. The vehicle is Small venturi sections and efficient use it and that consumes fuel.
driven at constant speeds, usually from booster designs accomplish this. Proper As stated in Chapter 1, good cylinder-
20 to 60 MPH while fuel consumption preparation of the fuel and air emulsion to-cylinder fuel/air distribution is essen-
is measured by one of many metering in the main well also affects atomiza- tial for improved fuel economy. If all
devices. Distance is measured with a tion. Heat supplied either to the inlet cylinders are running at nearly the same
fifth wheel trailing behind the vehicle. air or in a hot spot in the intake manifold F / A ratio it logically follows that the
Economy is calculated in miles per gallon. benefits to vaporization but has a nega- overall mixture can be kept leaner. Vapor-
Main jets are changed in the carburetor tive effect on power because it lowers ization, atomization and good intake-
and the tests rerun. This allows plotting charge density. Once you've got the fuel manifold design are critical in setting
fuel economy verses main-jet size at in suspension, good manifold design good cylinder-to-cylinder distribution. In
each speed for that particular vehicle helps keep it that way. fact, to optimize distribution, the car-
package. Of course, this same procedure If leaning out at any load and speed buretor and manifold must be treated as
is also used to evaluate the effects of can be prevented, the overall mixture a system.
other engine variables such as spark can be kept less rich and economy will Another item used in recent years
advance. improve. For example, the idle system to aid fuel economy is staged or gradi-
Steady-state economy can also be run is controlled by manifold vacuum so ent power valves. These valves allow
on the dynamometer. Such tests vary at a low-speed, low-manifold-vacuum increasing the fuel/air ratio moderately
among manufacturers. One method is to condition the idle-metering signal is in the higher end of the part-throttle
determine engine load for various vehicle lowered and there is a leaning effect range and bringing in full-power enrich-
speeds either by actual test or empiri- because that system's fuel feeding almost ment as late as possible. Most of the
cally. Engine test speeds are determined completely stops. The best way to over- new Holley carburetors and some of the
by multiplying vehicle speeds by the come this problem is with an efficient, old ones have this capability. Operation
N/V ratio for the vehicle: Simply, engine 'early-operating main system. An ideal of these valves is explained in detail
RPM divided by vehicle speed in MPH. carburetor allows the programming of the in Chapter 2.
The engine is maintained at a given load correct fuel/air ratio at any load, speed
and speed on the dynamometer. Fuel/ and transient condition.
air ratio is changed either by affecting We are constantly confronted with OTHER ENGINE FACTORS
fuel-bowl pressure or by changing main the question; which gives better fuel Spark timing greatly affects fuel
jets. Throttles are opened or closed to economy, two-barrel or a four-barrel economy. Unfortunately, most engine-
maintain power. The test is repeated at carburetor? The question is not always modification emission packages used in
other speeds and loads. Data is plotted easy to answer. In Chapter 2 we showed recent years include spark retard to
as brake specific fuel consumption, how staged carburetors expand the effec- control unburned hydrocarbons and
pounds per HP hour versus manifold tive metering range. It all depends on how oxides of nitrogen. Engines are made
vacuum. These plots not only allow we choose to use that expanded metering less efficient so exhaust temperatures
selecting the most economic fuel flow range. When the primary size of a staged can be higher to reduce hydrocarbons
at each speed, but also permit engine- carburetor is kept the same as a non- and peak temperatures in the cylinders
to-engine comparisons. staged carburetor it replaces, you can lower to reduce oxides of nitrogen. This
Well, there you are! Hope I didn't expect about the same fuel economy. If reduced efficiency also reduces fuel
confuse you more. I feel the EPA you split this metering range by using a economy. More energy goes out in the
method is probablY the best simply smaller primary size you can expect to form of heat and is wasted. It causes
because so many factors like temperature run leaner mixtures and hence get better higher engine-compartment temperatures
and vehicle load are closely controlled. fuel economy. The greater total flow which deteriorate hoses and various
Therefore, results, while not having still gives us some power advantage. other rubber and plastic parts.
great significance on an absolute basis, , Earlier staged carburetors tended to fol- Higher compression ratios increase
seem very repeatable, yielding a good low the former route, while in recent engine efficiency. There has been a trend
benchmark for year-to-year and vehicle- years the trend has been toward the toward lowered ratios in recent years
to-vehicle comparisons. latter. Examples are the Model 4165, for the reasons stated above as well as
4175 and 4360 four-barrels and Model lowering the octane requirement so un-
CARBURETOR EFFECTS
5200 and 5210 staged two-barrels. leaded fuels can be used. Unfortunately
Liquid fuel doesn't burn very well,
If you drive these carburetors the same this also hurts fuel economy.
so the object is to get it vaporized or at

138
Exhaust-gas recirculation (EGR) sys- for the recommended applications. Also, MODEL 1920
tems take a percentage of the exhaust they woLild fit more vehicles. This single-barrel model is used on
gas and reroute it through the engine. Chrysler six-cylinder engines from 1960-
As discussed in the emission chapter TEST PROCEDURES 73 and AMC from 1964-69. Added
this helps control oxides of nitrogen . EPA highway tests were run according features include a new booster venturi
Because burning speed is reduced, effi- to federal procedures. EPA city economy for better atomization, a high-velocity
ciency and fuel economy drop. The dilu- tests were slightly altered . Instead of idle system and a two-stage power valve .
tion of the intake charge requires a richer starting with a cold vehicle that had High-velocity idle is achieved by opening
mixture and the throttle has to be opened "soaked" or sat for 10 hours, testing was the system up. Larger metering ports
further because of loss of power. These done with a warmed-up vehicle. The rea- and transfer slots cause more air to be
items also adversely affect fuel economy. son was that very small gains were being mixed into the idle passages, resulting
Another dramatically changed part on sought and sometimes the day-to-day and in higher velocities and better atomiza-
emission-controlled engines is the cam- test-site variations were greater than the tion . Tests indicated 7 .1% gain in city
shaft. By adding overlap-the time when improvement itself. To eliminate these economy, 9.5% gain in highway and
both intake and exhaust valves are open- variations the vehicle was placed on the 15% gain in actual road tests.
the cam provides added EGR through the emission rolls and warmed up. Then city
manifold. Then the gear ratio for the rear and highway economy were run with a
end is established with a low numerical given carburetor combination. Leaving
ratio so the engine can never operate the vehicle on the rolls , the carburetor
in an RPM range where it can effectively was changed and the tests rerun immedi-
use this added overlap for speed or ately. As a result absolute city-economy
power. The result is a further reduction numbers are a little higher than EPA
in fuel economy. reported ones but the object was to
There is some good news. Most manu- obtain repeatable comparative results .
facturers have gone to high intensity This method also allowed getting a lot of
electronic ignition systems in an attempt data in a short period.
to burn leaner mixtures, aiding economy. Actual exhaust-emission tests to verify
The addition of the catalytic converter compliance were run according to federal
also aids fuel economy because it treats procedures from a cold start.
emissions in the exhaust system after To get a feel as to how the EPA
the burning process is over, allOWing the results related to the real world, several
car makers to put some tune and efficien- carburetors were evaluated on an actual
cy back into the basic engine. road test: A 200-mile city and highway Looking down the throat of the 1920 you
Many other items affect fuel economy . trip through Southeastern Michigan. No can see the new nozzle. Vanes help move
To name a few: sophisticated equipment was used. Vehicle the fuel around for better mixing.
1. Drive train and rear axle ratio tanks were filled before and after every
2. Vehicle weight test at exactly the same spot. Corrected
3. Wind resistance and aerodynamics odometer readings were used for the mile-
4 . Accessory loads age . A control car was sent along on
5. Engine size every test to correct for day -to-day Two-stage power valve for the 1920. Plas-
With all of this emphasis on fuel variations. tic tangs are different lengths. As the
economy, early in 1975 Holley began stem acts on the valve the two valves
ECONOMY CARBURETORS open at different points, performing a
looking at the idea of replacement car-
There are seven different models with stepped function.
buretors to improve fuel economy . Many
a total of about 50 list or part numbers in
replacement carburetors were designed
our first group of economy carburetors
some years ago . Ongoing development
introduced early in 1976: Models 1920,
programs indicated areas of potential
1940, 2210, 2300, 5200, 5210 and 4360 .
improvement. We studied the existing
All are described in detail elsewhere in
designs to figure out how to incorporate
this book, so I'll limit my discussion to
newly found economy improvements.
applications, new features and test
A goal of 5-10% improvement was
results . All test data is presented as a
set, using EPA test procedures as a basis.
percentage compared to the baseline or
Early results were encouraging so we
original carburetor on the vehicle. The
decided to add three other objectives :
model 4360 is not covered heTe because
Reduced cost , easier installation and
its economy features are discussed in
wider application. So the same carbu-
its own se ction. It is the only new car-
retors had to meet emission standards
buretor in the group .

139
MODEL 1940
This single-barrel model is for six-
cylinder Ford s 1962-73 , AMC 1970-74,
Chevrolet , Buick and Oldsmobile 1968-74
and Pontiac 1970-71.
The booster venturi in these car-
buretors is undercut slightly to aid in
fuel dispersion. A high-velocity idle
system is used with staged power valves
on some applications. Average gains for
these applica tions are 11 .6% city , 8.2%
highway and 6 .2% on the road test.
MODEL 2210
Applications for this two-barrel are
Chrysler V8's 1963-74 and Pontiac,
Chevrolet and Buick 1968-74. Special
fe atures include the high-velocity idle
system and a two-stage power valve .
Average gains in this case were 2.9%
city and 5.4% highway. No road tests
were run with these vehicles.
Two 1920's demonstrate the opened-up idle systems. Economy unit at left has a much
MODEL 2300
wider transfer slot (arrows).
This two-barrel carburetor serves V8
Ford s 1961-74 and AMC 1968-74.
Because this carburetor is the oldest
of the group, we had to make the greatest
number of changes on it. Some of these
were to make the carburetor more of a
bolt-on replacement. This made installa-
tion easier. First, a new fuel bowl was
added with the fu el inlet to match the
fuel line of the vehicles . This resulted in
a float and inlet system that is a mirror
image of the old one. The choke housing
was redesigned to hook up dire ctly to
the existing choke tube . The throttle
body was redesigned to incorporate a
universal PCV tube and eliminate the
need for a spacer in some applications.
Economy-oriented changes include
new discharge nozzles, high-velocity idle

The new Model 2300 economy carburetor.

Fuel bowls of the Model 2300. Old on


the left, new on the right. New one hooks
up directly to the original fuel line.

140
Old choke housing is on right, new is at
Traditional booster venturis are shown on the left. New improved vaned types are on left. New one makes a direct connection
the right. The new larger booster reduces air·flow capacity slightly . to vehicle plumbing.

systems and a two-stage power valve. range. There are some cases where minor
Economy gains are 5.8% city and 6.5% improvements can be made by recalibra-
highway. tion , but the old fairy tale abo ut a car-
buretor that will give you 50 MPG on
MODELS 5200 and 52 I 0 a 450 cm engine in a 5,000-pound
The Model 5200 is used on Pinto and vehicle is just that-a fairy tale . There are
Capri vehicles from 1971-74. The 5210 things you ca n do to ge t the maximum
is for the 1973 and 74 Vega . Because fuel economy out of yo ur vehicle. Here
these staged two-barrel carburetors are are some o f them:
relatively new, little could be done to
1. Keep your engine in tune-A fouled
improve them. Double booster venturis
spark plug ca n have d rastic effects on
are used on the primary side fo r stronger
fuel economy and power. If the plug is
signals and better atomization . Economy
completely misfirin g, that particular
gains are 4 .9% city and 3% highway for
cylinder is pumping aU of its charge right
the Ford 2300cc engine; 5.4% city and
out the exhaust pipe.
6.3% highway for the 140 cm Vega
engine . 2. Ignition timing-Make sure the basic
distributor timing is correctly set and
SUMMARY all vacuum lines are secure and intact.
This economy line will be expanded to Engine efficiency drops off with spark
include other models and later coverage . retard and that is money out of your
While these gains may seem relatively pocket.
small, they are significant when you 3. Inspect the air-cleaner ele ment-A
consider most of the carburetors were dirty ftlter causes greater resistance to
pretty good to begin with. The c arburetor air flow, thereby cre ati ng stronger meter-
is just one of many factors affecting fuel ing signals and richer mix tures in some
economy. carburetors . This added restric tion also
Conservation of energy and gasoline reduces the horsepower capab ility of
shortages have brought fuel economy into your engine.
sharper focus than ever before . Car-
buretor and engine engineers have long 4. Check the choke-The choke plate in
been concerned with the factors affecting the carburetor should be in a vertical
fuel consumption. Cylinder-to-cylinder position when the engine has reached
mixture distribution and good vaporiza- normal operating temperature. Inspection
tion are a couple of these factors . Overall is quick and easy after removing the air
fuel/air ratio is another one. There are cleaner. Consult the troubleshooting sec-
definite limits of fuel/air ratio that will tion if a problem exists.
support combustion. Most current ca rbu- 5. Increase tire pressure-This will result
retors are calibrated very near the lean in a slightly harsher ride, but rolling
limit in the part-throttle or economy resistance will be lower, resulting in

141
better economy. Your tires will last
longer, too.
6. Avoid unnecessary hard accelerations-
By sensing manifold vacuum, the carbu-
retor automatically increases the F/A
ratio as load increases. Manifold vacuum
decreases as load is increased. This idea
is to keep manifold vacuum as high as
possible. Mixtures in the power range
are 10-15% richer than the economy
range. If you have a vacuum gauge in
your vehicle, keep vacuum above 6 inches
of mercury .

New throttle body on the right is much higher, allowing the use of a universal PCV tube 7 . Plan your trips-One trip with seve ral
and eliminating parts.
short stops is much better than a lot of
short trips several hours apart. The object
here is to keep the automatic choke-
with its richer mixtures-from coming
back on. Also, frictional horsepower or
the power required just to move all the
engine parts is greater with a cold engine.
Model 2300 staged power valve installed 8. Watch your speed-Considerably more
in the metering block. horsepower is required to move a vehicle
at 70 MPH than at 50 MPH because wind
resistance increases with speed.
9. Keep your speed constant- Don't let
your speed drift up and down. Accelera-
tion requires energy. Also, the accelerator
pump gives a little squirt every time you
move the throttle.

Another H. P. author, Doug Roe, has


written a whole book on the subject of
economy. I t is called The Whole Truth
About Economy Driving. If you drive a
car, this book will help you save money.
He tells you everything you must know to
make practical use of the driving and tun·
ing techniques he has been using for years
to win national fuel·economy runs time
after time-including the 1974-75 Union 76
Fuel Economy Tests in Florida and Cali-
fornia. Tuning tips and engine-modification
information tell and show you how to get
extra miles from every gallon. On top of
all this, Roe exposes rip-off economy
gadgets. He even includes straightforward
advice and info to help you choose the
right car-balancing economy and prac-
ticality for the driving you do. What he
says is interesting, authentic and readable .

142
ea, u~o, & Emillionl

Air pollution is a worldwide problem.


This atmospheric condition is not limited
to urban or industrial areas-it is now
almost impossible to get away from pol-
lution, regardless of where you might be
on this earth. Growth in population and
fuel use has been a major contributing
factor. The magnitude of the problem-
and the concern of the public-is mani-
fested in state and federal legislation
which has been enacted to regulate the
amount of contaminants which can be
put into the atmosphere by automobiles .
Standards for industrial emissions have
also been set, but the major focus and
enforcement has been in the area of new
automobile manufacturers and makers
of aftermarket (replacement) parts which
directly affect emissions.
California, specifically Los Angeles
and San Francisco areas, has the greatest
smog problem and hence this state has led
in exhaust-emission-control regulations . Holley Emission Test Laboratory. These two installations are duplicates and run com-
So, what is smog, anyhow? pletely independent of each other. Vehicles are rolled onto the chassis dynamometers
It is a simple te rm for a complex hap- and load is controlled as dictated by test procedures. Test schedule is driven by trained
pening. When unburned hydrocarbons technicians who maintain the speed vs. time sequence indicated by a moving chart.
(HC) and oxides of nitrogen (NO x ) com- Analyzers are to the rear. Plastic sample bags on extreme opposite sides of the room
bine in the atmosphere and are acted hold the exhaust-gas sample . Samples are analyzed for mass value of each constitLient.
upon by sunlight, complicated chemical
reactions occur to produce photochemical
smog. Both areas mentioned have all of
the necessary ingredients: HC + NO x +
sunlight. These are aided in combining by There are three major types of vehi- Positive-Crankcase-Ven tilation (pC V)
the inversion layer over these areas- a cle emissions to consider : system . By 1965, this was the standard
dense layer of the atmosphere which pre- 1. Crankcase type_ Air from the air cleaner or a filter
vents the escape of the ingredients into 2. Exhaust enters the crankcase, usually through a
the upper atmosphere where they might 3 . Evaporative tube connected to an oil filler cap in one
be swept away by winds. The inversion CRANKCASE EMISSIONS of the rocker-arm covers. Air flows
layer is often likened to a lid on a pot and The first emission-control device- through the engine, and exits-usually on
this "lid" holds the ingredients right required by California in 196 I -was sub- the opposite side or end of the engine-
there so that the reaction has plenty of sequently required nationwide . It was a through a tube containing a PCV valve.
time to take place-often several days at metering valve plumbed between the This valve is connected into the intake
a time . crankcase and in take manifold. Before manifold. The valve has a spring-loaded
Smog causes nose, throat and eye 1961, all engines were vented into the large area poppet and a fixed restriction.
irritations . And , like carbon monoxide atmosphere through a road -draft crank- At periods of high manifold vacuum- as
(CO) , is extremely harmful to animal case ventilation tube. The vent spewed at idle or on the overrun-flow is only
and plant life (including trees). Smog also unburned hydrocarbons and carbon through the restriction, so very little flow
cause deterioration of some plastics, monoxide into the atmosphere. Although occurs. As manifold vacuum drops, the
paint, and the rubber in tires, seals , the first systems pulled air through the spring in the valve overcomes manifold
weatherstripping and windshield-wiper wire mesh of the oil filler cap, the systems pressure so that PCV flow increases with
blades . were rapidly changed to a closed , or engine speed. This closed system also

143
CALIFORNIA EMISSION CYCLE
Federal and California Automotive Exhaust Emissions Standards
Th is series of tests was wid ely used during
(Passenger-car and light-duty vehicles to 6000 Ibs. GVW) 1966-72 for emission testing. It required the
following seven modes to be run through seven
Year HC CO complete cycles. The vehicle was operated on a
chassis dynamometer to simulate road loads
California Cycle and samples of exhaust gases were collected ·and
1968-69 275 ppm 1.5% analyzed. Continuous strip-chart recordings
(3.2 gm/mil* (33 gm/mi)* were made of CO, HC and NO x concentrations
1970 180 ppm 1.0% in the exhaust.
There are seven cycles of seven modes.
(2 .2 gm/mil* (23 gm/mi)*
The modes consist of one idle, two accelera-
1971 2 .2 gm/mi 23 gm/mi 4 gm/mi C tions, two constant speeds and two decelera-
Federal Test Prqcedure tions.

1971 4.6 gm/mi 47 gm/mi 1. Idle


1972 3.4 gm/mi 2. Accelerate at timed rate to 30 MPH
39 gm/mi 3.2 gm/mi C
3. Cruise at 30 MPH
1973-74 3.4 gm/mi 39 gm/mi 3 .0 gm/mi
4. Decelerate to 15 MPH
1975-76 1.5 gm/mi 15 gm/mi 3.1 gm/mi 5. Cruise at 15 MPH
0.9 gm/mi C 9 gm/mi C 2.5 gm/mi C 6. Accelerate to 50 MPH
1977 1.5 gm/mi 15 gm/mi 2 _0gm/mi 7. Decelerate with closed throttle to 20 MPH,
then decelerate to stop and idle.
0.41 gm/mi C 9 gm/mi C 1.5 gm/mi C
1978 0.41 gm/mi 3.4 gm/mi 0040 gm/mi The first four cycles (of seven modes) are called
"Cold Cycles" and are weighted 35%. The
fifth cycle is disregarded. Th e sixth and seventh
Evapora tive losses - 6.0 gms per test in 1970 in California, and 1971 nationwide, and
cycles called "Hot Cycles," are weighted
2.0 gms per te st beginning in 1972 nationwide . 65%. The start is not included. The vehicle
sits or " soaks" for at least 10 hours prior to
"Empirical mass equivalent for a 4000 lb. vehicle o
the test at a temperature of 60-86 F.
C California requirement only

Close-up of analyzers used to obtain final


mass values of each gas, plus a continuous
reading throughout the test. The ana-
lyzers signal a computer which gives a
print-out {arrow!' Computer gives the
final test results and also a volume and
mass concentration of each gas for each
mode; i.e ., idle, acceleration, etc. This
mode read-out is a valuable analytical
tool for the development engineer.

144
allows the crankcase to be vented through
STOICHIOMETRIC OR
the air cleaner under low manifold vacuum
CHEMICALL V-CORRECT
conditions. Keeping this valve and restric- MIXTURE ------...
I-
tion clean is essential to the correct opera- Z
w
tion of the engine because this is the only U
a:
crankcase venting. The relationship of the w
Q..

rcv systems to the carburetor is a simple I


Z
one-usually a tube connection or thread- o
ed connection in the carburetor base for i=
<I:
attachment of the tube from the rcv a:
I-
valve. z
w
U
The crankcase emissions were attacked Z
first because approximately one third of o
u
all engine emissions come from this point.
And, it was obvious from looking at the
old road-draft vents that lots and lots of
pollutants were being spewed into the 12 13 14 15 16 17 18
atmosphere from this source. If you stand AIR/FUEL RATIO
near an early car (pre-1965 in most of the
LEAN ~
U.S.), the smell of the escaping materials
This plot shows the approximate relationship between CO, HC and NO x as air/fuel
is quite obvious.
ratio changes. It shows the problem faced by the carburetor calibrator. As the mix-
EXHAUST EMISSIONS ture is leaned to produce low HC and CO emissions, the NO x emissions begin to
This area is more complex by far than increase. The best calibration is a compromise which tries to hold all three at an
the crankcase or evaporative ends of the acceptable level.
problem. Exhaust emissions include
unburned hydrocarbons, carbon monoxide
and oxides of nitrogen. portional to engine displacement and is kept in a separate bag and called the
In the 1966 model year, Cali fornia vehicle weight. A specific driving sched- hot-transient portion. An equal part of
applied standards for tailpipe emissions of ule consists of idle, acceleration, cruise the first test is called the cold-transient
CO and HC, together with test procedures and deceleration modes in a non-repeti- portion. Its exhaust sample is also col-
and sampling methods. The California tive sequence. No two modes are alike. lected in a separate bag. These two
emission test was conducted by operat- The test simulates 7.5 miles and runs sample bag values are averaged to allow
ing a vehicle on a chassis dynamometer. for 23 minutes. The test fuel type is for the fact that not all starts are cold
Actually, it attempts to simulate a 20- specified for uniformity. In this proce- starts.
minute drive through downtown Los dure the cold start is included in the test. The sample from the remainder of the
Angeles. All of the exhaust gas is mixed with first test is collected in a third bag and
Actual exhaust emissions from the outside air and routed through a constant called the hot-stabilized portion. The
tailpipe are measured for concentrations volume pump that mixes and measures average of the hot and cold transient
in very sophisticated analyzers and the flow. A specified proportional part of portions are combined with this portion
recorded. These recordings are reduced the mixture is collected in a plastic bag. tu yield the final exhaust-emission results.
to an average reading which gives more After the test is run, the contents of the Carbon monoxide forms whenever
weight to certain operational modes. bag are analyzed for concentrations of there is insufficient oxygen to complete
The Federal Government adopted the the three constituents (HC, CO, and the combustion process. Generally speak-
California test procedures and standards NO x ). Because volume and concentra- ing, the richer the mixture, the higher the
in 1968 and required-as California had tions are known, the actual mass of CO concentration. Even if the fuel/air mix-
earlier-all manufacturers to certify and each gas can be calculated. The stan- ture is chemically correct, CO cannot be
prove that their vehicles met the pre- dards are written on a mass basis. Air reduced to zero because perfect mixing
scribed standards. in the test room is constantly monitored and cylinder-to-cylinder distribution is
The Federal Government introduced in a background bag. The mass of each impossible to achieve.
a new test procedure beginning with the constituent in the background bag is Gasoline is composed of numerous
1973 car model year. This procedure is also calculated and subtracted from the and varied hydrogen and carbon com-
called Constant Volume Sampling or CVS values obtained in the sample bag. pounds, hence the name hydrocarbons.
system. The exhaust emission procedure was Unburned hydrocarbons are just that-
The vehicle is "soaked" for 10 hours modified beginning with the 1975 car gasoline that did not get burned on its
as in the California Test. The test is run model year. The first 8-1/2 minutes or trip through the engine. There are several
on a chassis dynamometer loaded pro- 3.6 miles of the test is rerun after a 10- reasons why this can and does happen.
minute engine-off period. This sample Rich mixture is one. Fuel that does not

145
get burned because of misfiring is another. advance settings, curves and operational exhaust-gas recirculation, is discussed
So, either a lean or a rich F / A mixture can changes. separately.
cause an increase in HC emissions. Other Carburetors are set up with leaner Sorting out which modification is ac-
things affect HC concentration. Higher mixtures in the part-throttle range. complishing what is a bit difficult. How-
compression increases combustion-chamber Mechanical limiters are placed on the ever, let's over-simplify a bit and say that
surface-to-volume ratio and thereby in- idle-mixture adjustment screws to pre- the retarded spark helps to reduce HC
creases HC emission. Spark advance and vent excessively rich idle mixtures. Dash- emissions by raising exhaust tempera-
high vacuums under decelerations also pots and throttle retarders, plus special tures, hence ensuring complete burning.
affect HC. idle setting solenoids are used, And, By the same token, retarded spark does
Standards for oxides of nitrogen emis- choking mixtures are eliminated very not let the engine develop peak pressures
sions were established by California for quickly after the engine has been started. which it is actually capable of, so NO x is
1971. These became nationwide law in Inlet air is heated to ensure good fuel reduced simultaneously. Part of the com-
1973. vaporization and distribution. bustion-chamber alterations which are
Oxides of nitrogen (NO x ) are formed Decelerations create very high mani- being made include the elimination of flat
in the combustion chamber under high fold vacuums unless special controls are quench surfaces as another way to slow
temperature and pressure conditions. Com- used. With a closed throttle, so much burning and keep NO x down. Also, by
bustion pressures increase as the engine is exhaust is sucked back into the intake eliminating the cooler surfaces of quench
loaded. The tendency to form NO x is manifold that the F / A mixture is diluted areas, the HC emissions are dropped. Loca-
increased as the mixture is leaned because (leaned) to the point of borderline firing, tion of the rings on the piston has an
of the increased availability of free oxygen. causing missing and consequent high effect on He. If the rings are higher or
Maximum NO x production occurs under emission concentrations of unburned the piston top is tapered toward the
conditions of approximately 0.062 F / A hydrocarbons. top ring-there's less volume in which
(16: 1 A/F). Several controls can be used singly or unburned HC can "hide," thereby reduc-
in combinations: ing HC still further.
EMISSION CONTROL APPROACHES Keeping the chamber hot also reduces
1. Shut off the fuel flow so that there
There are various approaches to the deposits-which provide more places for
will be no unburned hydrocarbons-
problem of making engines and vehicles unburned HC to "hide." These are all
because there is no fuel entering the
meet the emission standards. The first minimal things, but the game of reducing
manifold. This method has the problem
approaches were engine modification emissions is made up of a bunch of small
of creating a "bump" when the fuel is
and air injection. things.
turned back on near normal idling mani-
As of 1972, another engine modifica- Keeping the compression ratio down
fold vacuum.
tion was being used: Exhaust gas recir- reduces peak pressures-reducing NO x .
2. Supply a richer mixture to ensure burn- Reducing emissions is a super balancing
culation or EGR. By 1975, most exhaust
ing, as is done by a deceleration valve and act-just like tightrope walking in many
systems used either a thermal reactor or a
special deceleration fuel/air feed circuit ways. The major complexity facing the
catalytic converter. The thermal reactor
on some Pintos. engine designers is the internal-combus-
appears in various forms, but is essentially
a restriction in the exhaust system ahead 3. Retard throttle closing to avoid high tion engine's tendency to produce more
of the muffler. Its purpose is to retain vacuum build up. Although this latter oxides of nitrogen whenever hydrocarbons
heat in the front part of the system, which method is commonly used, it reduces the and carbon monoxide are being reduced-
encourages burning excess HC, and to braking effect which would have been and vice versa.
reduce flow rate which gives more time to obtained from the engine during decel- Air Injection-This system accomplishes
complete combustion of HC in the exhaust eration with a closed throttle. additional burning in the exhaust ports
system. Thermal reactors are still another Distributors are set up with more and manifolds. The exhaust manifold actu-
addition, used in combination with the retard at idle and part-throttle and various ally becomes an oxidizing reactor. A slightly
already complex assortment of controls switches, valves and other controls are richer mixture is used and extra air is added
and gadgets to reduce emissions. used to provide advance or retard as to oxidize (burn) unburned hydrocarbons
The catalytic converter, an addition to required to meet emission requirements. and carbon monoxide. An engine-driven air
the exhaust system, assumes a major role Spark retard is an effective means of pump and an air manifold deliver air to each
in emission reduction as described in a reducing HC because exhaust tempera- exhaust port. Although this is a costly
later section. When a catalytic converter tures are increased so that the hydro- approach, the slightly richer mixture
is used, some of the stringent controls carbons are burned completely. which can be used on engines which are
applied to the engine can be eliminated, Additionally, basic engine modifications thus equipped makes the car more
resulting in better drivability and fuel are being made, including reduction of drivable with less tendency toward
economy. compression ratio to reduce combustion surging in the midrange.
Engine Modifications-These include car- pressures and temperatures, valve-timing The first major use of air injection was
buretor calibration and operational variations and re-design of combustion on most 1966-67 California cars. GM
changes-along with distributor spark- chambers. calls the system AIR for air-injection-
An additional engine modification, reactor, Ford terms theirs the Thermactor

146
system. The air pump is supplied with
filtered air from a built-in air cleaner/
filter or from the air cleaner on the carbu·
retor. The pump is protected from
exhaust gases by a one-way check valve
which only allows air to flow toward the
exhaust system. A vacuum controlled
diverter valve shuts off the air flow to
the exhaust system during deceleration
(overrun) so that backfiring will not oCCUl
This diverter valve dumps all of the pump
output through an air muffler.
Some engines had been equipped with
AIR or Thermactors ever since the
method was first introduced. Most of the
cars equipped with these systems were
those with high-performance engines. As
of 1972, the air-injection systems began
to be used more widely to help meet
increasingly stiff requirements for reduced
HC and CO emissions.
A more efficient method of oxidation Three vacuum-controlled EGR valves. Chrysler valve on left, GM at top, Ford on right.
is to redesign the exhaust manifold into
more of a reactor by restricting flow and
providing insulation to keep the heat in .
These two items provide more time and
higher temperatures so that HC and CO will
be further oxidized . The added restriction
however, causes excessive loss of power
and the higher temperatures require more
expensive materials . The Mazda rotary
uses the reactor approach , but to date,
U.S. manufacturers have avoided it.
Exhaust-Gas Recirculation (EG R)-This is
another engine modification, but we have
placed it here because it began to be used
later than the other modifications . The
first two production uses of EGR with
built-in plumbing to accomplish it were
on 1972 California versions of some EGR valve with a tapered pintle giving an Typical EGR installation on a 1973 Chrys-
Buick and Chrysler automobiles. Buick opening proportional to the vacuum signal ler. Valve transfers gas from exhaust gas
meters I % to 10% of the exhaust back applied to the diaphragm. cross-over to intake manifold.
into the intake area below the carburetor
to dilute the incoming fuel/air mixture,
lowering peak combustion temperatures
to reduce NO x emissions. A passage in
the intake manifold routes exhaust gas
through a vacuum-controlled metering EGR amplifier used on 1973 and later
valve to holes in the manifold floor under Chrysler. Carburetor venturi vacuum is
the carburetor. The normally closed valve the input signal. Through a complex
opens as the throttle is opened from idle system of valves and diaphragms the
thereby increasing the exhaust flow into signal modifies manifold vacuum to pro-
the intake manifold . vide a stronger signal to the EGR valve.
Chrysler included a slightly different Four hoses are for venturi-vacuum in,
EGR system on their models. One or manifold-vacuum in, EGR signal out and a
more orifices in the intake-manifold floor temperature-overide signal that switches
connect to the exhaust heat passage . output off at lower engine temperatures.
The latter function is not always used.

147
used in conjunction with an air pump,
but cost is added to the system . This extra
efficiency is not always needed to meet
the 1975-76 interim standards, but will
most certainly be required in the future.
A catlyst and air-injection combination
. can have an efficiency as high as 90%
under optimum conditions.
A catalyst is an element or com-
pound that helps promote a chemical
reaction but does not actively take part
in it, that is; it is not itself changed chem-
ically. These catalysts are of the oxidizing
variety: They help oxidize the HC and
CO into water (H 2 0) and carbon dioxide
(C0 2 ).
Most auto catalysts are the PGM
(platinum group metal) type which
includes platinum, palladium and ruthe-
nium . These metals are mounted on
beads or monolith honeycombed sup-
Bottom of 1975 Dodge Monaco has catalytic converter tucked up beside the frame
ports made of less expensive material
upstream from the muffler. Shield protects converter from damage and helps deflect
such as alumina . The catalyst is installed
heat. Exhaust pipe is shielded top and bottom for the same reasons. Tap upstream of
in a can somewhere in the exhaust sys-
converter provides access to pre-converter exhaust gases for tuning and analysis.
tem, usually under the floor.
The carburetor supplies slightly richer
part-throttle mixtures to assure a reaction
and this improves drivability somewhat.
These openings range from two 0.030- The carburetor usually supplies the The distributor is advanced more than
inch-diameter ones to a single one with signal for these valves either from a probe non-catalytic packages which helps both
0.125 ·inch diameter. in the venturi or from a port in the drivability and fuel economy . In other
Beginning with the 1973 car model throttle body . This port is not exposed words, engine modifications are lessened
year, virtually all vehicles had an EGR to manifold vacuum at idle, mu ch the because HC and CO are handled by after-
valve of one type or another. Many same as a spark port, to prevent EGR at treatment.
1972's also had EGR valves. The valve this point. The venturi pick-up gives a It is yet unclear as to just how often
controls exhaust gas routed either from signal proportional to air flow through the catalyst will have to be replaced,
the exhaust cross-over in the intake mani· the carburetor. In some cases the carbu- but one thing is certain. The catalyst
fold or directly from the exhaust mani· retor signal is multiplied by routing it must be used with unleaded fuel. Lead
fold and introduced into the intake through a mechanical vacuum amplifier. in the fuel will "poison" the catalyst
manifold either directly or through a EGR at heavy loads is unnecessary in just a few miles, rendering it ineffec-
spacer beneath the carburetor. In all because NO x does not form readily at tive . This could be a serious problem in
cases, care is taken by the engineers to richer power mixtures. This is handled remote areas and small towns where
distribute the exhaust gas equally to automatically in some cases because the unleaded fuel may not always be avail-
all cylinders. This becomes more and vacuum signal to the valve drops off able.
more important as EGR tates are with load .
increased. The carburetor must also be con- Evaporative Emissions-Here is the third
These valves are of many types and sidered because drivability is adversely major area for discussion. Evaporative
configurations, but can be easily recog- influenced as EGR rate is increased. emission includes hydrocarbon materials
nized because of the large operating Simply richening the mixture is not the contained in fuel spilled or evaporated
diaphragm. Some are of the simple on- answer because this increases HC and CO from fuel tanks and carburetors. While
off type and others are tapered to emissions. (See diagram.) Efforts must be you might consider this to be an insignifi-
increase exhaust gas flow with engine extended to improve vaporization, mix- cant part of the emission picture, it is
through-put. The trend is to use the latter ture preparation and cylinder-to-cylinder estimated evaporative emissions are equal
type. There is also a trend toward valves distribution. to the emissions which would occur if
which sense exhaust back pressure to Catalytic Converters-Catalytic converters crankcase ventilation were uncontrolled.
make the recirculation rate more pro- were used for the first time on 1975 model The gas tank and carburetor were tradi-
portional to actual mass flow rate year vehicles. Some of these also used an air tionally vented to the atmosphere-until
through the engine. pump. The catalyst is more effective when 1970 in California and 1971 nationwide.

148
The venting go t rid of vapors, thereby aid-
ing the hot-starting capab ilities of the cars.
There was no real concern about the em is-
sions caused by spilled fuel during over-
filling or ca used by gasoline sloshing out
of vents during sudden manuevers.
The most obvio us part of this solution
is the charcoal ca nister-because it is
quite visible in the engine compartment.
But , sophisticated measures are used in
the fuel-tank-fi lli ng and tank construc -
tion areas, too. Thermal expansion is
provided for by incorporating means to
trap as much as three ga llon s of air during
tank filling . Ford cars use a limited-fill
method, whereas GM and Chrysler have
another tank area or bell inside the tank.
These tanks trap the air during filling,
then allow it to escape to the top of the
main tank where it is vented to a charcoa l
canister. The vent lines are very special as
they incorporate vapor separation devices-
small tanks located near and slightly above
the main gas tank . Any liquid trapped
therein drains back to the tank, but the
The large bowls of the Holley, although an advantage for performance and for hot-
vapor passes on to the canister-or , in
starting capability, have to be reduced in volume with these bowl and metering-block
the case of some Chrysler products , to
the crankcase for storage. stuffers to. allow meeting emission standards on some vehicles. Both California and
In some instances , vapor-collection Federal specifications spell out total emission specifications for whole-vehicle evapora-
lines connect the carburetor to the char- tive loss, that is, for the combination of all parts which can vent fumes into the atmos-
coal canister. The canister , incidentally, phere: Air cleaner, fuel tank, etc. The stuffers serve no other function except volume
is about the size of a small cookie jar and reduction and they should not be used for racing applications.
located wherever room can be found in
the engine compartment. Fuel vapors are Heated inlet air improves vaporization and thereby aids distribution. It allows using
adsorbed onto the surfaces of the charcoal leaner fuel/air mixtures to reduce emissions. Thermostatic valve modulates tempera-
granules. Wh en the car is restarted, the ture of air entering carburetor by opening flapper to admit ambient air when under-
vapors are sucked into the carburetor or hood temperature exceeds 85 0 F . The heated-air supply is closed off by the flapper
intake manifold to be burned in the engine. when the underhood temperature exceeds 125 0 F. Chrysler illustration .
The method of purging the canister varies
widely with make and model. In some Vacuum Air·control Heated air Thermostatic
instances a fixed restriction allows con- diaphragm valve
stant purging whenever there is manifold
vacuum. In others, a staged valve provides
purging only at speeds above idle. In 1972,
GM incorporated a thermal delay valve so
that the canister is not purged until the
Manifold
engine has reached operating temperature. entry
......_ - - vacuum line
Purging at idle or wi th a cold engine
creates other problems, such as rough run-
Cold
ning and increased emissions due to the
air
add iti onal vapor being added to the
in take manifold. . " " . . . - - - - - - - - - - ......- enters
/ '
In 1970-71, total evaporative emissions I
allowed from any car were six grams per I
hot soak. In 1972 , the allowance was
reduced to two grams per hot soak. It
Sheet· meta I Air heated
should be noted he re that this reduction
stove by manifold

149
in allowable evaporative emissions created
the need for reducing the bowl
Vacuum-sensing line
of some carburetors with bowl
from intake manifold
stuffers.
u ..~ ....., ~JVo"H""'e with the 1977 car
model year, all vehicles sold at altitudes
above 2,500 feet must meet emission
standards at the altitude at which the
Check valve vehicle is 5010_ In most cases the carbu-
retor will have a different calibration
for altitude.
EMISSION SETTINGS

ports correct carburetor and distributor


ments needed to maintain legal emission
levels for that vehicle. No matter how
Air-injection systems are similar on all of the cars which use them. This is the Chrysler
effective or sophisticated the control sys-
version used on 1972 California cars. Pump adds a controlled amount of air to the tem, a weak spark, fouled bad plug
exhaust gases in the exhaust manifolds to ensure complete burning. Chrysler drl~Wrn(l cracked distributor cap~or any of
many other wreck the sys-
tem's It only takes one of these
things going wrong to cause the car to
become a pollutant emitter of a worse
nature than a car with no controls at all.
A bad spark is a good
example. In SAE Paper 710069! "Exhaust-
Emission Control for Used Cars," the
authors out that a single fouled
plug increased the HC emission level six
times: From 605 ppm to ppm.
WHAT'S IT COSTING?
The whole idea of emission controls is
to clean up environment~namely the
air we breathe.. and live in. But, as is
the case when you get down to
the facts-there is "no free lunch." Any-
thing you this case cleaner ajr~
costs something. That
reduced increased
consumption, increased tune-up costs~
and a car that more.
To these obvious costs we must add
increased complexity of the entire vehicle
with associated cost increases in both
and

150
Fuel-Supply
SYltem

AVOID THESE FUEL-SYSTEM


PROBLEMS
Racers often get into leaning-out prob-
lems which are no fault of the carburetor
or its jet combination. Such situations can
usually be identified without too much
effort because increasing main-jet size will
not help the problem and will probably
worsen it at low and mid-range RPM. The
problem is insufficient fuel pressure . Ronnie Sox checking the throttle-return spring on his Chrysler-hemi-powered drag car.
Inadequate fuel supply at the carbu- Note use of two vacuum-secondary Holleys on factory plenum-ram manifold_ Arrows
retor can be caused by : indicate two fuel filters-one in the line to each carburetor.

1. Pump with insufficient capacity


The fuel-pressure measurement that is racers mount their fuel pressure gages on
2. Restrictive fittings or fuel lines too
most important is the one which is made the cowl outside of the windshield because
small, inlet seats too small
just as the engine is at its RPM peak-for common sense and drag rules do not per-
3. Too many bends, or a crimped line the course-where It is using the most mit fuel lines or containers in the driver's
4. Tank outlet or fIlter screen restricted fuel. The pressure reading at this point compartment.
should be at least 3 .5 psi, but any pressure In case it's not immediately obvious
5. Plugged fuel fIl ter /s
from 3.5 to 8 psi is OK. 6 psi is considered why the fuel system should be routed
6. Use of ftiter between tank and pump a normal fuel pressure by Holley engineers . outside of the driver's compartment, just
instead of between pump and carburetor Any pressure lower than 3.5 psi is not think about what happens when a clutch ,
7. Dirt anywhere in the system acceptable because this indicates that the flywheel or transmission (standard or auto-
pump or fuel-supply system is not keeping matic) explodes and cuts any part of the
8. Line too near a heat source causing
up with the engine's fuel requirements. fuel-system plumbing. Sparks are sure to
boiling in the line.
Pressure above 8 psi should be approached occur at some point during such an inci-
FUEL PRESSURE with great caution and accompanied with dent. Similarly, if a car is crashed, the
Fuel pressure should be measured with appropriate fuel-level changes. Pressures danger of fire is always present and you
a fuel-pressure gage which reads from 0 to over 6 psi overcome the closing force ap- want to be sure that you provide as much
10 psi . Checking the fuel pressure is just plied to the inlet needle valve and create safety margin as possible for yourself or
one more of those smart things to do to an unnecessarily high fuel level in the fuel your driver. We lost a very good friend
avoid wasting a lot of time and money bowl. Each added psi raises fuel level ap- this way in 1960-Wayne Ericksen.
applying corrective measures to areas proximately 0.020 to 0 .030 inch over the If you insist on a fuel -pressure gage in
which are not contributing to the problem. nominalleve established at 6 psi. the cockpit, then use a remote pressure
Measuring pressure just ahead of the car- The fuel-pressure gage must be mounted sender (electrical) at the point where you
buretor ensures that you will know what so that the driver can see it without having would take off pressure for a mechanical
fuel pressure is available at that point. to take his eyes off of the course. Drag pressure gage-at the intersection of the Y

151
Holley canister-type fuel filters with tube
and hose-type connections are neat addi-
tions to any fuel system. Replaceable ele-
ments are available (center).

Below : Holley high-performance fuel


pump for small-block Chevrolets, P-4767A.
Delivery of 80 gallons per hour at 7000
RPM is typical for all these mechanical
which feeds both float bowls (on carbu- stand the clamping pressure applied by fuel pumps _ Bottom photo is a Holley
retors with two inlets) or at the connec- a hose clamp. Fittings for tubing can pump for small-block Fords, P-4766A
tion to the carb ureto r. have openings which are very close to disassembled to reveal construction
FUEL LINES the actual 1D of the tubing itself, thus details. All of these pumps feature large
Fuel lines must be routed away from giving less restriction . inlet/outlet ports (allowing use of hose
heat and firmly secured so that they will Remember that the important point is to 3/8-inch 10) in rotatable housings
not vibrate and fatigue. to keep the fuel supply to the pump which can be turned through 360 0 to
Fittings must be non-restrictive. Some unrestricted. The pump outlet (for an allow easiest plumbing routing. Repair
fittings have built-in restrictions. Check engine -m ounted mechanical pump) or kits are offered for all Holley pumps _
every fitting that you use in your fue l- regulator out let connection to the carb u-
suppJy system. Make su re tha t the passage retor/s can be throu gh 5/16- or 3/8-inch
is the same size all the way throu gh the tubing .
fitting , you may be able to open up the FUEL FILTERS
passage with a drill. A fuel filter shou ld be used between
Avoid 90° (right angle) fittings wher- the fuel pump and the carburetor. Never
ever possible as these give the must fluid use any kind of filter-other than a sim-
friction and therefo re are more restrictive ple screen-on the suction side of a fuel
than straight-through or 45 ° fittings. A pump. This is true regardless of the fuel-
right-angle fitt ing has the same restrictive pump type which is used. The usual
qualities as a piece of tubing which is screen at the tank outlet will usually be
several feet long. o.k. if it is clean.
If a mechanical fuel pump is used, The filter in the line to the carburetor
install a 1/2-inch ID line from the tank to should be as non-restrictive as possible.
the pump . Make sure that the fitting which Paper-element filters such as those sold
connects to the fuel tank is as close to the by Holley are excellent for the purpose.
fuel line ID as is consistent with safety . If you are concerned about the pressure
Fuel-line attachme nt to the fuel tank is drop through the fil ter, "Y" the fuel line
one area which is commonly overlooked to run through two filters so each one '.
by mechanics who are just getting started supplies a carburetor , or use two fiJters
in competition. They will install a large in parall el in the line. Mount the filter
li ne, but try to feed fue l thro ugh a tiny caniste r to allow easy replacement of
1/4-inch or smaller diameter opening, the element.
which does not work . Here is one place Sintered-bronze (Morraine) filters are
where steel , copper or aluminum tubing found in the inlets of many two- and
is a better choice than fuel hose because four-barrel ca rburetors. These are OK
tubing fittings typically allow a larger for street use if there is lit tie dirt in the
th ru-passage than you can obtain with gasoline and if the tank itself is clean.
hoses. This is because the hose fitting has If the fuel supp lied to the pump is dirty -
to have enough wall thickness to wi th- as may be the case in a dusty area-

152
remove the sintered-bronze filters from
the inlets and install an inline filter
between the pump and the carburetor.
Pay attention to the fuel filter and
replace the paper element or throwaway
inline fil ters when the fuel pressure drops.
This indicates that the filter has done its
work and it is time for a new one.
For competition, the sintered-bronze
filters should be taken out of the inlets
and an inline filter installed in the fuel-
supply system.
FUEL PUMPS
There are two common types of fuel
pumps: Mechanical and electrical.
Although the carburetor never "knows"
which kind supplies its fuel, let's con-
sider the two types briefly .
Engine-mounted mechanical pumps are
diaphragm types driven by camshaft/
crankshaft eccentrics operating a rod or High-pressure version of Holley pump pushes fuel from tank at high pressure to regulator
lever. Advantages include low first cost, mounted near carburetor to establish desired fuel pressure delivered to carburetors. Es-
simple plumbing and mounting , low noise sential component for pump installation is pressure switch 89R-641 A in center. It senses
level-and familiarity of the general public engine oil-pressure to shutoff fuel pump when engine is stopped, whether ignition is
with the type because millions have been turned off or not.
used over the years. Disadvantage is
transferral of engine heat into the fuel,
especially when the engine is stopped. The Both low-pressure and high-pressure
mechanical pump sucks fuel through a COOL CANS
The need for cool cans for competition (high performance) versions of the pump
long line from the tank, further promoting are offered . Although most of the other
the fuel's tendency to flash into vapor, has been discussed on page I 15 . One of
these devices is pictured on page 120 of components are the same , the low-pressure
especially on warm days. pump has a different bypass valve and a
Electrical pumps are not widely used the performance chapter.
motor with a lower rating and a di fferent
as original equipment except for the in- HOLLEY GPH 110 PUMP winding. This pump is dead-headed at 7
tank pump on the Vega. The electrical This electric fuel pump is a positive- psi and is designed for street and highway
pump has a higher first cost, is noiser than displacement type . Pumping action is use without a fuel-pressure regulator. It is
a mechanical pump (unless special mount- accomplished by four sliding vanes spaced not designed for competition.
0
ing procedures are used) and requires con- in a rotor at 90 intervals. Vanes are The high-pressure pump is supplied
nection to the car's electrical system. It thrown out against the rotor chamber with a remote fuel-pressure regulator
must be plumbed to the tank outlet and walls by centrifugal force. The rotor is which should always be mounted n.ear
to the fuel line . offset in its pumping chamber so that the the carburetor/s oA spring operates against
When installing an electrical pump, it inlet side is larger than the outlet side. A the regulator diaphragm to open the
is typically mounted at the rear-near the pumping segment created by two vanes internal valve. Line pressure against the
tank-as a "pusher" device. Fuel pushed picks up fuel as the segment passes the same diaphragm closes the regulator valve
forward to the carburetor has less ten- inlet port. Vanes move the fuel from the to maintain a preset pressure. Regulated
dency to flash into vapor as it moves "larger" side of the chamber to the out-put (downstream) pressure can be
through the line. For competition or hot- "smaller side . Dead-head pressure (pump- externally adjusted from 3 psi to about
weather the rear-mounted electrical ing against pressure built up in a closed- 10 psi, dead head by changing the spring-
pump provides "vapor lock insurance ." end pipe) is regulated by an internal preload adjustment screw. A locknut
There are several types of electrical fuel spring-loaded bypass valve which routes main tains the set ting. All pump and
pumps: Fixed-vane, sliding-vane, and fuel from the outlet to the inlet side . regulator inlets and outlets are tapped
solenoid operated. The Holley GPH-IIO Power for the pump is supplied by a for 3/8 NPT .
uses sliding vanes. 12-volt permanent-magnet-type DC motor When installing the pump , include a
When installing an electrical pump, which runs dry-that is, no fuel is in the safety switch in the circuit so that the
eliminate the mechanical pump If at all motor portion of the pump. A seal on pump will not work unless there is oil
possible. It heats the fuel and limits the motor shaft keeps fuel out of the pressure. Holley's 89R-641 A switch can
pressure because it acts as a restrictor motor. Bronze bearings are used at each be mounted on a I /8-inch pipe tee (the
in the line from the tank. end of the motor shaft. stock pressure switch for the idiot light

153
I OUTPUT PRESSURE VS. FLOW
goes on the other side) so that the pump

------------
I will shut off if the engine stalls with the
~ ignition on. Using the switch to turn the
engine with the starter energizes the pump
from the starter solenoid circuit. Once the
12 engine is running, the switch provides
~ Hollev High-Pressure Pump
voltage to the pump so long as there is
10 ~: oil pressure to keep the switch turned
............... on. A schematic showing the wiring for
I
1'-- the switch is included here for reference.
8 Mount the pump in as cool an area as
possible-away from any exhaust-system
I Holley Low-Pressure Pump components. Any fuel pump mounted to
6 .
(non-regulated)
the chassis will transmit some noise into
Holley High·Pressure Pump
r- the car's body structure. This is no prob-
4 with Regulator lem on a race car with open exhaust, but
I
it can be a source of annoyance on a dual-
purpose car which is driven on the street.
2 I I
The optimum way to reduce the transmis-

0
~
0
0
I
l ~ 0
~
N 1il
0
:£l
0
0
~
sion of pump noise into the body is to
mount the pump on rubber-insulated studs
OUTPUT FUEL FLOW - Lbs.lHr. Holley Tests
June. 1971
which are mounted in turn on a chassis
Top curve shows dead head pressure of 14.5 psi. Pump can supply 420 Ibs/hr (75 gallons
member or on a stiffened section of the
body. Never mount the pump directly
per hour) at 9 psi regulated output pressure. When regulator is set for 6.5 psi output,
420 Ibs/hr is maintained while the pressure drops only to 4.75 psi.
onto a large flat sheet-metal surface
because the result will be amplification
of the noise-just the opposite of what
you are trying to achieve.
The pump should always be located
FUEL PUMP PERFORMANCE vs. near the fuel tank (usually at the rear of
FLOW foi VARIOUS INPUT VOLTAGES
PUMP CALIBRATED FOR 400 LBS./HR. AT 9 PSI
the car-unless the engine happens to be
back there instead) as low as possible so
that suction height will be kept to a
minimum.
DESIGN CURVE
Creating a vacuum (low absolute pres-
(TYPICAL VOL TAGE
sure) on the end of a fuel line , especially
a long one, tends to allow the fuel to flash
into vapor-which is very hard to pump.
This is why professional racers replace the
engine-mounted mechanical pump with an
electric pump near the fuel tank-it's pos-
itive insurance against vapor lock.
When fuel is pumped forward at high
pressure, there is another advantage which
may not be quite so obvious: This tends
to offset pressure losses caused by line
loss (friction) and by acceleration (g
forces). Pumping the fuel forward at high
pressure and then reducing its pressure
prior to sending it on to the carburetors
OUTPUT FUEL FLOW - LBS.lHR. Hollev Tests
Augusl.1970
ensures that there will always be adequate
Note how pump performance drops off as voltage drops, emphasizing the importance pressure available at the carburetors.
of keeping voltage up. The pumps are designed to operate at 13.5 volts - the regulated Keep the pump-inlet line short and
voltage of nominal 12-volt systems. At 13.5 volts the pump draws approximately 4 large. If a filter is used between the fuel
amperes. tank and the pump inlet it must be a
screen-type filter so that there will be no
pressure drop at this point-which could

154
cause fuel vaporization and consequent the pumpdoes not continually pump the
pump cavitation. It is actually preferable same fuel in a loop from the outlet back
to position the pump so that its inlet is to the inlet. The external bypass allows
slightly below and behind the tank so that fresh fuel to appear at the inlet, even in
the fuel level will create a "head" or posi- low-demand situations such as idling. The
tive pressure at the inlet and so that accel- bypass should be through a 1/16-inch (or
eration forces will tend to keep fuel 0.060) restriction . Even with this bypass
always at the inlet. arrangement, the pump capacity of the
Stock-size (5/16 or 3/8-inch) fuel Jines high-performance version is 360 Ibs/hr. of
can be used on a street machine, but the fuel at 9 psi. Don't use any restrictor larger
pump performance will be compromised than this'
by such an installation. Small Jines, sharp
bends or kinks or right-angle fittings will
always ca use a pressure drop.
Becau se only one of these pumps is
needed for adequate fuel delivery-even
on a Pro-Stock race car-part of the
money that would have been spent for a
second electric pump can be applied to the
purchase of large fuel lines.
Keep the Jines away from exhaust-sys-
tem components to avoid excessive heat.
Make sure that there is no part of the
body that will deflect the exhaust from
open headers back into the area where the
line is mounted. If a line passes near the
exhaust system and there is no other place
to route it, insulate the fuel line very Passages in the pump casting provide regulation of output-pressure. Cutaway of pres-
thoroughly . The line should be clamped sure-relief valving shows how this all works. Fuel at higher than desired pressure from
against the chassis or body structure wi th the outlet side 1 enters a hollow seat 2 to act against the spring-loaded piston 3. Pres-
rubber-lined clamps such as those which sure pushes the piston off the seat so high pressure fuel is routed back to the inlet side
are used in aircraft repair shops. of pump 4, thereby regulating pressure. Note how rotor 5 is offset in pumping chamber
Locate the pressure regulator as dose 6 formed by vanes 7 in wear sleeve 8. Cutaway side view of pump shows rotor 5 with
to the carburetor as possible. Lines sliding vanes 7, wear sleeve 8, wear plates 9 on top and bottom of pumping chamber,
between the reg ulator and carburetor/s
seal 10 and bronze bushing 11 for armature shaft.
can be 3/8-inch !D. There are two outlets
on the Holley regulator. If the carburetor
has fuel bowls with individual inlets , con-
nect each bowl to an outlet. Where two
carburetors are used, connect each car-
buretor to an outlet.
Pressure at the carburetor must be set
with the engine idling so that there will be
some flow to allow the regula tor to func-
tion . Use a fuel-pressure gage at the car-
buretor and adjust the regulator to pro-
vide the desired pressure. 6 to 7 psi output
is the pressure set at the factory when the
regulato r is tested.
When running the car at high ambient
temperatures, a cool can should be used
just ahead of the regulator (upstream) on
the high-pressure side so that the fuel will
not tend to flash into vapor when it is
changed to a lower pressure by the
regulator.
Some racers install a separate bypass
from the pump outlet to the tank. Then

155
.1111-------,
Ground To accessories

Holley
Electric Ignition switch
Fuel Pump Oil
'-------'
Pressu re
Switch

NO

Coil To distri butor Holley pump installation in Wally Booth's


'------.,.......L...---.I..J;;------iU',· Pro Stock Camaro shows a bY'pass line in·
stalled in the location normally occupied
by the screw for the pressure·relief valve.
Battery
Although hose is large, a restrictor is used
as described in the text. Arrow points to
Typical wiring diagram for an electric fuel pump. Holley's pressure switch is used to en· the by·pass line.
sure that pump will not operate unless the engine is running - or the ignition switch is
being used to energize the starter solenoid. The starter circuit from the ignition switch
is not shown in this drawing.

WARNING: Avoid heavy bypass springs . .


SCHEMATIC OF FUEL·SUPPLY SYSTEM A 19·psi bypass spring is being sold by
another company for use in the P·6320
pump. Holley tests have shown that·the use
of this spring reduces pump life by 75% .

Carburetor

ELECTRIC FUEL PUMP REPAIR KIT


A repair kit for the P·6320 high·
pressure pump allows repairing a
Regulator functional pump which leaks. The kit
Tank
includes a new pump housing with the
seal assembly located to ride on a
Fuel line previously unused portion of the shaft.
The rotor, pump vanes motor and
bottom cover are removed from your old
3IB·inch minimum I.D. line Pump pump and installed in the new housing .
Mount below The new housing includes a Permalube
fuel level bearing with a lubrication wick and also
includes heavier bosses for the fuel·line
fittings. These two features were added to
all Holley fuel pumps in 1978 .

156
Racft,·IO mOlt-Common Problem,

Holley has been a major sponsor with seen racers try to run the Holley high- jet sizes to compensate
representation at races across the country pressure pump without a regulator. The 7. Jetting way off-Sometimes this
for many years. This includes circle track result is 15 psi to the inlet and guaranteed occurs because the power valve has been
and drag racing. Our tech reps talk with flooding. See the fuel-supply chapter removed and things get all twisted
thousands of racers at our tents where we for more information. around. Reading the plugs as described
physically work on carburetors-and in 3. Incorrect float level-Correct pro- in the performance section helps guide
our Holley Clinics. From these contacts cedure for setting the externally adjust- you in your jet changing, and can show if
we have compiled the ten most common able floats is covered in detail in the stagger jetting is necessary to correct a
problems. These are slanted toward the Model 4150 Repair & Adjustment fuel/air distribution problem. Once
drag racer, but some are common to road section. Most racers use carburetors with you've "lost the rabbit" for one reason
and track racing. these bowls. Remember fuel level should or another the best thing to do is go
1. Dirt or rust in the system-Remove be reset after changing the fuel-inlet back to the original jetting with the cor-
the fuel bowl and there it is. Good old valve or fuel pressure. The fuel level rect power valve/s and work in small
ferrous oxide (rust). Looks just like must be checked on a new carburetor increments from there.
Georgia mud. The cause is a corroded because shipping shocks can alter the 8. Screw in secondary-throttle lever on
fuel tank. The tank might be one that float setting. diaphragm-operated carburetors-This is
sat for a while in a high-humidity environ- 4. Accelerator pump incorrectly ad- done to convert a diaphragm-operated sec-
ment or one purchased second or third justed-The correct method is shown in ondary to a mechanical one. The problem
hand from a "buddy" who may not have the Model 4150 Repair & Adjustment is, there is seldom enough pump shot to
known it was rusty or dirty. Rust is the . section. Remember the pump-operating get you through without a bog on a wide-
most common foreign material to invade lever should contact the pump lever at open-throttle "punch." Worse yet, in some
the fuel system but sometimes plain old idle (or at staging RPM throttle opening) cases the throttle can jam open and ruin
dirt finds its way in through poor-fuel- and the pump lever should have a little your whole day. Don't do this little trick.
handling practice. Whatever the contam- travel left at wide-open throttle. When Buy a dOUble-pumper if you want
inant, flooding usually results because you've done this you've got a full stroke. mechanical secondaries-or play with the
something gets between the inlet needle We've seen bent pump-operating levers. secondary diaphragm spring to get the
and seat. Electric fuel pumps are also Someone probably wrote an article ad- opening characteristics you want. Use a
susceptible. Contaminants can interfere vising this. Don't do it unless you can't stop watch or timer to evaluate changes.
with operation of the internal regulator get a proper adjustment with the screw- "Seat of the pants" feel can be deceiving.
valve. which is rare. 9. Dirt-clogged air bleeds-When this
A temporary fix is a new unrestric- 5. Use of non-Holley parts-Most com- happens the metering of the idle and/or
tive in-line filter, but eventually a dirty mon are gaskets, jets and inlet valves. main systems is altered. Sometimes these
tank must be flushed and a rusty one Some are pretty good, but most are not can be freed with a little spray-on solvent.
replaced. By the way, always use an in- up to our standards. Some gaskets are If they are clogged badly you should
line filter as a safeguard even with a new made of less-expensive material-probably remove the bowls and metering blocks,
clean tank. not tested with typical racing fuels. Not spray with a solvent, and then blow the
2. Fuel-pressure-The most common all non-Holley jets are flow-checked. Many passages out.
one is running out of fuel at the top end so-called "high-flow" inlet valves actually 10. Carburetor just plain "tired"-It's
or near maximum wide-open-throttle flow less fuel than Holley items. Stick amazing how long some carburetors stay
RPM, where fuel demand is the highest. with Holley parts in Holley Carburetors. around going from car-to-car and hand-to-
The problem is either an inadequate 6. Removal of power valves-We see an hand. After a few years they can get
pump, restrictive system or perhaps the alarming amount of this. The only reason into pretty bad shape. You have to make
pressure was set too low in the first for removing the power valve is where the up your mind whether to replace or
place. You need a pressure gage to find induction system is so restrictive that repair. If the carburetor is the size and
this. Remember, pressure below 3 psi at manifold vacuum at wide-open throttle type that is just right for your car and
the top end is marginal. gets above the rating of the power valve. the castings and shafts are sound, you
You also need the pressure gage to set In this case the valve will close, leaning might want to repair it. Read the Repair
pressure at idle for systems with an ad- the mixture. The correct solution is to & Adjustment section for your particular
justable regulator. If pressure is too high use a higher rated valve. If you remove carburetor. Remember to get a Holley
the flooding tendency is greater. We've the power valve you must jet up 6 to 8 repair kit before you start.

157
Carburetor AdjUltment & .,air

ANALYZING THE PROBLEM PROBLEM LIST SOLUTION LIST


There are three reasons why you would A. Hard starting~Cold engine 1. Binding or sticky choke plate or linkage.
take wrench and screwdriver in hand and 1,2,3,4,5,6,7,8,9,10,11. This can sometimes be repaired without
lay your carburetor open from choke plate B. Hard starting~Warm engine removing the carburetor. If you have a
to idle screw. 1,10,12, l3, 14, 15. remote or divorced choke, disconnect the
1. You are curious. C. Rough idle and stalls choke rod from the carburetor to isolate
2. You're a racer or super enthusiast. 4,7,8,16,17,18,19,20,21,22,33,53. the problem. Never use lubricating or
3. You've got a driving problem with D. Deterioration of fuel economy household oil to free the choke. Oil gathers
your vehicle and want to fix it. 1,4,7,18,20,23,24,25,26,30,49,52, dust and grime and stiffens at low tempera-
53. tures, creating a worse problem than you
If you are a number one or two, skip
E. Sag or hesitation on light accelerations started with. Commercial solvents for
to the appropriate section on disassembly
8,10,14,18,24,25,27,28,30,32. carburetors work well. Squirting on pene-
and repair. If you belong to group three~
F. Sag or hesitation on hard accelerations trating oil works just great.
this section was written just for you.
23,27,29,30. Sometimes vibration or a few backfires
How can you be sure the problem
G. Surge under cruising and light loads will cause the choke plate to shift on the
lies solely within the carburetor, or
8,10,14,18,24,25,26,30,31,32. choke shaft. Repairing this requires loosen-
involves it at all? An old carburetor man I
H. Surge at high speeds and heavy loads ing the choke plate screws and realigning
know claims he has fixed a lot of "car-
23,25,26,31,34,35. the plate in the air horn. On Holley chokes
buretor problems" by changing spark
I. Misfire or backfire using screws with lock washers this is an
plugs and distributor points. There is a
1,4,21,27,31. easy task. Others have staked screws to
lot of truth in that statement.
J. Loss of power and top speed prevent loosening and loosening these
When you are analyzing engine mal-
1,14,18,20,23,31,34,35,36. staked screws requires considerable care to
functions you have to look at the total
K. Fast idling or inconsistent idle return avoid twisting off the screwheads. Use a
system. In the next few pages I do just
8,19,37,38,39,40,41,42,43,44. small file to remove the upset or staked
that. Common problems associated with
L. Vapor 10ck~Loss of power, stall or material from the screw and proceed with
carburetors are presented along with some
surge on acceleration after short engine- caution. You must restake the screws when
probable solutions. Look under the prob-
off period in high temperatures you re-install them. The opposite side of
lem list for the malady that is occurring.
10,34,35. the shaft must be firmly supported so you
Numbers there refer to possible answers
M. Inoperative secondary system (Dia- won't bend the shaft in the process. Dis-
in the solution list. As noted earlier, I
phragm-Operated) assemble the carburetor for staking the
also list some non-carburetor causes of a
45, 46, 47, 48. screws. With a divorced or remote choke
problem for a simple reason. Disassembly
N. Engine bucking or emitting black the linkage or bi-metal in the choke pocket
and repair of a carburetor can be quite
exhaust smoke in the intake manifold can rub up against
time consuming. It sure is disappointing
1,23,49,50,51,52. the side, causing binding. Move the choke
to go through the whole thing only to
O. Poor cold driveaway rod up and down to detect this malady.
discover later that the problem is in some
1,2,3,29,30,51. 2. Incorrect choke adjustment. There are
other component or system. My objective
is to get you to the solution as quickly two basic adjustments~the bi-metal index
and simply as possible. and qualifying or pull. More information
on your particular carburetor is in Section 3.

158
3. Overstressed bi-metal. If the choke unit 8. Intake leaks. Look very closely at all at the bottom of the sight-plug hole. Other
is not exerting enough force to close the of the rubber vacuum hoses. There are carburetors require disassembly for float
choke plate when the engine is cold and more and more of them these days. Make adjustment. This is treated in more detail
the ambient temperature is below 60°F sure they are not split, leaking or dis- for specific carburetors in later sections.
(15 .SoC), this could be your problem. A connected. These hoses become hardened The Holley Spec Manual gives fuel-level
new bi-metal is required. Because replace- with age. Cracks are often hidden in bends adjustments for most popular Holley car-
ment bi-metals are not always readily or are on the underside, so do a careful buretors.
available, try resetting the choke in the job of looking. Be sure to check the hoses
13. Leaky fuel-inlet valve. Is the valve
RICH direction. Most automatic-choke to the automatic transmission. Manifold- worn or is foreign material lodged between
housings have an arrow indicating RICH to-head-gasket leaks can be detected by the inlet and seat? New inlet valves and
and LEAN directions. spraying a little fuel all around the inter- seats are included in most repair kits.
4. Fouled or old spark plugs. You can section while the engine is idling. If the Fuel levels are noted in the kit instructions.
easily spot this with an engine analyzer engine speeds up or smooths out, you've Always check the fuel level when changing
but not many of us have this luxury. found the culprit. fuel-inlet valves or floats.
Pull a plug or two and take a look. If you 9. Low battery voltage. Slow cranking 14. Sticking exhaust-manifold heat-control
see a build-up of deposits or burned speed is the giveaway here. valve. Most vehicles built prior to 1969 had
electrodes-change the whole set. Spark to. Fuel volatility. Oil companies change heat-control valves. This valve diverts some
plugs are relatively inexpensive and the the volatility or vapor pressure of their of the exhaust gas through a passage in
benefits of good firing are numerous, fuels so they are highest in mid-winter and the intake manifold to create a "hot spot."
especially for economy. If plugs and wires lowest in mid-summer. This allows quick If the valve is stuck in the closed position
are over a year old, replace the whole set the hot spot will run at excessively high
cold starts with little cranking in January
regardless of how good they look. temperatures, causing vapor formation and
and minimizes the long cranking to get
5. Wrong distributor point gap or dwell. started when the engine is hot in July. boiling in the carburetor fuel bowl and
Detect this with a dwell meter or by Volatility is also varied geographically hard starting and rough idling. If the valve
physical measurement. With the point with higher values in the North and lower is stuck in the open position the hot spot
rubbing block set on one of the cam lobes, ones in the South. An unusually warm day in will not reach high enough temperatures,
the points of most non-electronic distribu- the Winter always brings a rash of hot- causing low and mid-range drivability prob-
tors should be open about 0.017 of an starting problems. Avoid filling up at low lems.
inch. Check with a feeler gage or a No.77 volume stations-especially in the Spring The valve can be freed by using com-
drill. Check the points for pitting or build- and Fall. mercial solvents designed for this purpose.
up. Point changes can be accomplished Penetrating oil can also do the job. WD-40
11. Water in the gasoline. This is not as
on the engine but it is easier and less risky great a problem as it once was, due to the is especially good here. If the valve has
if the distributor is removed. If you remove gasoline additives now being used. Never- been stuck for some time, it may take sev-
the distributor note the position of the theless, always fill your tank completely. eral applications, a little time, and some
rotor and housing and have a timing light friendly persuasion with a hammer to free
This minimizes the opportunity for water
handy to re-time the distributor correctly it.
vapor to condense in the unused volume.
when you re-install it. Also, you have to This also reduces the likelihood of rust 15. Mechanical bowl-vent adjustment. This
make sure to get the distributor drive formation in your fuel tank. For the same bowl vent is on pre-1968 carburetors. It
mechanism fully engaged with the oil reasons avoid purchasing fuel at low- should be slightly open (approximately
pump if it drives the pump. volume stations. It is a good idea to add a 1/16") at idle and engine off and closed
6. Water condensed in the distributor cap. can of water-absorbing fuel-tank cleaner at all other conditions.
This can happen when there are warm like Dry Gas once in a while.
16. Carburetor icing. This occurs with high
humid days and cool nights. Remove t2. Incorrect carburetor fuel level. An relative humidity and temperatures in the
the distributor cap and wipe with a clean excessively high fuel level causes rich die- 30° _50°F (minus 1° to 100C) range. While
dry cloth. Check the cap for cracks or outs on sudden stops due to fuel spillage. the engine is warming up, ice actually forms
carbon tracking while you have it off. There is also a greater tendency toward between the throttle plate and bore. Check
7. Poor compression. This could result fuel percolation (boiling over). the carburetor-air preheat system on 1969
from worn piston rings or leaky intake A low fuel level can cause sags on accel- and later vehicles. On earlier models check
or exhaust valves. A compression or leak- erations because it delays the main system the exhaust-manifold heat-control valve
down test will give a quick answer. Con- start-up. Fuel starvation (leanness) on turns (see 14). A slightly higher idle speed can
sult a service manual for desired compres- and maneuvers can also result from a low help minimize this problem.
sion values. If one or more cylinders has fuel level.
17. Idle-mixture adjustment. Specific
more than 20% lower compression than the Some Holley carburetors have externally
carburetor sections show the location of
others, you've got problems. A leak-down adjustable fuel levels and removable sight the idle-mixture screw or screws for your
tester is better than an ordinary compres- plugs. With the engine idling the lock
particular carburetor. Turn the idle-mixture
sion tester because it can help you find screw should be loosened and the adjust- screw in until the engine speed drops
the leak. ment nut turned until the fuel level is just

159
slightly, then turn the screw back out sible. A leaky diaphragm causes an have an in-line filter between the fuel
about 1/8 of a turn. This is referred to as abnormally rich condition, evidenced pump and carburetor. Don't hesitate to
the lean-best-idle setting. For 2- and by a black, smoky exhaust and extreme change it if you are wondering whether
4-barrel carburetors, do this operation on difficulty in restarting. you should.
one side and repeat it on the opposite 24. Distributor vacuum-advance line dis- 35. Low fuel-pump pressure. A pressure
side. Then go back to the original side and connected or leaky. Hoses become dry and gage can be installed between the fuel
repeat the process one more time just to crack with age. Connections should be pump and carburetor. Typical idle pres-
be safe. On 1968 and later vehicles, the snug because small leaks have great effects. sures are 3.5 to 6 psi. A pressure below
idle-adjustment range is limited for ex- 2.5 psi at top speed is a sure danger signal.
haust-emission purposes. 25. Incorrect basic distributor setting.
1970 and later vehicles have the recom- Do not plumb fuel lines to a pressure gage
18. Clogged air bleeds or passages. This mended setting listed on a tag somewhere inside of your car! Mount a fuel-pressure
usually requires a carburetor tear down under the hood. For earlier models, see gage on the cowl outside of the windshield.
just to determine if it really is the prob- the service manual. 36. Throttle plates not reaching wide-
lem. Try swabbing and squirting the expos- open position. All carburetors have a wide-
ed bleeds with a little Gum-Out or other 26. Wrong size main jets. This commonly
occurs with racers or enthusiasts and with open stop on the throttle lever. Have some-
carburetor solvent or isopropyl alcohol. one depress the throttle pedal to the floor
This may free things up and save a lot of used carburetors that have passed from
hand to hand. Main-jet sizes for most while you check to see if the throttle lever
work. reaches the wide-open stop. If it does not,
popular Holley carburetors are listed in
19. Idle-speed adjustment. Specific carbu- the Holley Spec Manual. a readjustment of the throttle linkage or
retor sections show the location of the idle- cable is necessary. Another good idea is
speed adjustment screw. 1970 and later 27. Accelerator-pump failure. Remove the to hold the throttle lever against the stop
vehicles have the recommended idle speed air cleaner and observe the pump nozzles
while looking down to see whether the
printed on a tag somewhere in the engine while opening the throttle. A good steady throttle plates are actually in a vertical
compartment. For earlier vehicles try stream of fuel should shoot out of these position.
about 600 RPM for manual transmissions nozzles as you open the throttle. Make
sure you installed the fuel-bowl gasket 37. Throttle plates not seated in the bores.
and 550 RPM in DRIVE for automatics. This requires removing the throttle body
When setting idle in DRIVE make sure so the pump passages are not blocked.
and reseating the plates. This is a rather
the parking brake is on with the wheels 28. Clogged idle-transfer slots or holes.
ticklish operation on most carburetors
blocked. Do not "flick" the throttle This requires a carburetor teardown to
because throttle-plate screws are staked
or you could have an out-of-control vehicle. find and remedy.
to prevent loosening. Caution must be
20. Restricted or dirty air cleaner. Place a 29. Wrong· accelerator-pump adjustment. taken to prevent twisting off the screw
100-watt bulb inside the cleaner element Specific carburetor sections explain the ad- heads. Remove the upset or staked material
and look at the outside of the element. justments for your particular carburetor. with a small file and remove the screws
You can see the dirt pattern. Most times Repair kit instructions and the Holley Spec with great care. Back off the idle-speed
the element can be cleaned with pres- Manual give the correct settings. screw, reset the plates in the bores and
surized air. If it loo)<s hopeless, buy a new 30. Carburetor too large for the applica- retighten the screws. Support the opposite
element. tion. This problem occurs usually with side of the shaft and restake with a small
21. Old and/or cracked spark-plug wires. the enthusiast. The chapter starting on prick punch. Important: These screws
With the engine idling on a dark night, page 91 deals with this subject. must be restaked to avoid screws and/or
open the hood and observe the spark- plates entering the engine to cause serious
31. Clogged main jets. This requires inter-
plug wires. If sparks jump around from one nal carburetor inspection. It seldom damage.
wire to another, it is time for a new set. happens. 38. Dashpot binding or maladjusted. The
Sometimes the center of carbon-core dashpot is intended to slow the throttle
32. Hot inlet air system inoperative. This
(TVR) wires can separate. This even system preheats the inlet air by routing it return. If the idle-speed screw never returns
happens with new TVR wires. Ignition past the exhaust manifold. It is common to the stop, the dashpot is binding or mal-
wires must be removed from the plugs on 1969 and later vehicles. adjusted. Normally, the dashpot should
by tugging on the connectors-never by have approximately 3/32 additional
pulling the cables. 33. Clogged PCV valve. This valve is travel beyond closed throttle. Readjustment
usually installed in a grommet or cap in can be made by turning the dashpot after
22. Leaky intake or exhaust valves. A the valve cover. Inspection is quick and
compression or leak-down test will usually the locknut has been loosened. Be sure to
easy. Most can be cleaned with a little tighten the locknut after the readjustment.
detect this problem; the exception being kerosene or solvent. You'll know it's
a hanging or sticking valve that acts up 39. Vehicle linkage binding. Separate the
clean when you can blow through it in one
sporadically. vehicle throttle linkage from the carbu-
direction (toward the carburetor) but not
retor as an aid to isolating the problem.
23. Power valve stuck. A piston-type valve the other. Be sure to install it correctly.
Look for sticking or binding along the
can stick open or closed. Diaphragm-type 34. Clogged fuel-inlet fIlter or screen. In linkage. A little lubrication may solve the
valves seldom stick, but leaking is pos- some cases this can be inspected without
removing the carburetor. Some vehicles
160
problem. Cable-operated linkages some- 47~ Binding secondary-throttle shaft. This
times require minor rerouting of the cable shaft must be extremely free to rotate to
to avoid binding. function properly. Over-torqued carburetor
40. Anti-dieseling solenoid incorrectly hold-down nuts or capscrews or the use of
adjusted. This solenoid acts as the idle a thick soft gasket may result in throttle
stop while the engine is running and is body warping and hence throttle binding.
wIthdrawn when the ignition is turned off Another, less-common, cause may be loose
so the plates can close further in the bore or shifted throttle plates.
to prevent after-run or dieseling. Make 48. Secondary operating vacuum hose
sure the solenoid moves back and forth as leaky or disconnected. This applies only
the ignition is turned on and off. Idle to 3 x 2 (three-carburetor) applications.
speeds should be set with the solenoid 49. Flooding. This is the condition when
activated (holding throttle slightly away fuel continues to enter the carburetor even
from closed position). though the float has raised so it should
41. Fast-idle cam bound or stuck. Squirt- close the inlet valve. Fuel spills out of
ing a little solvent on and around the cam the carburetor into the intake manifold.
and its associated linkage may correct The most common causes are leaky or
this . A better solution is to remove and worn fuel-inlet valves or foreign mate- A very valuable book if you work on
clean if time allows. rial holding the valve off the seat. Holley Carburetors. It contains typical
Foreign material is often rust or dirt exploded views for most Holley Carbu-
42. Overstressed throttle-linkage return
from the vehicle or gasoline station fuel retors. The book is updated yearly and
spring. Check the spring from the carbu-
tank. Flooding can also be caused by a is available from Holley. Your dealer
retor throttle lever to some mounting point
faulty float. Sometimes brass floats devel- probably has one you can refer to.
on the engine. Separation of the coils
op a leak and lose buoyancy. This hardly
usually indicates an overstressed condition
ever happens with a closed-cellular float.
and a need to replace the spring.
50. Broken power valve diaphragm. Re-
43. Bound or bent throttle shaft. Separate
move the power valve and inspect. Exces-
the throttle-actuating linkage from the
sive backfiring can be the cause.
carburetor throttle lever and check for
binding or sticking. If deposits and dirt are 51. Slow choke come-off. This can be
the problem, squirting a little solvent on caused by a choke maladjustment, but a
the shaft may work. If the shaft is bent more common cause with hot air type
it will probably have to be replaced. Bind- chokes is clogging or rupturing of the tube
ing is sometimes caused by over-torquing bringing hot air from the stove in the
the carburetor attachment nuts, warping exhaust manifold or crossover to the choke
the throttle body. This can prevent dia- unit. If hot air does not get to the choke
phragm-operated secondary throttles from bi-metal, the choke will open late or You also need a new Holley Perfor-
ever opening. remain in a partially-closed position. When mance Parts Catalog every year to
the engine is completely warmed up, the stay current with the latest offerings.
44. Worn throttle-shaft bearings. Separate
integral-choke unit should be quite hot to
the vehicle throttle linkage from the car-
the touch.
buretor and wiggle the throttle shaft up
and down . If movement is noticeable, 52. Wrong metering block gasket used
the shaft bearings are worn and the throt- with carburetor not having accelerator-
tle body should be replaced. pump transfer tube.
45. Failed secondary operating diaphragm. 53. Model 1920 carburetors. Engines
Remove the cover and inspect the dia- using the crankcase for fuel-vapor
phragm. Replace the diaphragm if it is torn storage must be used with a PCY valve
or broken . Diaphragms are available as a in good condition. Because the fuel
service item and the part number can be bowl is vented to the crankcase, high-
obtained from the Holley Carburetor mileage engines can produce sufficient
Catalog or the Holley Spec Manual. blow by to pressurize the bowl. This
can cause a rich mixture with conse-
46. Plugged secondary vacuum-signal port.
quent deterioration of economy and
This can be repaired by cleaning but re-
stalling during idle.
quires disassembly of the carburetor.

161
PREPARATION FOR CARBURETOR dissolving deposits use lacquer thinner,
REPAIR toluol, MEK, Gum-Out, Chem-Tool, etc.
These must be used in a well-ventilated
Once you've analyzed the problem and area away from fire or pilot lights-such
have, decided it lies with the carburetor , as on a gas range, water heater or furnace.
you ve set yourself up for another decision. Use with a brush on large surfaces to dis-
Here are your options: solve deposits. Use a common ear syringe
1. Take the carburetor apart, make the to shoot the solution through passages.
critical repair and put it back together. Wear safety glasses and keep your hands
2. Make an economy carburetor repair. out of any dissolving-type chemicals. One
3. Perform a complete carburetor dis- way or another you can do a good job
assembly and repair. without exotic equipment.
Passages and orifices should be blown
If you've done a little carburetor work
out with compressed air. If compressed
and you're fairly sure where the problem
air is not available, you can always use a
lies and time is important, option 1 is
bicycle or tire pump to do the job. Never
probably the best approach. You might be
use a wire or drill to clean orifices and
able to perform this operation without
restrictions because the slightest mark can
removing the carburetor but it isn't really
change flow characteristics.
Staked choke-plate-retaining scre~ (a ; rowl. the best idea. Bending over the fender can
For options 2 and 3, you should obtain
Screws are staked to prevent loosening be difficult and parts are easily lost. If
the right Pep Kit listed in the Parts and
and falling into the engine. Staking must time allows, remove the carburetor. For
Spec Manual or in the Holley Carburetor
be removed before taking screws out. this option you need a gasket kit at the
Catalog which is also available at the
Restake with a small punch and hammer very minimum. Gasket kit numbers are
previously-mentioned address for about
on reassembly. Support the shaft while listed in the Holley Illustrated Parts and
one dollar. Holley repair kits (pep Kits)
staking to prevent bending the shaft. Spec Manual. Your dealer probably has
contain the same components as used in
one. These manuals contain a wealth of
the original-equipment carburetor. Not
information about specific Holley carbu-
many other repair-kit manufacturers can
retors and can be obtained by writing:
make this claim.
Aftermarket Sales
The Pep Kit contains all gaskets includ-
Holley Carburetor Division
ing the one that goes between the car-
11955 E. Nine Mile Road
buretor and intake manifold. Also included
Warren, Michigan 48090
are fuel-inlet valves, power valves, accelera-
Cost was $3.00 as this book went to
tor-pump diaphragms or cups and a service
press.
instruction sheet giving adjustment specifi-
I t is very seldom necessary to do option
cations and procedures.
3, disassembling the carburetor and soaking
Parts will probably be left over from
Staked throttle-plate screws. Staking pre- it in a special cleaner as most manuals and
your kit when you've finished. Don't
vents accidental loosening of the screws printed instructions direct you to do. First
panic! The kits were designed to service
which could cause severe engine damage. of all, it is very time consuming. Most
more than one application in most cases.
If you remove the screws, they must be sub-assemblies must be taken apart. Non-
This "consolidation" reduces the number
restaked upon replacement. The shaft metal components cannot be exposed to
of kits the dealer has to stock. It is actually
must be supported while staking to pre- the cleaner. Commercial carburetor
more economical to include a few extra
vent bending the shaft. cleaners are expensive, so unless you plan
parts so each kit will service several differ-
to do several carburetors or are in the busi-
ent carburetors.
ness of carburetor rebuilding, this procedure
Some special tools are pictured on page
is terribly expensive.
96. These are fine if you plan on work-
I feel option 2-the economy carburet-
ing on a lot of carburetors or going into the
or-repair method-represents the best
repair business. Common tools are usually
compromise of cost, time consumption,
good enough for carburetor disassembly
and satisfactory results. Cleaners such as
and repair. You will need standard and
kerosene, Stoddard solvent and mild paint
Phillips screwdrivers, regular and needle-
thinners allow you to clean up delicate
nose pliers and the usual set of open-end
plastic and synthetic parts with metal
wrenches. A sharp scraping tool is a good
parts, making complete disassembly un-
thing to have around for removing deposits
necessary. A small open can, a brush, a
as well as old gaskets from the intake
small scraping tool and some elbow grease
manifold. Be very careful with carburetor
let you do a fine job of washing. For
sealing surfaces. Zinc and aluminum are

162
easily scratched. A special I-inch open-end
wrench (MAC S-141) is required to remove

~
the fuel-inlet fitting, but you can sometimes
make do with a standard open-end wrench.
..
Corbin-clamp pliers and tubing wrenches
are good to have for carburetor removal
and installation . Tubing wrenches are a Holl~J~
necessity if you are working with soft PEPTVNE-UP KIT
fuel-line nuts.
Follow the instructions beginning on Hallol
page 93 for removing and installing RI!CA"TUf;:1! YOUR CAfit'S O"'O'NAL
~oweR·eCONOMv.~eRFORMANce
the carburetor. I can't overstress the im-
portance of tagging and identifying each -~"
_O!<.J_i~~
vacuum hose with a piece of tape or ship-
ping tag. Take a few minutes to make a Holley PEP repair kits contain original Two types of bowl vents. One on left used
schematic diagram showing all of the hook- parts. Many other kits do not and the parts on pre-1968 vehicles vented directly to
ups. This will save a lot of grief, especially may not perform to the desired specifica- the atmosphere. Vent on the right used
on some later vehicles with complicated tions. since the advent of evaporative-emission
emission-control systems. standards connects the bowl to a charcoal
A holding fixture should be used to canister. It is open during idle and engine
prevent damage to the throttle plates off.
while working on the carburetor. Many of
these stands or fixtures are available ,
but 5/16 bolts and nuts work just fine
on any carburetor with four mounting
holes . A second nut can be used on each
bolt to lock the throttle body onto the
bolts preventing wobble. Holley's plastic
carburetor legs are easiest to use because
you just shove them into the holes of the
carburetor base.
Now you're ready for the job. Specific
carburetor sections include disassembly, Idle-speed screw and anti-dieseling or after- .
repair and assembly procedure for most run solenoid. Idle speed should be set to
popular Holley carburetors. In most cases , recommended value with solenoid acti-
I have discussed the complete disassembly vated.
even though you may be using the
economy method . It would be impossible
to include every variation of every model
carburetor Holley ever made. I picked
typical carburetors, but yours may be a
little different. I expect you to do a little
thinking on your own.

Contents of a typical 4-barrel PEP kit . Be


sure to read the instr.uction sheet. It con-
tains a lot of tips and most of the adjust-
ment specifications you'll need.

163
It's a good idea to place the carburetor on
a fixture while disassembling to protect
the throttle plates. Many good ones are
available, but these four 5/16 bolts and
eight nuts were purchased for well under
a dollar and work just great. We learned
this one from Doug Roe.

Mass confusion! An excellent example why you should identify all hoses and connections.
Make yourself a little sketch for reassembly. Don't rely on memory because it is sure to
get you in trouble when you try to reconnect all these hoses.

These are the ordinary kinds of tools you will need for working on carburetors . In
addition, tubing wrenches, Corbin -clamp pliers and a special fuel -inlet open-end wrench
as shown on page 96 should also be considered as essentials. This same page shows
other tools you will find useful as you work on Holley Carburetors.
Holley's own plastic carburetor legs snap
into throttle·base holes so you can over-
haul or adjust a carburetor without dan-
ger of throttle-plate damage.

164
Models 4150/4160,
4165/4175,2300
Repair & Adjustment

2/Remove the four secondary fuel-bowl


screws. Remove fuel bowl and gasket and
the metering block and its gasket. Separat-
ing these assemblies may require a rap from
your screwdriver handle or a rubber or
4/Now repeat the procedure on the pri-
plastic mallet. List 3310-2 carburetors are
mary side. With a Model 2300, two-barrel,
Model 4160 with a metering plate instead
this is where you begin. Use plenty of tor-
of a metering block. These also tend to
que when replacing the bowl screws. 50 in.
stick after the clutch-head screws are
lb. if you're fortunate enough to have a
removed. Again, a rap should tend to
The Model 4150 family of carburetors, torque wrench with a screwdriver-blade
loosen it. The one I used here has dual attachment.
includes Models 4160, 4165, 4175, and inlets (Model 4150 style) and no fuel-
2300. Because these carburetor models delivery tube between the bowls.
are similar in construction they are
discussed in one set of disassembly,
repair and adjustment procedures.

For demonstration purposes I used the


popular Model 4150 List 3310-'1 because
it incorporates more sub-assemblies than
most carburetors. If you can make it
through this one, you won't have any
problem with any other carburetor in this
family. Exceptions are pointed out.

3/Here is a single-inlet carburetor with the


balance tube between the bowls. Note the
O-ring (arrow). Don't worry about preserv-
ing the O-ring if you are rebuilding-new
ones are in the repair kit. Just slide the
1/Before beginning disassembly, mount the fuel bowls off of the tube. When reassembl-
carburetor on a holding fixture or a set of ing these, use petroleum jelly or oil on the
5/16 bolts, or onto Holley Carburetor used or new O-rings. Twist tube slightly
Legs. It's a good idea to loosen the fuel- to ease entry of O-ring into each bowl 5/Next remove the choke unit. With inte-
inlet fitting now and also the fuel-bowl assembly. Observe carefully to make sure gral chokes, the first thing to do is to
sight plugs and needle and seat lock screws no part of the O-ring gets pinched over remove the little hairpin retainer from the
because it is easier to do while the carbu- the bead of the tube. Fuel under pressure bottom of the rod connecting the choke-
retor is completely assembled. I prefer to is contained in this tube, so be sure you control-unit through the main body cast-
loosen these parts while the carburetor is don't make any mistakes or you could ing-up to the choke lever. I\leedle-nose
still securely bolted to the manifold. end up with a leak. pliers are best for this.

165
6/Before going further, note where the 8/The metal choke housing can be removed
little mark on the black bi-metal housing is from the main body by the removal of
relative to the marks on the top of the three attachment screws.
choke casting. The little strut in the middle Q
of these marks on the casting is called
the index mark. Choke adjustments are 10/Remove clip from shaft (arrow) and
designated relative to this mark. Draw a take out 3 screws mounting diaphragm
picture so you can reassemble the choke housing to main body. Remove dia·
in the same position. Choke settings are phragm housing.
called out in marks rich or lean from the
index. Consult the Holley Spec Manual if
you've lost or forgotten the setting.

9/For those carburetors with a divorced


or remote choke, remove the two screws
holding the choke diaphragm, the retainer
holding the fast·idle cam and lever and
the choke rod retainer if there is one. Dis-
connect vacuum hose at the throttle body
7/Remove the three screws holding the bi- and remove all of the choke parts. This 11/Take out the 8 screws attaching throt-
metal housing retainer and remove retainer, photo shows the choke lever and dia- tle body to main body. These are often
gasket and bi·metal housing. Do not reo phragm from a typical divorced or tough to turn. An impact driver is espe·
move the bi-metal from the housing. remote-choke application. cially helpful here.

166
You now have the carburetor broken down
to the major sub-assemblies and you can
begin their disassembly.

FUEL BOWLS

14/Fuel bowl with side-mounted float.


Remove baffle (arrow) surrounding inlet
valve and then retainer from float hinge
pin. Float assembly can then be removed.
Non-adjustable inlet valves must be
removed from the inside with an open-
end wrench . Take out the fuel -inlet fit-
12/Center-pivot-float fuel bowls hinge the ting you previously loosened . Remove it
primary floats at the front and secondary with the integral filter and spring (see
floats at the back. This type bowl can picture below). Remove sight plugs if
have either single or dual inlets. When they are used . You now have the fuel
both sides of the bowl casting are tapped, bowl and bowls completely taken apart.
one side is closed with a plug and the This fuel bowl has an externally-adjust-
other side has an inlet fitting. able needle/seat.

16/17 /Pri mary bowls (and secondary


bowls on double-pumpers) contain
accelerator-pump assemblies . Remove
o four attachment screws and lift pump
diaphragm and housing from the bowl.
Some have a hanging-ball inlet. Clear-
... - ance between ball and retainer (arrow)

. ~-
,~
"1 \
should be 0.011-0.013 inch with bowl
inverted. Others have a rubber-umbrella
inlet valve (top photo). If you plan to
immerse the fuel bowl in a cleaner, the
rubber valve must be removed.

13/0n bowls with front-mounted floats, 15/Disassembled side-mounted-float fuel


first remove the inlet needle-and-seat bowl. This one has a non-adjustable inlet
assembly . Loosen the lock screw and turn valve.
the hex nut counterclockwise. The hex
nut slips over the needle-and-seat assembly.
Loosen the lock screw and turn the hex
nut counterclockwise. The hex nut slips
over the needle-and-seat assembly. Now
remove the two screws holding the float-
mounting bracket and remove the bracket
and float from the fuel bowl.

167
METERING BLOCKS CHOKE ASSEMBLY

o o 19/20/Take a good look at this assembly


before taking it apart. Note the fast-idle
cam and choke lever relationship. Remove
the choke shaft nut, lock washer and
spacer and then slide the shaft and fast
idle cam from the housing. Next remove
the choke qualifying piston. Make sure it
18/Remove main metering jets with a wide- operates freely in its bore_ Remove the
blade screwdriver. The screwdriver must cork gasket that surrounds the restriction
cover both sides of the slot or you will on the back side of the choke housing
damage the jets. Primary and secondary (arrow) . Use a new gasket on reassembly.
jets are often different sizes. Small jets go
in the primary side if the carburetor has
smaller primary venturis. On rare occasions
jets will differ from side to side in the same
metering block. Always check the jet sizes
and locations and write this down before
you take the jets out. Remove bowl -vent
splash shield and any vacuum fittings
if used. DO NOT REMOVE ANY PRESS-
ED-IN VACUUM TUBES. Take out idle-
mixture screws and seals. Remove power
valves with a 1-inch wrench. A socket
wrench is preferred, but you can do it
with an open end if you proceed carefully.
The wrench for large fuel-inlet fittings
works fine here.

It is not usually necessary to disassemble


metering blocks any further. Although
there are tubes inside the main and idle
wells, these can usually be cleaned with
compressed air. The small metering plate SECONDARY DIAPHRAGM ASSEMBLY
from the secondary side of a Model 4160
requires no further disassembly.

Metering blocks with an O-ringed tube


connecting them to the main body should
have this tube removed before proceeding
further.

Use new gaskets on reassembly. If you


have to use the existing gaskets, keep them 21/Remove four attachment screws. A
soaking in gasoline or solvent so they will rap will separate the upper and lower
not shrink and/or lose their shape. When housings. The spr.ing and diaphragm can
you reassemble the carburetor, install the now be removed. My pencil is pointing to
mixture screws 1-1/2 turns off their a cork gasket that should be removed. Use
seats as a starting point. a new gasket on reassembly.

168
throttle levers. File off staked ends of the
throttle-plate attachment screws, remove
screws and throttle plates. Slide the shafts
out of the flange . Take out the Teflon
bushings (typical on secondary side of
carburetors with diaphragm-operated
secondaries) .

24/ln reassembling-the carburetor, simply


22/lf you plan to immerse the main body in a carburetor cleaner, remove the choke follow the disassembly instructions in
plate and shaft to remove the little plastic guide. If you use the economy repair method, reverse order. Pictures and exploded
choke-shaft removal is seldom necessary and I don't recommend it. If you plan to re- views in this book should be very helpful.
move the choke plate and shaft, first file the stake portion of the choke screws. Then There are a few things to look for. When
take out the screws and lift the choke plate out of the shaft. The choke shaft can now assembling the fuel-supply tube, use a
be removed from the main body allowing the removal of the choke rod and guide. little Vaseline on the O-rings so they'll
Remember, the choke-plate screws must be restaked upon reassembly . This requires slip in a little easier. When assembled pro-
supporting the shaft so it will not be bent. Remove the pump-discharge-nozzle screw, perly, you should be able to rotate the
the nozzle and gasket. Turn the body over to remove the pump-discharge valve. Double tube with your fingers. Be sure to do a
pumpers have two pump-discharge assemblies. Model 4165 does not have a pump- good job of restaking the choke and throt-
discharge valve at this location. tle-attachment screws. If one of these
screws comes loose and goes into the
engine, it could be very expensive. Other
CLEAI\IING & ASSEMBLY THROTTLE BODY
than the very small choke and throttle
screws, don't be afraid to torque the
Now your carburetor is completely dis-
assembly screws down, especially the
assembled and ready for cleaning. Remem-
throttle-body and fuel-bowl screws.
ber if you've chosen the complete car-
Once you've gotten them all in, it's a good
buretor repair method , only the metal
idea to go around again and give them a
parts should be immersed in the special
little extra.
cleaner. All non-metal parts including the
choke bi-metal and housing, Teflon bush-
ings and the plastic accelerator-pump cams
should be cleaned with a milder cleaner
such as kerosene . Once all cleaning is done,
inspect the parts for undue wear to deter-
mine if they should be replaced. If you've
23/1t is seldom necessary to disassemble
purchased the Pep Kit, all gaskets, pump
the throttle body and immerse all of the
diaphragms, secondary diaphragms (in
parts. First of all, only a few metering
some cases), fuel-inlet valves and power
restrictions and small passages are in the
valves are included.
th rottle body. Secondly, the th rottl e-
plate-attachment screws must be removed
and restaked upon assembly. This all adds
up to quite a task and if it isn't necessary,
why do it? Cleaning with a brush and a
milder solvent is usually more than ade-
quate. If you insist on a complete dis-
assembly, your work is going to include: Be sure the secondary diaphragm is sealed
Remove the idle-speed screw and spring, all the way around when you attach the
remove the diaphragm-operating lever from cover to the lower housing. Unload the
the secondary throttle shaft and the fast- diaphragm spring by pushing up on the
idle lever from the primary shaft, remove rod. This will cause the diaphragm to lay
the cotter key and the connecting link flatter and make it easier to get the
between the primary and secondary screws and cover installed.

169
On the Model 4165, the short bowl screws 25/Some bi-metals have a hooked end
go on top. while others have a loop as shown. Make
sure you capture the tang with the end of
the bi-metal. Rotate the bi-metal housing
Make sure the bi-metal loop goes over back and forth before tightening the re-
the choke-lever tang when installing tainer. The choke plate should move as
the bi-metal housing. you do so.

Don't forget to replace all of the gaskets.


Some of the little ones are easy to over-
look.

26/The primary metering block can be distinguished from the secondary because it 27/Externally-adjustable fuel-bowl float
contains the idle-mixture screws and may also contain one or more tubes. Metering- levels can be set on the vehicle. Remove
block gaskets are properly installed when they line up with the little dowels on the the sight plug. Loosen the lock screw at
metering block. the top of the assembly and turn the ad-
justing nut until the fuel level is at the
bottom of the sight-plug hole. Flush the
bowl a few times by accelerating the engine
with the transmission in neutral to confirm
your setting. Tighten the lock screw while
holding the adjustment nut and replace
the sight plug. This operation is difficult
to do accurately on a rough-idling vehicle.

ADJUSTMENTS

A number of adjustments need to be made


as you reassemble the carburetor. Adjust-
28/Dry float setting is usually measured between the bowl casting and the end of the float ment procedures are shown in the accom-
with the bowl inverted. Holley Pep Kits give the correct spec and gage in some cases. The panying photographs. Specific dimensions
Holley Spec Manual is another good source. Adjust the float by bending the tab as shown, are in the instruction sheet supplied with
being careful not to mar the contact surface. repair kit and in the Holley Spec Manual.

170
29/Choke-qualify adjustment. Specifica- 30/Dechoke spec is measured between 31/Emission-type vent valve connects to
tion is clearance between the choke plate choke plate and housing with the throt- charcoal cannister. Clearance should be
and the casting on either the top or bottom tle in the wide-open position. Adjust by 0.015 inch as shown with the throttle at
edge as noted. Repair kit or Holley Spec bending the end of the choke rod as normal or curb idle. Adjust by bending
Manual gives this dimension. Hold choke indicated by screwdriver. lever.
plate closed and measure the clearance
with the diaphragm operated by hand or
with a vacuum source. A vacuum source
is best-your engine is an excellent one.
Adjust by bending the diaphragm link on
divorced-choke carbu retors.

~ :.:~ . f1 : ~: .., - ~~

"'"""":-~I :- - .. ::-- ;: .' ~~~.~."';


32/0Id-style external lient clearance called
out in Holley Spec Manual and repair
kit is usually around 3/32 inch. Adjust by
bending lever.

. ,., .
33/Pump lever should always be capable of at least 0.015 to 0.020-inch additional travel
beyond the screw when the throttle is in the wide-open position. Screw and lever should
also be in contact at idle. Use screw to accomplish both. This pump cam is in position 2
{arrow!' To reduce capacity and change delivery somewhat, remove screw, move cam
and insert in hole 1 and screw into alternate hole in cam. With a green cam, added pump-
lever travel should be 0.010 inch.

171
34/Normal or curb idle is set as shown. 35/Secondary idle-speed adjustment.
You'll want to set it to correct engine About 1/2 to 1 turn away from having the
R PM later, but about 1-1/2 tu rns from hav- plates seated in the bore is a good approxi-
ing the plates seated in the bores is a good mation .
rough setting.

36/Fast-idle adjustment is made with the


fast-idle screw on the highest step of the
WARNING! Model 2300 throttle bores fast-idle cam. Clearance between the pri-
ARE NOT CENTERED. They are offset mary throttle plate and the throttle bore 37/Dashpot setting refers to the additional
toward the rear of the carburetor base. should be about 0.025 inch , measured travel the dash pot has when the throttle
If you are careless when installing the as shown. is in the curb-idle position . Consult the
gasket, it can prevent correct throttle Holley Spec Manual for the exact setting.
operation. The engine may start and run, 0.090-0.120 inch is common . Adjust by
but the throttles may snag in the gasket loosening the locknut and turning the
and not close. complete dash pot assembly.

172
Model 2300 Exploded View
for 3 x 2-barrel setup
Holley Typical View 37-1
~ !JJz&J.
~ ... .

~. .....
'_,

'... . .
,
~
:
i

Center carburetor
with accelerator pump
and choke

,
NOTE-General view is useful for visual-
izing relationship of various parts in the
Front/rear carburetor carburetor. Specific details will vary with
with vacuum-actuated Part Numbers because each carburetor
throttles is made to fit a particular application.

I
173
Model 2300 Exploded View Identification

AVOID LEAD POISONING! Tetraethyl 1 Choke plate 58 Main metering body & plugs assy.
lead (Ethyl compound) collects in minute 2 Choke shaft assembly 59 Pump diaphragm assembly
3 Fast idle pick-up lever 60 Float spring retainer
amounts on all used carburetor parts. DO
4 Choke hsg. shaft & lev. assy. 61 Air vent retainer
NOT TEST ANY PORTION OF A CAR- Fast idle cam lever
5 62 Fast idle cam lev. scr. spring
BURETOR BY PLACING YOUR MOUTH 6 Choke thermo lev., link & piston 63 Throttle stop screw spring
AGAINST IT! Continued testing of such 7 Choke plate screw 64 Pump diaphragm return spring
components in this manner could result 8 Therm. hsg. clamp screw 65 Fast idle cam lev. spring
9 Throttle stop screw 66 Pump oper. lev. adj. spring
in serious lead poisoning. Carburetor
10 Air vent rod clamp scr. & LW 67 Pump inlet check ball retainer
passages can be tested by using air or 11 Fuel bowl to main body screw 68 Air vent rod spri ng
smoke directed through a piece of tubing 12 Throt. body scr. & LW 69 F loat spri ng
(windshield washer or similar). 13 Choke hsg. scr. & LW 70 Choke thermostat shaft nut
14 Dashpot brkt. scr. & LW 71 Dashpot screw nut
15 Fast idle cam lever screw 72 Fuel valve seat adj. nut
16 Fast idle cam lev. & throt. lev. screw 73 Choke thermo lever spacer
& LW 74 Fast idle cam assembly
17 Pump oper. lev. adj. screw 75 Pump cam
18 Pump discharge nozzle screw 76 Choke rod
19 Throttle plate screw 77 Air vent rod
20 Fuel pump cov. assy. scr. & LW 78 Choke thermo shaft nut LW
21 Pump cam lock scr. & LW 79 Thermostat housing assembly
22 Fuel valve seat lock screw 80 Choke rod retainer
23 Fuel level check plug 81 Thermostat housing clamp
24 Fuel level check plug gasket 82 Dash pot brac ket
25 Fuel inlet fitting gasket 83 Air vent rod clamp
26 Fuel bowl screw gasket 84 Filter screen assembly
27 Choke housing gasket 85 Dashpot assembly
28 Power valve body gasket 86 Baffle plate
29 Throttle body gasket 87 Pump operating lever
30 Choke thermo housing gasket 88 Pump operating lev. retainer
31 Flange gasket 89 Adapter mounting & diaphragm cover
32 Fuel valve seat adj. nut gskt. assy. screw
33 Fuel valve seat lock scr. gaskt. 90 Throt. diaphragm hsg. scr.
34 Fuel bowl gasket 91 Adapter passage screw
35 Metering body gasket 92 Choke bracket screw
36 Pump discharge nozzle gasket 93 Air adapter hole plug
37 Throttle plate 94 Th rot. diaph ragm hsg. gasket
38 Throt. body & shaft assy. 95 Throttle lever
39 Idle adjusting needle 96 Throttle shaft bearing
40 Float & hinge assy. 97 Throttle shaft brg. (center)
41 Fuel inlet valve & seat assy. 98 Throttle connector pin bushing
42 Pump oper. lev. adj. scr. fitting 99 Diaphragm check ball
43 Fuel inlet fitting 100 Throttle connector pin
44 Pump discharge nozzle 101 Diaphragm housing cover
45 Main jet 102 Air vent cap
46 Air vent valve 103 Diaphragm housing assembly
47 Pump discharge needle valve or check 104 Diaphragm link retainer
ball weight 105 Air vent rod spg. retainer
48 Power valve assembly 106 Diaphragm spring
49 Fuel valve seat "0" ring seal or gasket 107 Throttle link connector pin nut
Some pieces not sold as separate parts - In 50 Idle needle seal 108 Throttle connector bar
the exploded views provided throughout 51 Choke rod seal 109 Choke brkt. scr. lock washer
52 Choke cold air tube grommet 110 Throt. link connector pin washer
this chapter you will see a diamond symbol
53 Pump inlet check ball 111 Throt. connector pin washer
or the letters uN .S:' I n either case, th is
54 Pump discharge check ball 112 Throttle connector pin spacer
means that the part referenced is not sold 113 Throt. connector pin retainer
55 Choke hsg. & plugs assy.
as a separate part. If you need one of 56 Fuel pump cover assy. 114 Choke control lever bracket
those pieces - it's new-carburetor time! 57 Fuel bowl & plugs assy. 115 Metering body vent baffle
116 Throt. diaphragm adapter
117 Diaphragm housing
118 I die adj. needle spring

174
Model 2300 EXPlOde: View
. I View 3-
Holley TYPlca
89--,

13

n-i
-33-@
n-@
32-@

"k.
41- -~~

"~"­
'd
-49-..-

!l-~~
61-- I
11
I
50 39 96
57
~\
t~65 118- 39

t~
d) iZf C])
~,6'; j~.~
1116 5 9--jY 110
<>, _ 97 38 63--, /
23 24 (§Z I~~ @

'~~f}l)// 31 ~95
~ ((eJ/~16
I

. V' 0-'-53
~67
I

~il
~~ : 100
I

'v 'PI
1}(10J

G ~ f / ~~75
~ 26 : 37 , ' J ) 'II 112 112F
19 17. 111 113 108 98 17
1----68 . "e

~:=1 ,,~V.c-"
I
/,
: (itl....--l05
I
I 42 / 88

~
12

56

NOT E - Genera I vie "w .IS use fu I for visual· Model 2300's are liter·
"us parts in the Half a 4150/60 - 4150/60 carbu.
izing relations I~. details will vary Wit
h" of varlo . h Ily the front half of a tems are as des.
r bu retor. Speci IC a the sys
h ca rbu retor retor. Therefore'del 4150/60 in the
ca b ause eac
Part Numbers ec "ular application. crl"bed for the .Mo
n
.IS rna de to fit a partlc following sectlo .

175
Model 4150/4160 (also 3150/3160) Exploded View Identification

1 Choke plate 61 Flange gasket 128 Choke control lever nut


2 Choke shaft assembly 62 Throttle plate - primary 129 Back-up plate stud nut
3 Fast idle pick-up lever 63 Throttle plate - secondary 130 Throttle lever ball nut
4 Choke housing shaft & lever assy. 64 Throt. body & shaft assembly 131 Dashpot nut
5 Cho ke control I ever 65 Fuel line tube
132 Fuel valve seat adj. nut
6 Fast idle cam lever 66 Balance tube
133 Choke thermostat lever spacer
7 Choke lever & swivel assy. 67 I die adjusting needle
134 Pump check ball weight
8 Choke thermo lev., link & piston 68 Float & hinge assy. - primary
69 Float & hinge assy. - secondary
135 Pump cam
assembly
71 Float lever shaft 136 Fast idle cam assembly
9 Choke rod lev. & bush. assy.
10 Choke plate screw 72 Fuel inlet valve & seat assy. 137 Fast idle cam & shaft assembly
11 Therm. housing clamp screw 73 Pump lever adjusting screw fitting 138 Choke rod
12 Throttle stop screw 74 Fuel inlet fitting 139 Throttle connecting rod
13 Choke lever assembly swivel screw 75 Fuel transfer tube fitting assy. 140 Air vent push rod
14 Choke diaph. assy., brkt. scr. & 76 Fuel inlet tube & fitting assy. 141 Throttle lev. ball nut washer
lock washer 77 Pump discharge nozzle 143 Choke shaft nut lock washer
15 Air vent clamp screw & LW 78 Main jet - primary
144 Choke control lev. nut lock washer
16 Sec. diaph. assy. cov. scr. & LW 81 Air vent valve
145 Back-up plate stud nut lock washer
17 Fuel bowl to main body screw- 82 Pump discharge needle valve
146 Throt. connector pin washer
primary 83 Power valve assy. - primary
85 Fuel line tube "0" ring seal 147 Choke spring washer
18 Fuel bowl to main body screw-
secondary 86 Balance tube "0" ring seal 148 Balance tube washer
19 Diaph. lever adjusting screw 87 Fuel valve seat "0" ring seal 149 Therm. hsg. assy. - complete
20 Throt. body screw & lock washer 88 Idle needle seal 150 Throt. connector pin retainer
21 Diaph. hsg. assy. scr. & LW 89 Choke rod seal 151 Choke rod retainer
22 Choke housing screw & LW 90 Diaphragm housing check ball - sec. 152 Throt. connecting rod cotter pin
23 Dashpot brkt. screw & LW 91 Pump inlet check ball 153 Choke cont. wire brkt. clamp
24 Fast idle cam lever adj. screw 92 Throttle lever ball
154 Thermostat housing clamp
25 Fast idle cam lev. scr. & LW 93 Pump discharge check ball
155 Choke control wire bracket
26 Diaph. lev. assy. scr. & LW 94 Choke diaphragm assembly link
95 Sec. diaphragm housing cover
156 Dashpot bracket
27 Throt. plate screw - primary
96 Back-up plate & stud assembly 157 Air vent rod clamp
28 Throt. plate screw - secondary
29 Pump lever adjusting screw 97 Fast idle cam plate 158 Fast idle cam plunger
30 Pump discharge nozzle screw 98 Secondary metering body plate 159 Choke vacuum tube
31 Fast idle cam plate scr. & LW 99 Air vent cap 160 Fuel transfer tube
32 Choke cont. wire brkt. clamp scr. 100 Choke hsg. & plugs assembly 161 Filter screen
33 Pump cam lock screw 101 Main metering body & plugs assy. - 162 Dashpot assembly
34 Fuel pump cov. assy. scr. & LW primary 163 Baffle plate - primary (brass)
35 Secondary metering body screw 102 Main metering body & plugs assy -
164 Baffle plate - secondary
36 Throt. body screw - special secondary
165 Metering body vent baffle
37 Fuel valve seat lock screw 103 Fuel pump cover assembly
166 Float shaft retainer bracket
38 Float shaft brkt. scr. & LW 104 Fuel bowl & plugs assy. - primary
105 Fuel bowl & plugs assy. - secondary 167 Fuel inlet filter
39 Spark hole plug
40 Fuel bowl plug 106 Secondary diaph. & rod assy. 168 Diaphragm lever assembly

41 Fuel level check plug 107 Pump diaphragm assembly 169 Pump operating lever
42 Fuel level check plug gasket 108 Choke diaphragm assembly - complete 170 Pump operating lever retainer
43 Fuel inlet fitting gasket 109 Secondary diaph. link retainer 171 Secondary diaphragm housing
44 Fuel valve seat gasket 110 Air vent rod spring retainer 172 Throt. shaft bearing - sec (ribbon)
45 Fuel bowl screw gasket 111 Float retainer 173 Throt. shaft bearing - sec. (ribbon)
46 Sec. diaphragm housing gasket 112 Air vent valve retainer 174 Throt. shaft bearing - pri. (solid)
47 Choke housing gasket 113 Choke control lever retainer
175 Fuel bowl drain plug
48 Power valve body gasket 114 Fast idle cam plunger spring
176 Choke assy. - complete (divorced)
49 Choke thermostat housing gasket 115 Fast idle cam lever screw spring
177 Choke shaft lever
50 Sec. metering body plate gasket 116 Throttle stop screw spring
178 I die by-pass adj. screw
51 Fuel valve seat adj. nut gasket 117 Secondary diaphragm spring
52 Fuel valve seat lock screw gasket 179 Choke lever screw & LW
118 Diaphragm return spring
53 Throt. body screw gasket 180 Choke piston link retainer
119 Fast idle cam lever spring
54 Pump discharge nozzle gasket 181 Fast idle cam retainer
120 Pump lev. adj. screw spring
55 Metering body gasket - primary 182 Choke rod clevis clip
56 Metering body gasket - secondary
121 Air vent rod spring
183 Idle by-pass adj. screw spring
57 Fuel bowl gasket 122 Pump inlet check ball ret. spring
184 Choke piston lever spacer
58 Throttle body gasket 123 Choke spring
185 Choke piston & link assembly
59 Fuel bowl plug gasket 124 Float spring - pri. & sec.
186 Choke oper. lev. spring washer
60 Fuel inlet filter gasket 125 Fuel inlet filter spring
187 Choke oper. I ever wash er
126 Choke cont. wire brkt. clamp scr. nut
188 Choke clevis pin
127 Choke thermostat shaft nut
189 Baffle plate - primary (plastic)

176
Model 4150/4160 Exploded View
(also 3150/3160)
Holley Typical View 24-1

34153155 i
16

lb~ 126 56
~&95
~117
30---i ~
54-e ~ 102
77-t:J '106
54-@) 21 ,ey---90
CARBURETOR PART NUMBER
IS ON AIR HORN FLANGE 82_g ~~
134-0 ~B 5' /'
153 15~ 149 93 171 / 9 ' /' /'
32---[1 155126 11 ~ 49 2 1 46 48 . . 7 /'
Kr~137 ~ ~O 151 ~
--<)

"- I 1438 100 L


/ -V 9'rJ: ~I_j~ 22~47 ~ ~
Q /

.. Q)
31 ,!(/~~ltr 137 _Or~ 4' 138S}89 . ~~' ~~148 37~
(\ 84 86 56 /
'J..
128
144
97 187
!
' ~
rIfjJ
r
~ ~ 'rr1&,dl
..
127
133
147 129
Ifi*
~J
T -)~.->. . . . ~•
"'1
66/<
0-85

I
/
/
///

r";
,52-@)

51--@) 18

["1
186
37-;;21 • 136
15 4 1' • .: '65 /! 72 l ..
I 96 9 / 39 101 55 48 ..... ~ 0.- 81.-.i"J 45)

[111
I
~
72" 51-@)
123 14 'l '.8~165.
! ·c. .. ~.~bP~.. ...
~~'~-"6C> N.S.
"85
23 162
..:
\
41)b~1
42 ,
---- '"'

72 57 ~_

I'!
~I

" 148
186·-~ft.....
• ~.
156 \
131 ~
......
- - ~
87 '""'~ ~ , ............" 58 ~
~ 7:--t1 I, ~ ~28 \.~\'
0,- .
112-.._ - s ,.-15 68 6.3 .' 5

l}.5
'~1 7~111 ~
1

?:
99
81-e:
.'
~:
~ 140
PLASTIC
.'
~ , 25
,78
~ /I
'"0
tf,
i" f ~ fij~ ~
..d' ~09
88"'"

fJ
67 24 ~ A
168
64 g--12
142
j

152
1\
41 /' ~ 189~BRAssA 70 3 119 11 2 ~ r:r:~. C~ 1-- 116 b
42 ~~, - ~163 7'71 \'f 6 /-::/~ ~P6~. ,146 150 1391~
~ .-', 124)- 174-QJ,~>/ ~.:~. '29~' I. 41 92
104 C ' ?0 43 / / 61 Q QJI It2 135 /-:!
45~ I- 161 / ~ ~ <"~ ). <§r'53 T '~33
l1~;e'-.......118
n..~12~ 43 74 ~-,
)~~~O 173flJ
~
~ 19
20
J) 1~~
73-~ "'\ '" 170 "p~38
107- • / 27-; 36 169
'~-166
103~ 76 74 ~
34~ 62

25
I 6 J
14 @:113
~94?'
... . .188
~~.~~.~&5
59 )),'

~
\( 21

«,,,:"' ~
160

o ~104 CENTER INLET FUEL BOWL

1"125
t:--
"""- 60
167
NOTE - General view is useful for visual-
~43 izing relationship of various parts in the
74
VARIABLE PARTS FOR LIST
carburetor. Specific details will vary with
NO. R-1971A & R-20S2A Part Numbers because each carburetor
END INLET MORAINE FILTER BOWL
is made to fit a particular application.

177
Model 4165 Exploded View Identification

Choke plate 57 Pump lever adj. screw fitting 114 Secondary connecting rod washer
2 Choke shaft assembly 58 Fuel inlet fitting 115 Throttle seal washer
3 Fast idle pick-up lever 59 Pump discharge nozzle - primary 116 Choke spring washer
4 Choke control lever 60 Pump discharge nozzle - secondary 117 Secondary connecting rod cotter pin
5 Fast idle cam lever 61 Main jet - primary 118 Choke wire bracket clamp
6 Choke lever & swivel assembly 62 Main jet - secondary 119 Choke wire bracket
7 Choke rod lever & bushing assembly 63 Pump check valve 120 Fast idle cam plunger
8 Choke plate screw 64 Power valve assy - primary 121 Choke vacuum hose
9 Choke lever swivel screw 65 Power valve assy - secondary 122 Metering body vent baffle - pri. & sec.
10 Choke diaphragm bracket screw & LW 66 Fuel line tube "0" ring seal 123 Float shaft retaining bracket
11 Fuel pump cover screw & LW - primary 67 Fuel valve seat "0" ring seal 124 Baffle plate - primary
12 Fuel pump cover screw & LW - secondary 68 I die needle seal 125 Baffle plate - secondary
13 Fuel bowl screw (long) pri. & sec. 69 Choke rod seal 126 Fuel inlet filter
14 Pump lever adjusting screw - secondary 70 Choke diaphragm link 127 Pump operating lever - primary
15 Throttle body screw & LW 71 Back-up plate & stud assy. 128 Pump operating lever & guide assy. - sec.
16 Fast idle cam lever adj. screw 72 Fast idle cam plate 129 Pump cam lever - secondary
17 Fast idle cam lever screw & LW 73 Fuel pump cover assy. - primary 130 Pump operating lever retainer - pri. & sec.
18 Pump cam lever screw & LW 74 Fuel pump cover assy - secondary 131 Choke thermo lever
19 Pump lever adj. screw - primary 75 Fuel bowl & plugs assy - primary 132 Choke thermo cover screw
20 Fast idle cam plate screw & LW 76 Fuel bowl & plugs assy - secondary 133 Choke housing screw
21 Throttle plate screw - pri. & sec. 77 Meteri ng body & plugs assy - primary 134 Choke housing gasket
22 Choke wire bracket clamp screw 78 Metering body & plugs assy - secondary 135 Choke thermo cover gasket
23 Pump cam screw 79 Pump diaphragm assy. - primary 136 Tube & "0" ring assy.
24 Pump discharge nozzle screw 80 Pump diaphragm assy. - secondary 137 Idle adj. needle limiter cap
25 Fuel valve seat lock screw 81 Choke diaphragm assy. 138 Choke housing & plugs assy.
26 Pump operating lever adj. screw 82 Float hinge retainer 139 Choke thermo cover retainer
27 Float shaft bracket screw & LW 83 Cam follower lever assy. retainer 140 Choke thermo shaft nut
28 Throttle stop screw 84 Choke control lever retainer 141 Choke shaft nut lock washer
29 Fuel bowl screw (short) pri. & sec. 85 Pump lever stud 142 Choke housing screw & L.W.
30 Throttle lever extension screw 86 Fast idle cam plunger spring 143 Choke thermo cover assy.
30A Throttle body channel plug 87 Fast idle cam lever screw spring 144 Choke shaft spacer
31 Fuel level check plug 88 Throttle stop screw spring 145 Cam follower stud
32 Vacuum tube plug 89 Diaphragm return spring - primary 146 Secondary diaphragm cover screws
33 Fuel level check plug gasket 90 Choke spri ng 147 Secondary diaphragm housing screws
34 Fuel bowl screw gasket 91 Float spring - secondary 148 Secondary metering body screws
35 Power valve gasket 92 Float spring - primary 149 Secondary diaphragm housing gasket
36 Fuel'valve seat adj. nut gasket 93 Pump lever adj. screw spring - primary 150 Secondary metering body plate gasket
37 Fuel valve seat lock screw gasket 94 Pump lever adj. screw spring - secondary 151 Tube & "0" ring assy.
38 Pump discharge nozzle gasket 95 Fuel inlet filter spring 152 Four-way connector
39 Metering body gasket - pri. & sec. 96 Diaphragm return spring - secondary 153 Diaphragm cover machine
40 Fuel inlet filter gasket 97 Throttle return spring - secondary 154 Secondary metering body plate
41 Fuel inlet fitting gasket 98 Fast idle cam lever spring 155 Secondary check valve
42 Fuel valve gasket - pri. & sec. 99 Choke wire bracket clamp screw nut 156 Secondary diaphragm
43 Throttle body gasket 100 Back-up plate stud nut 157 Secondary diaphragm link retainer
44 Flange gasket 101 Choke lever nut 158 Secondary diaphragm spring
45 Fuel bowl gasket - pri & sec. 102 Fuel valve seat adj. nut 159 Choke vacuum hose
46 Throttle plate - secondary 103 Pump operating lever adj. nut 160 Choke vacuum hose
47 Throttle plate - primary 104 Throttle lever ext. screw nut 161 Secondary housing & seat assy.
48 Throttle lever extension 105 Pu mp cam - pri mary 162 Vent valve screws
49 Cam follower lever assy. 106 Fast idle cam & shaft assy. 163 Air vent rod clamp screw & L.W.
50 Throttle body & shaft assy. 107 Pu mp cam - secondary 164 Vent valve body assy.
51 Fuel line tubing 108 Fast idle cam assy. 165 Vent valve spring
52 Idle adjusting needle 109 Pu mp operati ng I ever screw sl eeve 166 Vent rod spri ng
53 Float & hinge assy. - primary 110 Choke rod 167 Vent valve rod
54 Float & hinge assy. - secondary 111 Secondary connecting rod 168 Vent valve clamp assy.
55 Float shaft 112 Back-up plate stud nut LW 169 Air vent rod clamp
56 Fuel inlet valve & seat assy. 113 Choke control lever nut LW 170 Throttle body spacer

178
Model 4165/4175 Exploded View
Holley Typical View 42-1

39

179
FIRE-A Ilazald You (an minimize

By Howard Fisher
Carburetors and fuel-supply system air cleaner off seem to be caused by fire experts we talked with recommended
components carry or contain gasoline~ a bad fuel line or connection between a 50-pound CO 2 unit! In open areas,
a very flammable liquid. Care in instal- the fuel pump and carburetor. especially when the wind is blowing,
lation and observation of what is happen- If a fire extinguisher is carried in the CO 2 dissipates very quickly and some-
ing when fuel pressure is applied to the car, the fire can usually be put out times will not put out a burning fuel
carburetor (watching for flooding, etc.) quickly and with little damage. A 2-1/2- line or wire.
can go a long way towards eliminating pound ABC dry-chemical extinguisher If you have a CO 2 and a dry-chemical
fire. Where a car or a carburetor is being covers all three classes of fire found in extinguisher on hand always use the
so worked on in a closed area contain- cars. A~upholstery and the interior are CO 2 first. If that gets the fire out,
ing a flame~such as the pilot light or common burnables, B refers to gasoline/ there's no mess to clean up. For that
burner of a water heater or furnace~ oil fires, C is an electrical fire. reason, a large CO 2 extinguisher is the
fire danger is extreme. It just takes These extinguishers are small, light- thing to have in your garage~if you can
one spill to generate sufficient vapor to weight and virtually fool-proof. Volume- afford it. CO 2 extinguishers require
be carried across the floor to the flame. for-volume, they have much better more upkeep than a dry-chemical type
Then the trouble begins in the form of an extinguishing capabilities than carbon and they should be professionally
explosion or a fire or both. Remember dioxide (C0 2 ). Also, powder retards checked and recharged every year.
that a carburetor removed from a car the fire from flashing up again at hot If you have a fire under the hood,
contains gasoline and this should be spots and wiring. don't throw the hood open because hot
drained before carrying the carburetor Drawbacks of the dry-chemical ex- gases and flames will rush out. Open
inside to work on it. This is especially tinguisher are that the powder goes the hood just a crack and shoot the
true when you work in an area which everywhere, making a mess which must extinguishing media in. Better yet, shoot
has any kind of open flame. be cleaned up afterward. And, it can go it in from under the engine.
"75% of all auto fires directly result into the engine, especially if there is no Check everything before restarting
from leaving off the air cleaner ," say air cleaner. If a lot of powder has to be the engine or you could start a worse
M. L. Wikre and D. C. Whiting of the directed into the carburetor air inlet, fire~just when your extinguisher is all
Los Altos, California, Fire Department. some will actually get into one or more used up. Check all of the ignition wires
"Fuel spews out of the carburetor onto cylinders through an open intake valve. and the fuel lines to see whether they
the manifold~or standoff collects on the The piston will compress this into a cake have burned or melted. Check the fuel
underside of the hood~then a backfire which may prevent the engine from turn- line connections to make sure that they
ignites the fuel. The owner usually tells ing when you attempt to restart. Even have not loosened_
us that he left the air cleaner off, because if you can crank the engine over, the Professional racers are turning to on-
he had been tuning the car." These fire powder is abrasive. So, if very much gets board extinguisher systems which pipe
experts point out that the air cleaner in the engine, pull the cylinder heads and pressurized FEI301 Freon to all critical
prevents a backfire from igniting any clean out the powder before running areas. While the first cost of these may
stray fuel. The air cleaner itself does not the engine again. seem expensive, the added margin of
support combustion very well. It's inter- CO 2 extinguishers are preferred by safety, which these give the driver who
esting to note that flame arresters are many because they cannot damage the may have to exit from a flaming vehicle,
required on the carburetors of all marine engine and there is no after-mess to clean certainly offsets their seemingly high
inboard gasoline engines. If a fire starts up. This is their greatest plus. But, first cost. FEI301 extinguishes about
in the air cleaner, a lot of smoke can be because CO 2 fights fire by replacing the three times better than CO 2 • The Freon
expected, but not much burns if the oxygen, a much larger extinguisher dissipates afterward with no mess and
element is the usual paper type. Nearly all (than dry chemical) is required to match no harm to the engine or other
of the auto fires not caused by leaving the the power of a dry-chemical unit. The components.

180
Model 1920
Repair & Adjustment

This is the simplest of the Holley carburet·


ors and it is the easiest to repair. First, set
the carburetor on a repair stand. You can
use the 5/16 bolts and nuts like we used
on the four-bolt-flange carburetors if you
hold two bolts in a vise and use two nuts
on each bolt so they "capture" the carbu -
retor base. You can get by without a stand
if you are very careful. Hold the carburetor
in one hand as you disassemble it with the
other, being careful not to bump the
throttle plate which is wide open on most
of these carburetors.

l/Remove vacuum hose V from the choke diaphragm to the throttle portion of the main
body. Now remove two screws holding the choke diaphragm bracket to main body. Re·
move diaphragm and link connecting it to the choke lever. The vent·valve lever and
spring are also held by the diaphragm bracket. Remove fuel·inlet fitting from main body
with a 5/8-inch wrench . Remove and discard gasket between fitting and main body . Inlet
needle and seat F are an integral part of this fuel-inlet fitting.

2/Remove four screws holding fuel bowl to


main body and remove bowl. Remove
bumper spring 1 from beneath the float
and slide baffle from fuel bowl. Discard
the gasket. Carefully remove the E-ring 2
retaining the float and slide the float 3/Power valve or economizer (arrow) is
from the pivot or fulcrum pin. On re- removed by taking out three screws retain-
assembly, tighten screws snugly or to 30 ing its cover. Lift the cover and the com-
in . lb. if you have a torque wrench. plete power-valve assembly. The one gasket
Remove five screws holding metering block which goes between the diaphragm guide
to main body. Two shorter screws go into stamping and the carburetor main body is
the upper-right and lower·left holes as you included in the repair kit with a new
face the fuel ·bowl side. Now remove the power-valve·diaphragm assembly. Accel-
metering block from the main body with erator-pump diaphragm is visible inside
a little coaxing or rapping with your fuel bowl. Metering block is in foreground
screwdriver handle. of this photo.

181
5/Remove the retainer and the pump-
operating lever from the fulcrum pin. This
plastic lever must not be immersed in a
harsh cleaner. Next, remove the fast-idle-
cam screw, cam, and link connecting it
4/The main-metering jet can be removed from the metering body with a wide-blade to the choke lever. Remove retainer from
screwdriver. The blade must be wide enough to cover both slots. If you plan to link connecting pump-actuating lever to
immerse the metering body into a commercial cleaner, remove the plastic power- throttle and remove link. Rotate pump
valve lever by spreading the ears carefully and sliding them over the pivot pin. Do lever clockwise as far as it will go. This
not remove any other pressed-in restrictions or plugs from the metering body. allows sliding the pump diaphragm and
stem assembly and spring from the main
body. A new diaphragm is included in the
kit.

6/Turn idle-mixture-screw limiting cap If the throttle bore area is very dirty and
clockwise until it reaches its stop. Remove the shaft is binding, you may want to re-
cap with a pair of pliers without rotating move the throttle shaft and plate. This
or bending the screw. Turn the screw in by requires filing off the staked material from
hand until it reaches the seat, counting the back of the retaining screws. Restaking 7/The choke plate and shaft can be remov-
the turns as you go. Now remove the screw upon reassembly must be done, even ed and replaced without worrying about
and spring. When you reassemble the mix- though these screws have lock washers. restaking because star washers are used to
ture screw, turn it to the same setting and This is time consuming and touchy, so lock the attachment screws on most of
slide a new limiting cap onto the screw don't do it if you don't have to. When these carburetors. Remove the choke plate
with its tang against the lower side of the reinstalling the plate, back off the idle- and shaft if you think it warrants it . •
stop on the main body. If your carburetor speed screw and start the screws into the When reinstalling the choke plate, make
does not have a limiting cap, count the shaft. Hold the carburetor up to the light sure it fits inside the air horn before
turns off the seat so you can start off with and seat the plate so it fits well all around tightening the attachment screws. Then
a nearly correct idle mixture. the bore . check it for freedom of movement.

182
After cleaning, inspect all parts for wear.
If the throttle-shaft bearings are badly
worn the carburetor will have to be re-
placed. This is the exception rather than
the rule. Check the idle-mixture needle or
screw for a groove on the taper. Replace
it if it is badly grooved. Blowout all pas-
sages and restrictions with compressed air.
A bicycle pump will do nicely. Never stick
wires or drills into metering restrictions.

Put the carburetor back together following


the disassembly procedures in reverse
order. Apply about 30 in. lb. of torque
9/Check choke diaphragm for leaks by to the fuel bowl screws for good sealing.
depressing stem and holding your finger If you don't have a torque wrench, make
8/Remove two screws holding bowl-vent over the end of the vacuum tube . If stem them snug.
cover and seat to the air horn_ Earlier moves more than 1/16 inch in ten seconds,
versions do not have this vent_ Remove replace the diaphragm unit. Now the Several adjustments should be made while
valve retainer, valve and spring from main carburetor is completely disassembled and the carburetor is off the car. The float
body _ Photo shows vent valve disassembled_ ready for cleaning and inspection. Remem- must be set before replacing the fuel
This vent connects to the charcoal canister ber: Only metal parts should be immersed bowL Other adjustments are the choke-
by a tube (arrowL Earlier carburetors had into commercial carburetor cleaners. Use kick or qualify, rough fast and curb idle,
mechanical vents to the atmosphere_ milder solvents such as kerosene for the fast-idle-cam position, vent setting and the
remaining pieces . dash pot adjustment if there is one. The
accompanying photographs will help you
make these adjustments.

10/Check dry float leveL Invert carbu retor 11/Choke qualify is checked with a drill 12/With the fast-idle screw against the
and measure clearance between the float between the choke plate and casting as highest step of the fast-idle cam, 0.028-
and casting at location shown_ Setting is in shown. Activate the choke diaphragm with inch clearance between the throttle plate
the repair kit and the Holley Spec ManuaL a vacuum source, put enough pressure on and bore yields a rough fast-idle speed
Adjust by bending the tab on the float the plate with your finger to move the setting. You'll reset fast-idle speed on the
lever_ Make sure you have bumper spring modulator (arrow) to its stop and take the vehicle later. See your manufacturer's
(arrow) in place when you reassemble the measurement. Specification is in the service manual or use about 1700 RPM
carbu retor- repair kit or the Holley Spec ManuaL in neutral with a warm engine with the
Adjust by bending link. fast-idle screw on the top step of the cam.

183
14/With the fast-idle screw and fast-idle 15/Correct installation of bowl-vent lever
cam set as shown, clearance between cast- and spring.
ing and plate should be set to correct
spec, to assure proper fast-idle-cam phas-
ing. Adjust by bending the link (arrowl.
13/Normal or curb-idle setting. Two turns
If you don't have a service manual, 0.100
from where the throttle plates are seated
inch is a good approximation.
in the bore is a rough setting. Reset idle
to specification when you have the carbu-
retor on the car.
NOTE: Crankcase blowby is caused by normal engine wear and/or poor maintenance .
The PCV valve and breather cap must be clean and operating at all times . Excessive
blowby can pressurize the carburetor bowl via the vent hose, causing rough idle.
stalling , poor drivability and poor fuel economy . This can be diagnosed by remov-
ing the 3/4-inch vent hose from the top of the carburetor fuel bowl. If the idle
smooths out and fuel economy improves, engine condition and/or emission con-
trols-NOT THE CARBURETOR-is the problem.

Model 1920 Exploded View Identification 27 Therm . housing gasket


28 Throttle plate
1 Automatic choke assembly 29 Throt. lever & shaft assy.
16/Clearance between lever and vent valve 2 Choke plate assembly 30 Throt. lever drive assy.
should be 0.015 inch with throttle at curb 3 Choke shaft & lever assy. 3·1 Idle adjusting needle
idle. Old-style, pre-emission, atmospheric 4 Choke lever 32 Float & lever assy.
vent (not shown) is set at 0.090 inch at 5 Choke control lever 33 Fuel inlet needle & seat assy.
6 Choke control lev . swivel scr. 34 Main jet
curb idle. Adjust by bending the lever. 7 Main well & economizer body sc r. & 35 Mechanical vent valve
LW (short) 36 Economizer stem assembly
8 Main well & economizer body scr. & 37 Economizer body cover assy.
LW (long) 38 Fuel inlet seat "0" ring seal
9 Fuel bowl scr. & LW 39 Diaphragm push rod sleeve ball
10 Throt. plate scr. & LW 40 Pump operating link
11 Choke plate scr. & LW 41 Choke piston link
12 Econ. body scr. & LW 42 Choke diaphragm link
13 Wire clamp scr. & LW 43 Float bowl
14 Therm . cover clamp scr. & LW 44 Main well & econ. body & plugs assy.
15 Fast idle cam screw 45 Pump diaphragm & rod assy.
16 Choke lever screw 46 Choke diaphragm assy. - complete
17 Mechanical vent scr. & LW 47 Float spring retainer
18 Throt. adapter scr. & LW 48 Mechanical vent spring retainer
19 Dashpot bracket screw 49 Choke diaphragm link retainer
20 Choke brkt. retainer screw 50 Idle adjusting needle spring
21 Wi re bracket screw 51 Pu mp retu rn spri ng
22 Choke piston plug 52 Pump operating spring
23 Fuel inlet seat ga sket 53 Mechanical vent spring
24 Economizer body gasket 54 Float spring
25 Float bowl gasket 55 Choke lever spring
26 Flange gasket 56 Wire clamp screw nut

184
Model 1920 Exploded View 25
Holley Typical View 29-2

/
/
/
/
~
II

---
, 32 _____
V12 !
·r ~34Ja-------;
60

~37 I ~ I
I '1'" /

~
f 35
.<0 0
36 I

24
I
I
---
"'7 8
~47~
54
----- .... 1

W
I

i----
,
'---_ ---

/
-------
/
/
/
/

51

~
t
81

NOTE - General view is useful for visual-


57 Dashpot nut izing relationship of various parts in the
58 Fast idle cam 70 Choke thermo cover clamp carburetor. Specific details will vary with
59 Pump push rod sleeve 71 Wire clamp Part Numbers because each carburetor
60 Mechanical vent rod 72 Wire bracket
is made to fit a particular application,
61 Fast idle rod 73 Dashpot bracket
62 Choke piston assy. 74 Choke vacuum hose
63 Dashpot bracket lock washer 75 Dashpot assembly
64 Wire brkt scr. LW 76 Fuel inlet baffle assy. Economizer = Power Valve - The parts
65 Pump operating link washer 77 Mechanical vent control lever
list mentions parts with the title economizer.
66 Mechanical vent spring washer 78 Mechanical vent operating lever
Wherever you see this term-think power
67 Choke thermo & cap assy, 79 Pump operating lever
68 Pump operating link retainer 80 Pump operating lever retainer valve, as th is is the modern term for what
69 Choke piston link retainer pin 81 Throttle lever bushing was once called the economizer valve.

185
Models 1940 & 1945
Repair & Adjustment

Set the carburetor on a repair stand . You


can use the 5/16 bolts if you hold the bolts
in a vise and use two nuts on each bolt
so as to support the carburetor base. You
can get by without a stand if you are espe-
cially careful not to damage the throttle
plates.

1/These two carburetors are very similar. Model 1940 at left with an integral choke is
used for Ford engines. On the right is a Model 1945 used on Chrysler original equip-
ment. It has a remote or divorced choke.

3/Now remove fast-idle-cam-retaining


2/Disconnect the vacuum hose at the throt- clip (arrow) or screw, along with cam and
tle body and the choke diaphragm then link . Remove dash pot if there is one.
4/Remove seven screws holding air horn
remove two screws holding the diaphragm or fuel -bowl cover to main body and lift
bracket so you can remove diaphragm and air horn straight up until accelerator pump,
bracket assembly and link connecting it main well tube and power valve stem clear
to the choke lever. the main body. A rap with a plastic ham-
mer or screwdriver handle may be neces-
sary to separate these two castings. Be
careful-do not bend the main-well tube.
Twist air horn to free pump lever from
pump rod. Get screws tight upon reassem-
bly. Use 30 in. lb. if you have a torque
wrench.

186
./'.#s-
6/Remove the pump-operating-rod retainer
and screw from the air horn. Disconnect
5/Remove gasket and discard. Do not use
pump stem from the operating rod and 7/Remove the fuel-inlet fitting (arrow)
a scraper to remove gasket material from
remove the pump stem, cup and spring. and gasket from the main body with a
air-horn sealing surface because you could
Most repair kits include a new pump cup. 5/8 wrench. This fuel fitting also con-
destroy sealing bead (arrow!. This air
Rotate pump-operating rod and remove tains the inlet valve and baffle. A new one
horn has a mechanical over-ride on the
it from air-horn casting. Remove pump-rod is included in the repair kit. Letters
vacuum power valve (arrow).
grommet from air horn. A little Vaseline identify jets: Main jet (M), power valve (P).
or silicone grease will aid in inserting the
new grommet upon reassembly. This photo
shows disassembled air horn. The main-well
tube should never be removed unless
absolutely necessary. A spring that goes
under the power-valve piston is not shown
here. If the choke shaft is binding or the
plate is sticky or bent, you'll have to re-
move them. If they appear in good con-
dition don't bother. When removing the
choke plate, first remove the staking from
the screw threads before taking out the
screws. These screws must be restaked on
reassembly to prevent their coming loose
and falling into the engine. Support the
choke shaft while performing this opera-
tion to prevent bending the shaft. Also,
seat the choke plate in the air horn before
torquing the attachment screws.
5A/This is a modulated power valve.
"Modulated" means the piston moves
gradually as manifold vacuum changes .
For instance, the power valve might
open between 10 and 4 inches of mercury
manifold vacuum instead of between 6 and
4 inches with a more conventional valve.
Arrow indicates staking around piston
retainer. If the power-valve vacuum piston
is working freely, leave it alone. If it is 8/Remove the spring retainer, hinge pin
binding you'll have to remove it. First and float from fuel bowl. Remove main-
remove the staked material holding the metering jet (M), 'using a screwdriver
piston retainer using the tip of a small with a blade wide enough to cover the
file. Remove the piston, retainer and slot in the jet. Carefully depress the
spring. The retainer must be restaked power-valve stem and remove power
upon reassembly with a small screwdriver, valve (P), seat and spring. Jets shown in
punch or chisel. photo at top of page.

187
The carburetor is now ready for cleaning.
Remember : Only metal parts can be
immersed in the commercial carburetor
cleaner. Non-metal parts must be cleaned
with one of the milder solvents mentioned
in the repair-preparation section. Make sure
all old gasket material is removed from
sealing surfaces. While cleaning parts,
inspect them for excessive wear. If the
throttle or choke shaft is loose in its
bearings, the whole carburetor will have
to be replaced . Fortunately, this seldom
occurs . Blowout all passages with com-
pressed air. A tire or bicycle pump will
do fine . Do not put wires or drills into
9/Turn the assembly up-side-down and 11 /If the throttle bore is very dirty or the metering orifices.
take out the pump discharge ball and throttle plate is damaged or binding,
weight. There are two pieces and you need completely disassemble the throttle body. To reassemble the carburetor simply follow
both when you reassemble the carburetor. Remove nut and lock washer from end of the disassembly procedure in reverse . Do
Remove three screws holding throttle throttle shaft. Then release tension from not immerse the choke diaphragm in the
body to main body and separate the two positive-return spring by unhooking carburetor cleaner. This unit can be
castings . Discard the gasket. The main inside tang. Slide complete positive-return- checked for leakage by depressing the stem
body is now completely disassembled . spring assembly from the shaft. Note how and then holding your finger over the
the individual parts fit together. Refer to vacuum tube. If the stem moves more than
the photograph. 1/16 inch in 10 seconds, the unit is faulty.

Several adjustments need to be made .


Dry-float setting, choke-diaphragm pull
or qualify, dechoke, curb and fast-idle
settings, accelerator-pump, fast-idle-cam
phasing and dash pot setting are all needed.
The accompanying pictures should help.

la/Turn idle limiter (arrow) clockwise


as far as it will go. This is the leannest
position. Remove the limiter cap with a
pair of pliers, trying not to rotate or bend
the mixture screw. Turn the screw with
your fingers until it seats, counting the 12/Next, remove staking from the throttle-
turns as you go. Record this setting for attachment screws and withdraw the
future reference. Now remove screw and screws carefully. The throttle lever and
spring . If your repair kit contains a limiter shaft assembly can now be removed . The
cap, set mixture screw to the reference carburetor is completely disassembled. 13/Set dry float by measu ring float protrud-
setti'lg and install cap in the lean nest po- The throttle-attachment screws must be ing above the casting with light pressu re on
sition when assemblihg. Remove main- restaked and the throttle plate reseated the float tab as shown. Consult repair
body to throttle-body gasket. This is usual- in the bore when you reassemble the unit. kit, manufacturer's service manu al or the
ly as far as you'll have to go with the Photo shows positive- return components Holley Spec Manual for the correct dimen-
throttle body. in their relative positions . sion . Adjustment is made by bending tab.

188
e J.
14/Hook a vacuum source (use your 16/Rough curb-idle adjustment is set by bot-
engine) to the choke diaphragm and check tom screwdriver (A) to two full turns from
qualify dimension with a drill as shown, having the throttle plate seated in the bore.
applying a slight closing force to the plate. Rough fast-idle is set by making 3-1/2 18/Set fast-idle-adjustment screw (arrow)
With the Model 1940, the diaphragm can turns after initial contact of the screw against top step of the cam as shown.
be moved to the full pull position by push - with the top step of the fast-idle cam (top Slight pressure on the plate should yield
ing in on the stem with your finger . Speci- screwdriver B). Set both to recommended a 3/32-inch clearance between casting and
fication is in the repair kit and Holley Spec specs when the carburetor is on the engine . plate. This cam-phasing adjustment is made
Manual. Adjust by bend ing the choke- by bending the choke link (arrow).
diaphragm link.

Model 1940 Exploded View Identification


for drawing on page 190
1 Choke pl a te
2 Cho ke shaft & lever assembly
3 Choke th ermostat lever
4 Ch oke contr o l lever
5 Cho ke plate screw
6 Cho ke b racke t swiv el sc rew
7 A ir ho rn to m a in body screw & LW
8 Th ro tt le ad jus ti ng screw
9 Thrott le bo dy to mai n bo dy screw & LW
10 Cho ke th e rm os ta t lever scre w
11 Choke th e rmo stat cove r cl a mp scre w
12 Fas t idl e cam sc rew
13 Fas t id le adju sting sc rew
14 Pum p rod cla mp screw
17/Adjust pump by bending link, with 15 Ch o ke d iap hrag m cov er sc rew & LW
15/Dechoke specification is measured link in the middle slot 2, so bottom edge 16 Th rott le p late sc rew
of lever travels a total of 0.4 inch. Posi- 17 Rubb er pl u g
between choke plate and casting with the
18 Fu e l inlet seat gaske t
throttle wide open. Adjust by bending tab tion 1 or inside slot decreases pump capac- 19 Flan ge gasket
(arrow). ity; outside position 3 increases capacity. 20 Spa r k va lv e gas ke t

189
NOTE - General view is useful for visual-
izing relationship of various parts in the
carburetor. Specific details will vary with
Part Numbers because each carburetor
is made to fit a particular application.
21 Main body gasket
22 Throttle body gasket
23 Thermostat housing gasket
24 Thermostat cover gasket
25 Throttle plate
26 Throttle body & shaft assembly
27 Throttle return spring bushing
28 Idle adjusting needle
29 Float & hinge assembly
30 Float hinge shaft
31 Fuel inlet & needle seat assembly
32 Compression nut
33 Spark fitting
34 Ferrule
35 Main jet
36 Spark valve assembly
37 Power valve assembly 48
38 Power valve piston assembly
39 Pu mp rod seal 45

uitt
ii
~\"
13

15
40 Pump piston cup
41 Pump discharge valve
42 Pump piston stem
43 Pump operating link
44 Choke diaphragm link
45 Choke diaphragm cover assembly 67 Lockwasher
46 Thermostat housing plate 68 Spring washer
47 Limiter cap 69 Thermostat & cover assembly
57 Throttle return spring
48 Choke diaphragm assembly 70 Pump rod clamp
58 Pump drive spring
49 Choke modulator spring retainer 71 Thermostat cover clamp
59 Choke lever spring
50 Float shaft retainer 72 Dashpot bracket
60 Nut
51 Fuel line clamp 73 Choke bracket assembly
61 Pump discharge valve weight
52 Fast idle adjusting screw spring 74 Choke heat tube
62 Throttle body spacer
53 Throttle adjusting screw spring 75 Choke heat tube sock
63 Fast idle cam
54 Idle adjusting needle spring 76 Dashpot assembly
64 Choke modulator sleeve
55 Choke diaphragm spring 77 Ai r cleaner adapter
65 Pump rod 78
56 Choke modulator spring Pump operating lever
66 Fast idle rod

190
Models 2210 & 2245
Repair & Adjustment

These two models are very similar. Model


2210 was used for the system descrip-
tions; 2245 is used for these repair photos.
Place the carburetor on a stand (Holley's
plastic carburetor legs or 5/16 bolts and
nuts) to prevent throttle-plate damage.

3/Remove the clip holding bowl-vent 5/Now for the air horn. Push up on the
lever and slide lever from the pivot pin, accelerator-pump plunger while pushing
being careful not to lose spring mounted in on the shaft to allow disassembly of
inside of lever. Remove eight screws the pump plunger, spring and retainer.
holding air horn to main body. A slight Rotate accelerator-pump shaft until the
rap with a plastic hammer or your screw- short end is in its most vertical position
driver handle may be necessary to sep- and slide shaft from casting . Now remove
arate these castings. fuel-inlet fitting and gasket from air horn.
With the air horn inverted, remove fuel -
inlet baffle from casting by removing
1/Remove nut and lock-washer from the retaining screw. Remove Nylon float
accelerator-pump shaft (wrench) . Remove hinge pin and float. Turn air horn over
rocker arm from the shaft. Remove pump and letfuel-inlet valve drop out. With a
rod from rocker arm on one end and from wide-blade screwdriver, remove fuel-inlet
throttle lever on the other. Remove nut seat and gasket. Remove air-horn gasket
retaining choke lever to choke shaft and discard. If you have to scrape off a
(arrow). Remove lever and link to the portion of this gasket be careful not to
fast-idle-cam. Watch fast-idle-cam damage the sealing surface. Photo shows
retainer cli p (arrow), they're easy to air horn completely disassembled except
lose. Remove clip and cam. for power-valve piston.

2/Remove two screws holding choke- 4/Lift air horn straight up, being careful 6/lf power-valve piston is binding or
diaphragm bracket to air horn. Discon- not to damage main-well tubes pressed sticking, it will have to be removed. Be-
nect vacuum hose at throttle body to into upper casting. Tighten attachment cause this requires removing staked
allow removal of the diaphragm assembly, screws securely upon reassembly. Go material from around retainer and restak-
including link to choke-operating lever. around a second time just to make sure. ing upon reassembly, don't do it if you
Use 30 in. lb. if you have a torque don't have to. A screwdriver and a few
wrench. raps with a hammer can accomplish the
restaking operation. Arrows indicate
staking.

191
7/Loosen screws holding vent-valve cover 9/Withassembly inverted, remove five 11/Turn each idle-mixture screw clock-
and remove cover, valve and spring. screws holding throttle body to main wise (Jean direction) until limiter caps
Remember, you can't immerse this valve body. reach their stops. Photo shows idle limiter
into strong carburetor cleaner. Check the in lean position. Pry off idle-limiter caps
choke plate and shaft for binding or with screwdriver or pliers, being careful
damage . If either exist, remove the choke not to turn or bend the idle screws while
assembly . Don't do this if you don't have doing this. Turn the screws in with your
to because the staking must be removed fingers until they are seated, counting the
from the attachment screws. This requires turns as you go. Record this information
restaking the screws upon reassembly, and use it on reassembly if the kit con-
supporting the choke shaft as you do to tains new limiter caps. Now remove the
prevent bending. screws.

12/1 t usually is not necessary to remove


the throttle plates from the throttle
body unless there is damage or wear.
If you remove the plates, the staking
material must be removed from the
attachment screws. These screws must be
restaked upon reassembly to prevent
10/Now begin disassembly of the main them from loosening and causing engine
body. Make sure you remove all of the damage. The carburetor is now ready for
main-to-throttle-body gasket. Use a wide- cleaning by whichever method you've
blade screwdriver to remove power valve chosen. Photo shows throttle-body
from bottom of fuel bowl, being care- assembly with idle-mixture screws
ful not to bend power-valve stem. removed.
Remove valve-seat body, valve and spring.
Using the same screwdriver, remove Remember, do not immerse any of the
main-metering jets, being careful not to plastic or rubber parts into the stronger
S/Take remaining portion of the carbu- destroy the jet slots. Remove fast-idle- commercial type cleaner-only the metal
retor from the stand and turn it upside cam retainer and the cam . Main body is parts. Clean all of the surfaces thoroughly
down. Be sure to catch the accelerator- now completely disassembled and ready and blowout all of the passages with
pump discharge valve as it drops out. for cleaning. compressed air.

192
Before reassembly, inspect all of the parts
to be reused for undue wear or damage.
Pay particular attention to the choke
and throttle shafts and the float. In most
cases the parts covered in the kit such as
inlet and power valves, the pump cup and
all the gaskets are the only ones that need
replacing.

In reassembling the carburetor, simply


follow the disassembly process in reverse.
This carburetor is a relatively easy one to
assemble, and the accompanying photo-
graphs will help. Screws attaching the air
horn and throttle body to the main body 14/Float drop is adjusted by bending tab
require about 30 in. lb. of torque for (arrow) so that bottom surface of the
good retention. If you don't have a float is parallel with the ground.
torque wrench turn them down until 17/Adjust screw for 0.025-inch clearance
they are snug. between throttle plate and bore. This is
a good fast-idle-speed setting. If you have
Photographs of all the adjustments are a tachometer, speed should be about
also shown. These include float setting 1700 RPM with the screw in the same
and drop, rough curb and fast-idle position and the engine warm.
speed, choke vacuum-kick or qualify,
dechoke or unloader setting, accelerator
pump and vent-valve clearance.

15/Normal or curb-idle adjustment.


You'll want to adjust engine RPM later,
but three turns from having the throttle
plates seated in the bore is a good starting
point.

13/Measure the dry float setting between 18/Choke qualify is measured between
the float and casting with the assembly choke plate and casting at the high side.
inverted as shown. Specification is Use a vacuum source (use your engine)
in the repair kit along with a gage . The to activate the diaphragm. Measure clear-
Holley Spec Manual is another good
source. Make the adjustment by bending
the tab at the inlet-valve end, being care-
..
16/With the fast-idle screw set on the
ance with a slight pressure on the choke
plate as shown. Specification is in repair
kit instruction sheet or Holley Spec
ful not to mar the contact surface. high step of the cam . . . Manual. Adjust by bending the link.

193
21/Vent valve should have O_015-inch
clearance over stem with throttle at
normal or curb idle position. Adjust by
19/Dechoke spec is checked between
bending tang (arrow).
plate and casting with throttle held in the
wide-open position. Again, see the repair
kit or Holley Spec Manual for the proper
dimension. Adjust by bending the tang
on the throttle lever (arrow).

20/Bend the pump rod until you get a 22/Choke diaphragm can be checked
5/8 pump-stem-to-casting dimension as by pushing the stem in and holding your
shown with the rod in the inside or finger over the end of the vacuum tube.
pump-lever position 1. Outside position 2 If the stem moves more than 1/16 inch
decreases pump capacity. in ten seconds, replace the assembly.

194
Models 2210 & 2245 Exploded View

31

53

32

NOTE - General view is useful for visual:


izing relationship of various parts in the
carburetor. details will vary with
Part Numbers because each carburetor is
made to fit a specific application.

1 Choke plate 38 Lever - retainer


2 Choke shaft & lever assembly 39 Fast idle cam retainer
3 Fast idle lever 19 Idle adjusting needle 40 Spring
4 Choke plate screw 20 Float assembly 41 Idie needle spring
5 Screw 21 Fuel inlet needle & seat assy 42 Vent valve lever spring
6 Screw 22 Fuel inlet fitting 43 Throttle lever spring
7 Bracket retainer screw 23 Main jet (choke side) 44 Pump drive spring
8 Fuel bowl baffle screw 24 Main jet (throttle side) 45 Fast idle lever nut
9 Throttle body to main body 25 Pump discharge valve 46 Pump lever nut
screw & LW 26 Air vent valve 47 Fast idle cam
10 Air horn to main body screw 27 Power valve assembly 48 Fast idle rod
& LW 28 Pump cup 49 Lockw8sher
11 Air horn to main body screw 29 Choke diaphragm link pin 50 Lockwasher
&LW 30 Float hinge pin 51 Washer (pump)
12 Throttle plate screw & LW 31 Pin 52 Choke vacuum hose
13 Main body gasket 32 Accelerator pump assembly 53 Fuel bowl baffle
14 Throttle body gasket 33 Pump stem assembly 54 Pump lever
15 Fuel inlet needle seat gasket 34 Pump link 55 Lever air vent valve
16 Fuel inlet fitting gasket 35 Choke diaphragm link 56 Pu mp Iever she It
17 Throttle plate 36 Limiter carbo idle adj, needle 57 Stop & cable assembly
18 Throttle body & shaft assy 37 Choke diaphragm assy complete 58 Power valve piston assy.

195
Models 5200 & 5210
Repair & Adjustment

1/Model 5210 on the left is used on GM; 5200 on the right is used on Ford. Both carbu-
retors are very similar in design. Most are used on 4·cylinder engines. Read the repair
preparation section on page 162 before starting. Mount the carburetor on a stand to
protect the throttle plates from damage. Use the previously described 5/16 nuts and
bolts or Holley's plastic carburetor legs. It's a good idea to loosen the fuel·inlet fitting
while the carburetor is still intact. Remove the fuel -inlet fitting, gasket, filter and the
spring. A new gasket and filter are in the repair kit. The 5200 has a non-replaceable
plastic filter .

2/Remove retainers from both ends of the


choke·operating link and free this link
from both levers. Remove five screws hold-
ing the air horn to the main body and lift
the air horn straight up. A slight rap from
a plastic hammer or the handle of your
screwdriver may be required to separate
the two castings. Slide the choke-operating
link through the slot in the air horn and
turn the casting to the side, letting the
little plastic guide slide out. Remove the
float hinge pin with a small drift punch.
Lift out the float and inlet valve. Remove
the three screws that hold the power

J
valve and remove this assembly . Now it
will be easier to remove the fuel·inlet
seat and gasket. Photo shows how far you
usually have to go with the air horn. If
the choke plates or shaft are damaged or
binding you will want to remove them
also. First, file the staking from the
threaded end of the screws and remove
these screws with great care. Now slide
the plates from the slotted shaft and the
shaft from the air horn . When you re-
assemble the choke plates, hold the air
horn up to the light to make sure the plates
are properly seated before tightening the
attachment screws. The screws will have to
be restaked with a prick punch or small
;. chisel. Support the shaft while you do this.

196
3/The choke assembly. Before doing any- 5/Choke and diaphragm assembly. Replace 7/Choke diaphragm assembly . Check dia-
thing else, note the relationship between O-ring 1 with a new one. This passage pro- phragm for holes or cracks.
the mark on the bi -metal housing and the vides manifold vacuum to the choke dia-
marks on choke casting. You'll want to phragm. Note the relationship between
restore this bi-metal setting on reassembly. the fast-idle cam, choke lever and spring.
As you face the choke housing, clockwise Tang 2 is bent for dechoke adjustment.
rotation causes a richer setti ng. Fast-idle screw is 3. Remove the O-ring
from the vacuum passage . Remove three
screws holding choke diaphragm cover.
This allows you to remove the cover,
spring and diaphragm and stem assembly.
Normally, this is as far as you will have
to go.

4/Next, remove the hot-water-housing 8/Go next to the main body of the carbu-
~~
retaining screw, washer, housing and the retor. Where it applies, remove the two
gasket. This may require a rap from your 6/lf you choose to go further, note the screws holding the anti -dieseling solenoid
screwdriver handle. Next, remove the three relationship of the spring between the fast- bracket to the main body. Remove the
screws and retainer holding the bi-metal idle cam and the choke lever. Refer to the main air-bleed restrictions and well tubes
housing and gasket. Do not remove the bi- photographs for help. Remove the choke- from the primary and secondary wells.
metal from the housing. Do not place the shaft nut and lock washer. Now the choke Sometimes they can be a little difficult,
plastic gasket into a harsh cleaner. Remove lever, fast-idle cam, spring, cup, spacer, and so I use a paper clip with a little hook on
three screws holding choke casting to main the Teflon lever and the shaft can all be the end. It slips into the tube so you can
body, allowing you to remove choke cast- removed. Remove screw retaining the fast- pull it. Ordinarily you shouldn't put any-
ing and assembly . Photo shows hot-water idle-cam lever spacer and washer. Photo thing into orifices, but this one isn't
stove and bi-metal assembly removed from shows the choke lever and fast-idle parts critical. Remove primary and secondary
the choke casting. Disconnect the fast- disassembled in correct relation to one idle-retainer plugs and jets on each side
idle link when you do this. another. of the carburetor.

197
~. ,- :..
'._, '", ..,
- ,;!,If
..... ~.
:b
;:::.-
r .1It;
!'-
.
, - '- " t'-

0,
"'q.4
o

9/lf used, jet holder (retained contains 12/Turn the limiter cap (if there is one) 14/Remove retaining nut 1, and all mech-
idle-feed restriction. Idle jets have a num- as far clockwise as it will go. Remove anism attached to the primary throttle
ber stamped on one surface. Remove Iimiter cap with pliers, taking care not to shaft can be removed, which includes the
main metering jets from bowl bottom. bend mixture screw (arrow). Turn mix- primary throttle lever 2, secondary operat-
ture screw in with your fingers until it ing lever 3, idle lever 4, return spring 5,
reaches its seat, counting turns. This can and several spacers.
establish a rough idle setting on reas-
sembly. Remove mixture screw and
spring. Remove four screws holding ac-
celerator-pump housing to main body,
allowing removal of housing, diaphragm
1 and spring. Remove pump-nozzle screw,
nozzle, gaskets, and check balls. This is
Photo shows relation of all primary and
as far as you should go with disassembly,
10/Record the numbers as you remove secondary throttle levers and their return
especially with the economy method.
each jet and note where each one came springs. If you decide to remove these,
For a complete job, be prepared to spend
from so you can reinstall it correctly. this photograph is worth more than the
more time and follow the instructions
Jets in this carburetor are different in proverbial 1000 words. Unlike the Model
closely. Photo shows accelerator pump
every location. Some carburetors have 5200, the 5210 secondary-throttle plates
and discharge nozzle disassembled. Dis-
idle-feed restrictions 1 with the primary must be removed before the secondary
charge check and nozzle are installed in
one dyed red and the secondary one a throttle lever and spring can be taken off
hole (arrow). Some list numbers have 2
natural-brass color. Bleed restrictions 2 because the lever is riveted to the shaft.
discharge-check balls.
are stamped on top. Well tubes (not Unless the throttle bore area is quite dirty
shown) are stamped on the bottom. or the plates are nicked or the shaft is
Main jets 3 are stamped on the side. loose or sticky, don't do it. It is compli-
You may have to use a magnifying glass cated and time consuming and you risk
to identify these numbers. stripping the threads on the throttle shaft.
Throttle-plate screws are staked on the
threaded side and this staking must be
removed with a file before taking out
the screws. Screws must be restaked with
a small punch upon reassembly to
prevent their dropping into the engine.
Throttle shafts must be supported during
staking to prevent bending. Before
torquing down the screws, hold car-
buretor up to the light and make sure the
plates are seated in the bore when both
primary and secondary stop screws are
backed off. As you are disassembling the
11 /Remove the power-valve seat, valve and throttle mechanism, pay close attention
spring. Do not bend the valve stem. Photo 13/Next, remove the locking retainer as to how parts relate to each other, par-
shows main jets 1 and power valve 2 adja- (arrow) from the primary throttle shaft ticularly the return springs. The accom-
cent to their respective tapped holes. nut by bending away the metal tabs. panying photographs will help here.

198
15/Note the return-spring positions for
primary and secondary throttle shafts.

l6/Choke-qualify dimension. With a light l8/Dry float setting is measured between


Now the carburetor is completely dis-
closing force on the choke plate, push the float lung and casting as shown-with-
assembled and ready for cleaning. Do the
diaphragm stem toward diaphragm as far out gasket and with the air horn inverted.
cleaning by either method, but remember:
as it will go. With your third hand measure Adjust by bending float tang contacting
Only metal parts can be immersed into
the clearance between the lower edge of the inlet valve_ Be careful not to mar the
commercial-type carburetor cleaners. Non-
the plate and the casting, using a drill contact surface. Dimension is in the repair
metal parts must be cleaned with a mild
(arrow). Correct dimension is listed in kit or Holley Spec Manual. Vehicle service
solvent such as kerosene or one of the
repair kit or Holley Spec Manual. manuals are another source.
other cleaners mentioned in the repair
preparation section. When you've
thoroughly cleaned all of the components,
blowout the passages with compressed
air. If you don't have an air compressor,
a hand tire pump will do nicely. Most
metering restrictions are removable and
easily cleaned . Never stick wires or drills
into these restrictions.

Now go through all of the components


not included in the repair kit, and hence
must be reused. Look for excessive wear.
Pay particular attention to the two throt·
tie shafts and the choke shaft. If the bear-
ings are very loose, the complete carbu-
retor will have to be replaced. This is very
seldom the case. Check the :"ooster venturi
for tightness. A loose fit here could also
require carburetor replacement. For re-
assembly, work your way back through the
disassembly procedure . The pictures will
be of great assistance.

Several adjustments must be made during


assembly. These are dry float setting,
bumper-spring adjustment, choke bi- 17 /Choke qualify is .adjusted as shown. 19/Make sure bi-metal loop fits over the
metal setting, choke pull-down or qualify, Turning in screw gives a smaller or richer tang upon reassembly. Rotate bi-metal
fast-idle-cam phasing, dechoke setting, qualifying dimension_ Turning out has the housing to make sure choke plate moves.
and rough settings for curb and fast idle. opp.osite effect. Some Model 5200's have
Procedures are demonstrated in the photo- a slotted adjustment screw inside the re-
graphs. movable cap.

199
-
20/Fast·idle·cam phasing. With a 5/32·inch 22/Rough normal or curb-idle adjustment 1 is 1-112 turns from where the plate is seated
drill between choke plate and casting as in the bore. You'll want to set to correct RPM on the engine. When an anti·dieseling
shown, there should be 0.010 to 0.030· solenoid is used, the idle speed is set with screw 2 with the solenoid activated.
inch clearance between choke·lever tang
(pencil points to it) and the fast·idle cam
with the fast·idle screw against the second·
highest cam step. Bend tang to adjust.
This adjustment assures correct choke and
fast·idle·cam relationship.

24/Check to make sure the choke plates


seat well in the housing and open and close
without sticking or binding. With the air
horn off, hold the choke plate and housing
up to a light and check for uniform clear·
ance.
23/With the fast-idle adjustment screw
against the top step of the cam, a rough
fast·idle adjustment is 0.035·inch clear·
ance between throttle plate and casting as
shown. Fast·idle screw is shown in the
choke casting and assembly photograph.

21/Measure the dechoke dimension be·


tween the choke plate and casting with
the throttle held wide open. Consult repair
kit or Holley Spec Manual for correct 25/Secondary idle·speed adjustment 1
dimension. Adjustment tang is shown in should be 1/4 to 1/2 turn from where the
previous photograph. throttle plate is seated in the bore.

200
Model 5200 Exploded View

Choke shaft piston assembly


& lever

Choke rod
seal & Pump discharge
retainer check valve

Power valve _~--------.lI L~--~ Float IdJe jet


Needle & seat ~ with retainer
Main body
Primary throttle Secondary
shaft with Secondary operating
accelerator-pump ----=:~~~~~i!2.;;~ throttle return spring
cam
Secondary
operating
throttle lever
shaft

Accelerator
Electric pump cam
choke
assist

cam lever Secondary link


Gasket

. " ~ ~ Thermostatic

..L%;~:a.::-- ~ housing
Diaphragm
. . . . .I1"""111. . • . & shaft
Gasket Retainer

Diaphragm
BOLTS AND SCREWS MAY BE METRIC THREAD OR U .S. STANDARD return spring
JETS ARE METRIC THREAD

NOTE - General view is useful for visual- Solenoid & bracket assembly Idle adjust lever
izing relationship of various parts in the is shown on page 202 in the
carburetor. Specific details will vary with 5210 drawing. Secondary throttle
Part Numbers because each carburetor is lever assembly
made to fit a specific application.

201
Model 5210 Exploded View

~
Gasket F i Iter .

~~cJ;g I
Inlet fitting

Solenoid

ALL BO LTS AND SCREWS ARE U .S. STANDARD. JETS ARE METRIC THREAD
PARTS NOT LABELED ARE ESSENTIALLY THE SAME A S FOR THE 5200 ON PAGE 201.

202
Model4360
Repair & Adjustment
Before proceeding, read the repair-prepara-
tion section. The accompanying photo-
graphs should make the job easier for you.

2/Remove the two screws 1, 2holding the 4/Remove the choke rod by rotating it as
choke diaphragm into the main body. Dis- you pull it through the air horn.
connect the choke-diaphragm link from the
choke-operating lever and the vacuum hose
from the tube in the throttle body. Don't
immerse the choke diaphragm in cleaner.
Check for leaks by pushing the stem in and
then holding your finger over the tube in
back. If the stem moves you've got a leak
and the diaphragm should be replaced.
Next, remove the small C clip 3, holding
the choke-operating lever and fast-idle cam
onto their common shaft. Be careful, the
clip is easy to lose.

Place the carburetor on a stand, legs or 5/Note the position of the choke-rod plas-
5/16 bolts and nuts. This prevents throttle- tic guide. Choke won't work properly if
plate damage. you reverse the position on reassembly.

3/Before removing the lever and cam, dis-


connect the small assist spring by lifting
the tang out of the hole in the shaft
(arrow!. Note the spring position. The
choke lever and rod are separated by rotat-
1/Remove the spring clips from the top ing the lever as you remove it. Now you 6/Remove 10 screws holding the air horn
and bottom of the choke rod and top of can remove the accelerator-pump-rod from to the main body . Four long ones are
the accelerator-pump operating rods its lever. Note the relationship between across the center of the carbu retor. Re-
(arrows). Watch the little rascals, they the choke lever and fast-idle cam. The tor- move the air horn. It probably will require
get away easy and are hard to find. Note sion spring adds extra closing force for cold prying with a screwdriver as shown, and/or
the accelerator-pump-rod position. You'll starts. Note its relationship to the lever and a light rap from the handle will help loosen
want to put it back in the same hole. shaft. the gasket.

203
7/Lift the air horn straight up to prevent
damaging the power-valve-piston stem _ On
reassembly, be very careful not to bend
the power-valve stem_ Get the pump pis-
ton started correctly in its bore_ 10/Check the choke plate and shaft for
binding or damage. If either exist, you'll
want to remove the choke assembly. Don't
do this unless absolutely necessary because
. the staking must be removed from the l2/Main body with integral fuel bowl.
attachment screws. If you perform this Components are power valve 1, primary
operation, be sure to restake the screws main jets 2, and secondary main jets 3.
upon reassembly, supporting the choke
shaft to prevent bending. Here is a dis-
assembled air horn showing the vent baffle,
power valve and accelerator pump re-
moved. The air horn is ready for cleaning.

8/Remove accelerator-pump lever by ta~­


ing out the screw-fulcrum_ Unhook the
lever from the pump rod, freeing all pump
components_ Replace the pump cup with
a new one on reassembly. Remove the
rubber boot from the air horn. Replace it l3/Close up of main jets and power valve.
on reassembly.

~.
ll/Before separating the main and throttle
bodies, remove the fuel-inlet plug and fit-
ting with 7/8" and 1" socket wrenches,
respectively. Remove the filter, spring and
gasket from the inlet cavity . Sintered-
metal filter can be cleaned and reused. Re-
move fuel-inlet-valve assembly with a wide-
blade screwdriver and remove the float by
lifting the combination hinge and retainer.
Turn remaining portion upside down, being
careful not to damage primary booster
ventu ris. Now remove six screws holding l4/Remove the limiter caps from the idle-
the main and throttle bodies together. mixture screws, if there are any, with screw-
Separate the two . Photo shows main-body driver or pliers. Turn the mixture screws
9/lf the power-valve-piston is not moving components. Remove the main jets from in with your fingers until they are seated,
up and down freely, it must be removed the main body, noting the numbers on the counting the tu rns as you go. Record this
and cleaned_ Because this requires remov- jets so you can put them back in the same information for reassembly. Now you can
ing staked material from around the retain- position. Primary and secondary main jets remove the screws and springs. It isn't
er and restaking upon reassembly, don't are seldom the same size. Remove the necessary to remove the throttle plates
do it if you don't have to. A screwdriver power-valve seat, spring and valve . Use a from the throttle body unless there is
and a few raps with a hammer can accom- wide-blade screwdriver, taking care not to damage or wear. Don't do it unless it's
plish the restaking operation. bend the valve stem. necessary-and it's usually not!

204
15/16/17/lf you plan to immerse the throt-
tle body in a strong metal cleaner, you'll
have to remove the primary throttle lever
and shaft assembly because there is a plas-
tic sleeve under the return spring. If you
remove the plates, the staking material
must be removed from the attachment
screws. These screws must be restaked upon
reassembly to prevent them from loosening
and causing engine damage. If total dis-
assembly of the throttle body is needed,
the photographs show the correct relation-
ship of all levers and springs. 18/Before reassembly inspect all of the
parts to be reused for undue wear or
The carburetor is now ready for cleaning. damage. Pay particular attention to the
Remember, do not immerse any plastic choke and throttle shafts and the float.
or rubber parts into the stronger commer- In most cases the kit parts-such as inlet
cial type cleaners- only the metal parts! and power valves, the pump cup and all
Clean all su rfaces thoroughly and blow the gaskets-are the only ones that need
out all of the passages with compressed replacing.
air.
In reassembling the carburetor simply
reverse the disassembly process. Screws
attaching the air horn and throttle body
to the main body require about 30 in.
Ibs. of torque for good retention. If you
don't have a torque wrench, turn them
down snugly .

Remember to check the float setting


before mounting the air horn. Float can
be set dry by inverting the main body and
holding the retainer while the float drops
free. Dimension at point shown should be
1/8-inch.

19/1dle-speed adjustment screw. Back off


screw until throttle plates seat in the bores.
Then rotate screw 1-1/2 turns clockwise
for a beginning idle set. Reset idle speed
to specs after carbu retor is installed .

205
Part Identification for Exploded View on
next page:
1 Choke Plate 42 Throttle Lever Ball
2 Choke Shaft & Lever Assembly 43 Pump Cup
3 Choke Control Lever 44 Choke Rod Seal
4 Fast Idle Cam Lever 45 Pump Stem Seal
5 Dechoke Lever 46 Accelerating Pump Assy.
6 Kill Idle Adjusting Screw 47 Choke Diaphragm Link
7 Air Horn to Main Body 48 Choke Diaphragm Assy.
Screw Short 49 Choke Control Lever Ret .
8 Solenoid Bracket Screw & LW. 50 Pump Lever Stud
9 Fast Idle Adjusting Screw 51 Power Valve Spring
10 Choke Diaphragm Bracket 52 Kill Idle Screw Spring
Screw 53 Idle Needle Spring
11 Fuel Bowl Baffle Screw 54 Fuel Inlet Filter Spring
12 Choke Plate Screw 55 Fast I die Screw Spring
13 Air Horn to Main Body 56 Drive Spring
Screw Long 57 Fast Idle Cam Lever Return
14 Throttle Body to Main Body Spring
Screw & L.W. 58 Choke Control Lever Spring
15 Throttle Plate Screw Pri. 59 Throttle Lever Ball Nut
16 Throttle Plate Screw Sec. 60 Fast I die Cam A ssy.
17 Dechoke Lever Screw & L.W . 61 Choke Rod
18 TEE Plug 62 Secondary Connecting Rod
19 Fuel I nlet Plug 63 Accelerating Pump Rod
20 Power Brake Plug 64 Throttle Lever Ball L.W.
21 Fuel I nlet Filter Gasket 65 Connecting Rod Washer
22 Fuel I nlet Fitting Gasket 66 D ec hoke Lever Retaining W.
23 Main Body Gasket 67 Spring Perch Washer
24 Throttle Body Gask et 68 Connecting Rod Retainer
25 Fuel I nlet Plug Gasket 69 Choke Rod Retainer
26 Fuel Valve Seat Gasket 70 Pump Rod Retainer
27 Flange Gasket 71 Solenoid Bracket
28 Throttle Plate Pri. 72 Choke Vacuum Hose
20/21/Choke-qualify set. Apply a vacuum 29 Throttle Plate Sec. 73 Choke Vacuum Hose
source to the choke diaphragm_ Apply a 30 Throttle Body & Shaft Assy. 74 Fuel Bowl Baffle
31 Idle Adjusting Need le 75 Fuel Inlet Filter
slight closing force to the choke lever with 76 Accelerating Pump Lever
32 Float & Hinge Assy .
one hand while measuring the clearance at 33 Float Hinge Shaft & Retainer 77 Solenoid Idle Stop
the low side of the plate with the other. Con- 34 Fuel I nlet Valve Assy. 78 Solenoid Nut
sult the Holley Parts and Specs Manual 35 Fuel I nlet Fitting Parts not shown on illustration
36 TEE Connector P.C. V. Tube Plug
for the correct dimension_ 5/32" will be
37 Main Jet Prima ry Throttle Lever Ball
close if you have to guess_ Adjust by bend-
38 Main Jet Secondary Throttle Lever Ball L.W.
ing the link (arrow). Even though there is 39 Power Valve Assy . Throttle Lever Ball Nut
a de-choke provision, adjustment is un- 40 Power Valve Needle Seat Trans Kick-Down Stud
necessary because the mechanical secon- 41 Power Valve Needle Trans Kick-Down Nut
daries provide more than adequate unload-
ing.

22/Rough fast-idle adjustment. With the


fast-idle-adjustment screw (arrow) set on
the top step of the cam, adjust so a 0.025"
drill (No. 72) will fit between the throt-
tle plate and bore as shown. If you don't
have a drill, just estimate and reset to speci -
fication on the vehicle. You'll probably
want to do this anyway. If you don't have
the spec, about 1700 RPM with the engine
warm and the vehicle in neutral is a good
starting place.

206
Model 4360 Exploded View

69 __ ~

~ ___ 74

&~I \

25
\~

~~ %
~, 13 \72 ~

66
o
52- __ ,
,.-
@)~ 20

::J.r--,r-" iII:""'-c:;;:._<--, ..:;" ../1 ___ 30

~ 53

~; ~~"""
~~
, , J'

\' .X:
,~~~
27
. ualiz ing relationship
view is useful for VIS 'fic details will vary 59
NOTE - G",,,' ,b'''to'. Spw . m,d, to fit
. us parts ers
of vano in the ca
because eac h carbu retor IS
w ith Part Numb .
a speci'f l' c application. Parts having • designation are not aval' Iable for service

207
Race bowls with individual fuel inlets
require plumbing. It takes effort to gather
the various pieces to mate with the line
from the fuel pump. Holley's universal
fuel line kit 52R-187A plumbs all 4500's,
double-pumpers, 3310's and 4165's-
and any unit converted to race bowls.
3/8-inch copper tubing is silver soldered
into the junction block, which also has a
1/8-inch NPT tap for a fuel-pressure-gage
takeoff.

Open throttles extend below the throttle


body. Handle the carburetor with care
when it is off of the manifold. Avoid
letting your friends play with the carbu·
retor unnecessarily! Damage inevitably
occurs when some unknowing person
holds the throttles open-then sets
the carburetor down hard onto a work-
bench or other surface. Chances are good
that you won't be able to run the carbu-
retor until you've purchased new throttle
plates-at your expense.

208 9.9.821358882150

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