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Attaching Early GM Throttle Linkage To Holley Carbs
Larger carburetors can make morepower on a dynamometer, but this can also result in slower accelerationand lower efficiency of fuel atomization. Where should I hook up my vacuum advance? The most detrimental effects of using the wrongport is an increase or decrease of rpm and poor idle characteristics. Generally the distributor vacuum line goes to the timed port. The accelerator-pumpsystem consists of three main components: This is the carburetor system that is mostresponsible for having good, crisp, off-idle throttle response. Itspurpose is to inject a certain amount of fuel down the throttle boreswhen the throttle is opened to smooth the transition between the idleand main circuits so that no stumble, hesitation, or sluggishness willbe evident during this transition phase. This clearance should be around 0. This ensures thatthe pump diaphragm is never stretched to its maximum limit at wide-openthrottle, which will cause premature pump failure. Next, make sure theaccelerator-pump arm is activated the moment that the throttle begins tomove, which ensures instantaneous pump response. These adjustments canbe made by simply turning the accelerator-pump adjusting screw locatedon the accelerator-pump arm together with the pump override spring andlocknut. Thetime it takes for that fuel to be delivered is controlled by thepump-nozzle size. A larger pump nozzle delivers the fuel much soonerthan a smaller pump nozzle. A backfire lean condition onacceleration also calls for a larger pump-nozzle size. Conversely, ifoff-idle acceleration does not feel crisp or clean, the pump-nozzle sizemay need to be decreased. Holley accelerator-pump nozzles are stampedwith a number that indicates the drilled pump hole size. Pump nozzle sizes areavailable from 0. This screw allows extra fuel to flow to thepump nozzle, assuring that the pump nozzle itself will be the limitingrestriction in the accelerator-pump fuel-supply system. If you must use a No. A 50cc accelerator-pumpconversion kit is available under Holley PN when maximum pumpcapacity is desired. Once nozzle size has been selected, the accelerator-pump system can befurther tailored with the pump cam. Holley offers an assortment ofdifferent pump cams, each with uniquely different lift and durationprofiles that are available under Holley PN The cam profileaffects the movement of the accelerator-pump lever and, subsequently,the amount of fuel delivered by the pump nozzle. Installing a pump cam is a simple matter of loosening one screw, placingthe new pump cam next to the throttle lever, and tightening it up. Thereare two or three numbered holes in each pump cam. Generally, vehicles thatnormally run at lower idle speeds or rpm find this positionmore useful because they can have a good pump shot available comingright off this relatively low idle. Positions number 2 or 3 delay thepump action, relatively speaking. These two cam positions are good forengines that idle at 1, rpm or above. Repositioning the camcompensates for the extra throttle rotation required to maintain therelatively higher idle setting. Pump-arm adjustment and clearance shouldbe checked and verified each and every time the pump cam or pump-camposition is changed. How do I choose the right size carburetor for myengine? A simple formula can assist youwith this. Multiply your cubic-inch displacement by the maximum rpmlimit and then divide by 3, to represent the volumetric efficiency. The result is the amount of cfm the engine requires at the maximum rpmlimit. Is air pushed or sucked into a carburetor? Where should the fuel-pressure regulator be located and whattype should I use? The farther away the regulator is, thelonger it will take to open and close in response to demand, which cancause spikes in fuel pressure. How does a metering rod work and how do I tune withone? Fuel must pass through therestriction created by the main jet and metering rod before entering theengine. The rod extends through the jet, reducing the amount of area forfuel flow. Similar to power valves, metering rods add fuel when acertain engine load or vacuum drop is reached. The two metering rods inan Edelbrock carb have stepped ends that protrude into the main jets andrestrict or increase the flow of fuel through the orifice proportionalto engine load. If the diameter of the rod is large, then fuel flowthrough the jets is more restricted than if the rod were small. Specially tuned springs are used to adjust the vacuum levels required toactuate the rods under various load conditions. Eachengine may require a different fuel curve. The best thing to do is runthe carburetor on the engine right out of the box, then check the sparkplugs and see how they look. You need to have a golden brown color onthe plugs. If they are too white or too black, you need to makeadjustments. How do I know what size power valve to use? The power-enrichmentsystem supplies additional fuel to the main system during heavy-load orfull-power situations. Each Holley power valve is stamped with a number designating the vacuumopening point. An accurate vacuumgauge should be used when determining the correct power valve to use. A competition or race engine with a long-duration high-overlap camshaftwill have low manifold vacuum at idle speeds. If the vehicle has amanual transmission, take the vacuum reading with the engine warmed upand at idle. If the vehicle is equipped with an automatic transmission,take the vacuum reading with the engine warmed up and idling in gear. Ineither case, the power valve selected should have a vacuum opening pointabout 2 in-Hg below the intake-manifold-vacuum reading taken. A stock engine, or one that is only mildly built for street use, willhave high manifold vacuum at idle speeds. To determine the correct powervalve, drive the vehicle at various steady speeds and take vacuumreadings. The power valve selected should have an opening point about 2in-Hg below the lowest steady-speed engine vacuum observed. Most popular Holley performance carburetors incorporate apower-valve-blow-out protection system. A special check valve is locatedin the throttle body expressly for this purpose. This check valve isdesigned to be normally open but will quickly seat to close off theinternal vacuum passage when a backfire occurs. Once closed, the checkvalve interrupts the pressure wave caused by the backfire, thusprotecting the power valve. How much clearance should I have from the top of the venttube to the lid of the air filter? How do an air door, an air-valve secondary, and vacuumsecondaries differ? An air door is typically acounterweighted set of throttle blades that operate separately from theactual throttle blades of the carburetor but is located inside thecarburetor body. It is only accessible by removing the top of thecarburetor and is not easily adjustable. The purpose of an air door isto allow a smooth transition from the primary circuit into the secondarycircuit. An air valve operates pretty much the same way as an air door, but it isnot located inside the carb, and it is adjustable. Vacuum secondaries typically only apply to Holley-style carburetors. It is adjustable bymeans of a spring that can be removed and replaced inside the diaphragm. Why is it necessary for a blower carb to be boostreferenced? A carburetor does notsense the vacuum of the engine when there is a supercharger between thecarb and engine. This lack of vacuum causes the power valve to remainopen. Referencing the power valve to the lower intake allows the powervalve to operate properly, giving precise fuel metering as you wouldachieve without the supercharger. If the power valve is not referencedto the lower intake, it can be sucked shut from the high vacuum signalfrom the blower. This will cause the engine to run 6 to 8 jet sizes toolean, possibly causing engine damage. How is jet size determined and why do two jets with the samehole sometimes flow differently? Can I just drill jets to a biggersize? There is a basicmisconception that size alone determines jet flow characteristics. Thisis not the case because the shape of the jet entry and exit, as well asthe finish, affects flow. Holley jets are finished-drilled in anenvironmentally controlled room so tolerances are as close as possibleeach time a set of jets are run. Holley takes into consideration the jetentry, exit, and finish as a constant variable. Samples are taken atvarious times during each jet run to be sure the machines are holdingtolerances and flow. These hole sizes are measured in thousandths andthe jet part number generally matches the hole size—give or take onethousandth—on jet sizes up to For example, a PN jet has ahole size of 0. Above a 70 jet, the hole sizes aresignificantly larger than the number. Holley has allowable tolerances for each standard jet size, whichexplains why some jets with the same number can seem to flowdifferently. For example, the tolerance range on a 65 jet ranges from The two jets may flow very close to thesame. Holley offers close-limit jets that range in size from 60 to The jetnumbering follows that of a standard jet with a third number added. Forexample, a jet stamped with PN indicates it is a 63 jet. Thethird number, 2, is added to indicate whether the jet flows on the leanside , the middle , or the rich side of the flow band. There is about a 1. Holley close-limit jets are only offered in the middle flow range. Drilling out jets is never recommended because this always alters theentry and exit features to some degree and may introduce a swirl patterneven if the jet is held in a pin vise and carefully drilled. You cannotbe sure of the flow characteristics of a jet that you modify bydrilling—unless you can get that jet back on a flow machine to compareit with a standard jet. How do you tune a vacuum-operated secondary?
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