Lol nice, your video has the same name as my holley play list. When I was starting out, I watched a lot of your older carb videos and they really helped me understand Holleys. Now I build 100% tunable carbs for myself and know more than pretty much any "old timer" at any car show 👌
Thanks, yeah I have come to conclusion that you can make a Holley do everything that you want it to do! Thanks for the kind words... I know some of the stuff in this video was covered in my older stuff.. but I wanted to include some of my Dyno and track testing from years back... Part 2 goes into things I've never talked about.. Thanks again for Watching! Andy
I love Holley carbs, but it is easy for me to dial in and like my guitars tune for atmospheric changes. My wife and son only complain about how finicky they are. I have to admit that a well set up AFB 800 Edelbrock is easier for them to live with.
Something I learned recently is they make a throttle shaft bushing tool kit to repair worn throttle shafts. It comes with the drill bit and a brass sleeve, and it looks super easy to use. I'm going to fix my vacuum secondary spread bore 750 demon. And if it works good it will save a buttload of old carbs
@@adamballinger1358 That they will, and for any carby for that matter. In Australia I have been given a kinds of carbs over the past 40yrs to fix. Without r replacing shafts, and associated issues like getting brass screws out of butterflys. Usually I get them when people have tried to replace shaft and of course it's bent coz of a hammer on the end of a screw driver. Sigh usually those carbs arrive on Friday afternoon 🤔🙄😏🙂
The exact same throttle blade button head cap screws as I put in my Holley more than 25 years ago. It also had the brass feed restrictions that I also made myself before I had the RUclips, social media or the internet.
I have a few ( ok More than a few) vintage Mx bikes and carb tuning is both straightforward and at times challenging. “ You are the computer “ says it all. I ran double pumpers on the street when young and just re jetted , changed and adjusted accelerator pump cams etc and got them to work nice . I was too stupid to know I should’ve failed at it .
Hello James, I do not think you were stupid, just a little lack of knowledge. That can be a good thing IMO. A lot of guys/gals won't even try to get a project done because they are afraid of failure and think I can't do that, it is too hard or complicated. Sometimes, ignorance is bliss and that is how you learn.
@@robertclymer6948 that was more tongue in cheek. There’s a quote attributed to I think Dolly Parton -something about being to stupid to know she was supposed to fail in the music industry.
Andy I always thought i was a Holley guru and for the most part I have been but buddy there is a boat load of information I’ve learned from you and for that i thank you sir……. You are the man 👍👍👍👍👍👍✅✅✅✅✅✅❤️❤️❤️❤️❤️❤️
Thank-you so much for sharing your knowledge with us; you're a great mentor yourself and I reckon David is proud of you, (I've been a huge fan of DV for some time now). Hey, can you share with us where you source the plugs that you use for circuit restrictors?
Thanks for the kind words! You can go to McMaster-Carr and the main sizes I use are 6-32, 8-32 you can get the taps from them as well as the pin vise index size drills... Thanks for Watching Andy
On an engine that's making good idle vacuum, ya know, more of a daily driver type, the IFR wire trick actually covers the transfer slot tuning too, and works best if the wire is sized to the transfer slot requirements. This is because the vacuum at idle and cruise on a stocker are much closer together than something cammed that only makes vacuum at cruise, which really negates the need for a separate circuit. Usually the idle circuit still has plenty of fuel left to do what it needs to do. I know your content is more racing oriented, but this could definitely still be relevant to lots of your viewers And don't think I'm trying to just smartass you here, you're actually the guy who turned me on to this idea in the first place! I just took what I learned from your channel and applied it to something much, much more mild than Casper. The end results I got out of my Holley outshined the Q-Jet it replaced in every single way. Economy, power, burnouts, you name it... These carbs can be made to work as good as any other in a daily with enough patience and attention, and you're one of the folks I have to thank for guiding me to that point. Thank you for the knowledge my man (And to those of you still reading this far down in this now embarrassingly long comment, if you wish to try the IFR wire trick, electric guitar strings are the absolute best for this. Precisely measured single strand wire available in .008" in diameter and up in .001" increments. Seriously can't beat it for hardcore precision tuning on a daily)
Hey would you do any modifications on an older Holley 4160 on a stocker? I have a stock 351w and just want the best out of this carb, economy, reliability,power torque.
I always loved tuning on a carb, especially a holly. Nothing Beats a good book on hollys. Thanks for the booster info. I never totally understood the reason for different boosters but now i do. Thanks andy love the videos
l glad you brought this up as I have experienced some of this . I was at the finals at San Antonio years ago running a 68 Camaro power glide with a 427 and a 9 inch . I took the 1050 off it and carried it to the holly tech booth . He removed the float bowels and installed new gasket adjusted the floats and installed 2.5 power valves . That the only size he had . I never for got . Later on I took my 302 that had a lot of cam and a decent heads off a g gas car that had set the record once and installed it in a econ rail with a power glide . Sure enough it ran rich at idle in gear . I drilled the holes in the throttle plate and installed the wire in the mettering plate as you suggested and the 2.5 power valve . I ran reo pumps and I used the trial and error on the nozzles . That fixed the idle problem . I talked to T Willy at isky and he said I could use less cam as I was running a 600 isky roller . That was a long time ago . If I had it to do over I use a ls and a lot more cubic inches . Thanks for the videos
Great video. I like the drag footage and go-pro video. After helping UTG solve his problem based on phone call it is clear that you know what you’re doing. Now I need to go look for your other carb videos because although I’m old enough to have grown up with carbs I’ve never been able to tune one. Never to late to learn. Thanks again Andy.
I found the part about boosters very informative and good to know, something I didn't know. I have open the air bleed holes on some holleys to get them to idle without burning your eyes with unburned fuel.
Awesome video ! Really appreciate your knowledge and sharing it with us ! I remember my dad always saying talk to the older mechanics at a garage. And I’m not saying your old ! And asked why he said that. He said because things aren’t always stock and to understand exactly how things work and what they need to work correctly only comes from experience !! And you, my friend, clearly have that kind of experience !! Always appreciate your videos Andy!! Take care
Thanks for the kind words Tony... You are right. These things come from experience and testing. Finding out what works and what doesn't.. but I've always been one to have to figure out the why's! Thanks for Watching and sharing your Dad's story! Andy
I have a ton of DV books, for decades now. But maybe it's they way you described xfer slots and especially Boosters...I finally understand what booster and why. Also didn't know they actually pulsed! If you put this together on DVD or something, showing the different systems, and mild to wild carbs....I WOULD BUY IT. Hey you know DV, package it up, i'll buy it.
Thank!!! You and D V are god’s of motors and you guys talk real. I can’t wait to see your next video. I have been going nuts till it comes out. Thank you again so much sir . Now I wish I had a Dino to test on to put all this together. Again thank you!
Thanks Andy! Real informative. I have never played much with boosters, different types. I have a 1982 fox body with a 351, always smells a lot like those "cap" guns we had as kids, when you give it the gas. I've messed with jetting, and the idle restrictor, accelerator pump.
Ive always lived in mild climates, most of the time I remove the choke plate and toss it like a frisbee, pump the gas pedal a few times with ignition delete, crank the motor (my 2,3) then fire it up
Very impressive work---thank you! I have a pair of BBC 565cid engines with single plane intakes with an air-gap design under the runners.for an offshore boat I have with Holley 950cfm hp carbs....but I bought them way back in 2004/2005 and they came from the Holley factory with the stock down-leg boosters....I also run a phenolic 1" carb spacer and after I come off plane and off plane to idle speeds and lift the hatch I notice lots of condensation beads of water all around the exterior plenum of the intake manifold---I also have hood scoops, so the engines get all the cool intake air they want---but I think I am going to get some of the Holley "Stepped" down-leg high gain boosters. What great research from you and David V....thanks again.
love your videos I bought David's book on carburators about 35 years ago when I was running the same intake you have on mixed up boss it helped alot getting my cleveland to go in the 9's in a 53 studebaker . swtill have that cleveland might put it back in service in a 65 falcon . but I do appriciate your videos .
Interesting and good to see someone else who ain't afraid to dig into a carb. Ran a 660 Centrafliw on my 72' 400 4spd RR. It took a 4.30 rear but it ran 11.88 best with a 9" slick. Not exactly alight car or high HP combo but working out the carb was the best thing I did. Had a buddy that had an early version of a portable emissions testing setup who helped me out alot.
Yeah, I've never been afraid to try something even if it was wrong... Sometimes that is the only way to learn what works! That sounds like a sweet ride! I love 71-72 RR's
Hi Andy, thanks for sharing the details, I just pulled the holleys off my impala to put restrictors into the carb body's. Almost operating perfectly just isn't good enough now that I understand how to limit the flow to the off idle circuit. Can't wait to see Casper running again.
Thank you for doing the reboot of this topic. I've got the Holley 4150& 4160 red book and DV's How to Super Tune and Modify Holley Carburetors. I've gone through the red book and half way through DV's book. I will say that watching these videos is really helping to put the rubber on the road. I'm a kinesthetic learner, so the more hands on I get the more it will make sense. For not it's a virtual hands, but I'm looking for good junk carb to take apart and mess with to help with that learning process. Trouble is people want too much. I'd love to find someone that has a cracked carb with warn out shafts and give then $50 for it so I can play and learn. It's the details. How to remove the transfer slot restricture and how far in do you drill? Obviously it is not all the way though, so there must be some measurement that needs to be learned or communicated.
I was hoping you would add something like this to your library so I have a good as gold reference for doing what I need to do with my setup when I get it all assembled. Thanks for your video Unity Motor Sports!
@@UnityMotorSportsGarage I enjoy your video and it is so informative to the point where a simple kinda guy can understand how you explain in leyghman's terms. I'm a watch/read then hands on kinda person. I have been told to precise and too perfect? I'm far from perfect but like to do things the right way and then you only have to do it once or twice, depending on the task. Let me know what you recommend for carburator pair, and cam so I can get you some money rounded up and send it your way. That way when you do get or find the right thing you are able to act on it. Thanks for your help, time, and the college courses on how to do this right. Most don't go in to a fraction of the details or anything that you might need to do. You guys are the best! Great evening to you Andy!!!!
Andy, thank you- I've been trying to get a Holley 800 cfm spreadbore to work on a heavily cammed 455 Olds. I kept switching parts, testing, not knowing what I was doing really. I keep going back to the quadrajet, as I was more knowledgeable of its circuits. This is going to help a great deal, sir. Part 2 will be very helpful and I look forward to it also.
Your videos are awesome. Thanks for your knowledge. Lots of how too info, I look forward to watching your vids. Your a good man , God bless you and David Vizard .
Super helpful. Perhaps more detail in the future on actually drilling tapping and prepping jets to make changes to the transfer slot feed, so we can see how it’s done.
Loved this video. Thanks Andy. I read DV’s Holley book. A year or 2 a go I went from a performer to an rpm air gap. I couldn’t get rid of a stumble using my straight leg 600 or my down leg 750 after going to the air gap. I tried tuning the transfer slots, I tried everything! I saw one of your videos where you touched on this subject about boosters. So I ordered a summit 600 with the annular boosters. Problem solved! Thanks again Andy.
Interesting discussion here on boosters. One thing your video doesn’t mention and 99% of other’s don’t (not a bad thing) is mixed boosters. I learned this recently but I didn’t realize Ford actually used annular primary and down leg secondary boosters on their Holley carburetors that were used in the final carburetor Mustangs. I would be interested to see a carburetor test with that kind of setup on a tuned aftermarket carburetor.
When done right they work well... Ford did it for better driveability with the 4180 carb .. I've mixed boosters on intakes that have distribution issues too... To mix boosters you need to test,test,test to get things perfect... Thanks for Watching Andy
Thanks Andy. Gonna have to watch this one a few times! A little over my head but I understand the concept. Awesome information and thanks for sharing. Cheers from Motown.
Oh and have to mention this was with the first of the Edelbrock Tarantula manifolds. I had done the oiling system mods recommend by Chrysler for engine seeing 6500 rom or more with a milodon 7 qt pan.
I have a Fox 302 bracket car with 650 DP your videos have really help me, looking forward to learning more tuneing tips. Jetting for different weather would be nice.
For different weather, this is where heated intakes really shine. If you can make your car perform with a hot intake, you'll be changing jets a lot less when the weather takes a turn
Awesome Andy. I totally enjoyed the tech on the Boosters and application s. I hope you continue to grow this channel. I built my uni-sync carburetor hat after watching your video. My 500" Mopar dual quad set up is now 1.1:1 ratio and has some serious gains in performance and driveability. Thanks for sharing your knowledge and experience, I hope you don't stop my friend. God bless.
Hi Andy, I have what is probably a dumb question. I have a dual plane intake but my carb linkage plate is a single plane mount under the carb. This plate is 1/8th of an inch in thickness and being single plane Im wondering if pressure pulses coming back up the intake will cause interference across the dual planes, since this linkage plate does not separate/isolate the planes (allowing a gap of 1/8th of an inch or the thickness of the mount). Does this sound plausible that I could be getting pressure pulse interference?
A few yrs ago I began a carb build of a dual feed 750 buying the new modern center section and base plate but metering info of entire carb is what I need to find and wondered if you can point me in a direction.I have carb books but they lack total info
G'day Andy , have u dragged ur Truck as yet ? And if so how did U go ? Another Q) 4U . How hard is it 2 find the Predator ×2 5000 or 6000 series in the USA .
Robert I still have to get it in the truck... I've been working a ton over the past month... On the Predator carbs.. here in the US they are kinda hard to find! They are out there but not common Thanks for watching Andy
A 2 part white epoxy called Marine Tex works great on carb issues . its heat and cold proof and with stood a 48 hour test submerged in gasoline. I found it works great for re-gluing the fuel caps back on under the plastic body on thermoquad carbs . I bought it on amazon . 17.00 white box with red and blue lettering . you get a white paste in a small container and a clear glass vile of clear hardner . it's even sandable get stuff .
Cool vid 👍🏼🏁 Totally agree on the booster selection✅ Have a story of my own on that topic, wrong carb / booster was worth almost 5tenths back in the day on my na 4V Cleveland. It ran strong but Once the right carb was put on, my god!....... was like a 100 shot of nos lol night n day difference 🤷🏼♂️🏁
this is a great follow up video to uncle tonys I commented on about tuning the holley carb for a tunnel ram setup really appreciate extra levels of detail you go into. can i ask where you order the brass inserts you use or if you have a kit with the drill bit, tap and inserts needed to perform these modifications i could order from you?
You can order the brass set screws from McMaster-Carr they The main sizes I use is as follows 6-32 and 8-32 they also have the pin vise and index drill bits you will need. Thanks for the kind words and for watching Andy
I am loving your videos my wife recently surprised me by buying me a 1923 T Bucket Roadster small block Chevy 350 with a mild cam I really want to put a dual quad tunnel ram on my motor I was really hoping that you could tell me what would be the best tunnel ram for it and what two Holly carbs should I run. by watching your video I know I should run a one-to-one linkage a vacuum secondary and a annular booster with your help I would know which tunnel ram to get and what 2 Holley carburetors to buy
Hi Andy, Do you think these small annular boosters have enough area behind the annular insert to flow enough fuel for a 625 hp small block that turns 8400 rpms on a 1/2 mile dirt track? Using a 750 Holley centre section...Thanks love all that you and David do!
Don honestly, at that rpm I would use a stepped down leg booster the problem with the small annular is maintaining a good fuel curve in the upper rpm range ( it keeps getting richer the higher rpm you turn ) The annular also will block the venturi slightly more and will lose CFM If you had a Tunnel Ram with 2 carbs the story would be different Andy
@@UnityMotorSportsGarage Would there be anything that could be done in the metering block with the well bleeds to counter this? Also, these down leg annulars are the same size as a down leg stepped. .625 od I believe ...
Could you do a video on how to backwoods change the boosters out I have 2 carbs I want to change to annual and do you change out the secondary boosters to or just primaries
I will do a video on changing boosters down the road.. I normally change all four unless it is something that has a weird manifold distribution issues... In which takes a good deal of testing to see what the engine wants... Andy
What are your thoughts on the Thompson power last plates? I have a Holman Moody boss 429 that has a box ram intake that has a slight big when you nail it during acceleration. There is a video of it on our you tube channel that is old and we haven’t done much with if you need to see it it is under Henk Brothers. I don’t drive it much but it bothers me and I would like to fix that. Great videos by the way ! Can’t wait to see Casper running those Hammerheads.
@@williamhenk1030 this goes against what is main stream knowledge, but I have had good success with the SUM- M08600VS carb. I run these on my tunnel wedge and no bog. The carbs are not run straight out of the box but tunned. I have also a boss 302 engine in my 68 F 100 with a c4. Same carb. No bog and plenty of throttle response. It would be fun to tune your engine. One thing very important. Engine has to have even compression in all cylinders and intake and carb mounting pad has no vacuum leaks. I don't believe everything I read and hear. You have to just get in and experiment yourself.
@@cammontreuil7509 the problem is the intake is a big box ram designed to run wide open for 500 miles and not throttle response . Underneath that top plate is 8 equal length runners. I’m running an 850 double pumper. I’m gonna try those Thompson power blast plates on it and a supercharge studibaker and see what happens after I finish up on a 4.0L Jeep engine I’m building .
@@williamhenk1030 I'm familiar with this intake. As you know and I know this box intake is used on a boss 302. We're both preaching to the singer's. Sometimes looking out of the " box" we find solutions. Well you're working on a yeep engine. Cool. I'm working on a 4v cleveland building it for low end torque. Something the regular stream always said can't be done. Going to dyno the engine. Part of what I learned is critical is cam timing to increase velocity. Same could be done with your engine. But you'd have to have a custom cam reground. Atleast maybe 3 or 4 of them. If you plan to use your box on the street.
Bob, it's actually the opposite, I had to jet down because with the stronger booster signal it ran rich. I ended up with 62 jets in them if I remember correctly Andy
@Unity Thanks a Lot for your response. i meant to say smaller, but said the opposite due to brain flatulence. your info confirms what i was thinking. i'm putting some of those boosters in an 800 double pumper. Thanks Again.
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Best carb video I’ve watched on RUclips
Thank you for the kind words and for Watching!
Lol nice, your video has the same name as my holley play list. When I was starting out, I watched a lot of your older carb videos and they really helped me understand Holleys. Now I build 100% tunable carbs for myself and know more than pretty much any "old timer" at any car show 👌
Thanks, yeah I have come to conclusion that you can make a Holley do everything that you want it to do! Thanks for the kind words... I know some of the stuff in this video was covered in my older stuff.. but I wanted to include some of my Dyno and track testing from years back... Part 2 goes into things I've never talked about.. Thanks again for Watching!
Andy
Nice info on boosters
Thanks for the kind words and for watching
Andy
I love it when someone figures out how to make “trash” work like a dream. Good video Andy looking forward to watching part two.
I love Holley carbs, but it is easy for me to dial in and like my guitars tune for atmospheric changes. My wife and son only complain about how finicky they are. I have to admit that a well set up AFB 800 Edelbrock is easier for them to live with.
The Holley is far from trash you just don't know how to work on it ,go to the track and you will see the fastest cars use the Holley
The timing of this is so perfect. Can’t wait for the 4 corner idle info. I’ve got a 650 DP that is in desperate need of a freshen up. Thanks
Ive got a 4 corner 800 that needs help to.
Thanks for Watching! Stay Tuned for Part 2...
Something I learned recently is they make a throttle shaft bushing tool kit to repair worn throttle shafts. It comes with the drill bit and a brass sleeve, and it looks super easy to use. I'm going to fix my vacuum secondary spread bore 750 demon. And if it works good it will save a buttload of old carbs
They work great. I rebuilt my Qjet with one and it was like having a new carb.
Im a machinist been putting bronze oilite bushings in throttle plates for years they will last for a very long time.
@@adamballinger1358 That they will, and for any carby for that matter.
In Australia I have been given a kinds of carbs over the past 40yrs to fix.
Without r replacing shafts, and associated issues like getting brass screws out of butterflys.
Usually I get them when people have tried to replace shaft and of course it's bent coz of a hammer on the end of a screw driver.
Sigh usually those carbs arrive on Friday afternoon 🤔🙄😏🙂
I'm a Qjet lover myself. I'm also a machinist and have repaired several worn throttle shafts using bushings. It makes them better than new actually.
This is a great how-to and WHY video, Andy. Thanks so much!
The exact same throttle blade button head cap screws as I put in my Holley more than 25 years ago. It also had the brass feed restrictions that I also made myself before I had the RUclips, social media or the internet.
I agree... Been doing this stuff for years, many folks haven't ever heard about these tricks
Carburetion generally yields more power than EFI when they have a spot on tune. They tend to outflow air wise an EFI setup.
I have a few ( ok More than a few) vintage Mx bikes and carb tuning is both straightforward and at times challenging. “ You are the computer “ says it all. I ran double pumpers on the street when young and just re jetted , changed and adjusted accelerator pump cams etc and got them to work nice . I was too stupid to know I should’ve failed at it .
Hello James, I do not think you were stupid, just a little lack of knowledge. That can be a good thing IMO. A lot of guys/gals won't even try to get a project done because they are afraid of failure and think I can't do that, it is too hard or complicated. Sometimes, ignorance is bliss and that is how you learn.
@@robertclymer6948 that was more tongue in cheek. There’s a quote attributed to I think Dolly Parton -something about being to stupid to know she was supposed to fail in the music industry.
Getcha notebooks out! KING Andy isa speaking!
Outstanding tutorial, I thought I knew plenty about the Holley, now I know more, keep the faith brother. Keep on rocking that BLUE OVAL.
Having DV in your corner is awesome! Great video! I'm a recent subscriber so I'm catching up on the older videos.
Even though I haven't raced in many years, I still enjoy watching videos like yours. Thanks Andy & keep the Fords a fly'n!❤
Thanks for Watching Robert!
Andy
Andy I always thought i was a Holley guru and for the most part I have been but buddy there is a boat load of information I’ve learned from you and for that i thank you sir……. You are the man 👍👍👍👍👍👍✅✅✅✅✅✅❤️❤️❤️❤️❤️❤️
Great Video...David is the man!! You had an amazing mentor..
Thanks for the kind words! David is the man... I have learned so much from him over the past 15-20 years!
Thanks for Watching
Andy
Thank-you so much for sharing your knowledge with us; you're a great mentor yourself and I reckon David is proud of you, (I've been a huge fan of DV for some time now).
Hey, can you share with us where you source the plugs that you use for circuit restrictors?
Thanks for the kind words! You can go to McMaster-Carr and the main sizes I use are 6-32, 8-32 you can get the taps from them as well as the pin vise index size drills...
Thanks for Watching
Andy
On an engine that's making good idle vacuum, ya know, more of a daily driver type, the IFR wire trick actually covers the transfer slot tuning too, and works best if the wire is sized to the transfer slot requirements. This is because the vacuum at idle and cruise on a stocker are much closer together than something cammed that only makes vacuum at cruise, which really negates the need for a separate circuit. Usually the idle circuit still has plenty of fuel left to do what it needs to do. I know your content is more racing oriented, but this could definitely still be relevant to lots of your viewers
And don't think I'm trying to just smartass you here, you're actually the guy who turned me on to this idea in the first place! I just took what I learned from your channel and applied it to something much, much more mild than Casper. The end results I got out of my Holley outshined the Q-Jet it replaced in every single way. Economy, power, burnouts, you name it... These carbs can be made to work as good as any other in a daily with enough patience and attention, and you're one of the folks I have to thank for guiding me to that point. Thank you for the knowledge my man
(And to those of you still reading this far down in this now embarrassingly long comment, if you wish to try the IFR wire trick, electric guitar strings are the absolute best for this. Precisely measured single strand wire available in .008" in diameter and up in .001" increments. Seriously can't beat it for hardcore precision tuning on a daily)
Hey would you do any modifications on an older Holley 4160 on a stocker? I have a stock 351w and just want the best out of this carb, economy, reliability,power torque.
Thanks for teaching about Holly
just found your channel over the last couple of days looking into tunnel ram tuning before getting one, love all the info you have. subscribed!!!!!
Thanks for the kind words and Sub! I'm glad you got something from it....
Andy
I always loved tuning on a carb, especially a holly. Nothing Beats a good book on hollys. Thanks for the booster info. I never totally understood the reason for different boosters but now i do. Thanks andy love the videos
Thanks Mark! Hope all is well your way..
Andy
l glad you brought this up as I have experienced some of this . I was at the finals at San Antonio years ago running a 68 Camaro power glide with a 427 and a 9 inch . I took the 1050 off it and carried it to the holly tech booth . He removed the float bowels and installed new gasket adjusted the floats and installed 2.5 power valves . That the only size he had . I never for got . Later on I took my 302 that had a lot of cam and a decent heads off a g gas car that had set the record once and installed it in a econ rail with a power glide . Sure enough it ran rich at idle in gear . I drilled the holes in the throttle plate and installed the wire in the mettering plate as you suggested and the 2.5 power valve . I ran reo pumps and I used the trial and error on the nozzles . That fixed the idle problem . I talked to T Willy at isky and he said I could use less cam as I was running a 600 isky roller . That was a long time ago . If I had it to do over I use a ls and a lot more cubic inches . Thanks for the videos
Great video. I like the drag footage and go-pro video. After helping UTG solve his problem based on phone call it is clear that you know what you’re doing. Now I need to go look for your other carb videos because although I’m old enough to have grown up with carbs I’ve never been able to tune one. Never to late to learn. Thanks again Andy.
Mike, thanks for the kind words!
Andy
I found the part about boosters very informative and good to know, something I didn't know. I have open the air bleed holes on some holleys to get them to idle without burning your eyes with unburned fuel.
Thanks Stephen! I will cover the air bleeds and the connection to the IFR In the next video
Andy
@@UnityMotorSportsGarage Thank you, I will be looking forward to watching them and learning more about holleys.
Awesome video ! Really appreciate your knowledge and sharing it with us ! I remember my dad always saying talk to the older mechanics at a garage. And I’m not saying your old ! And asked why he said that. He said because things aren’t always stock and to understand exactly how things work and what they need to work correctly only comes from experience !! And you, my friend, clearly have that kind of experience !! Always appreciate your videos Andy!! Take care
Thanks for the kind words Tony... You are right. These things come from experience and testing. Finding out what works and what doesn't.. but I've always been one to have to figure out the why's! Thanks for Watching and sharing your Dad's story!
Andy
I have a ton of DV books, for decades now. But maybe it's they way you described xfer slots and especially Boosters...I finally understand what booster and why. Also didn't know they actually pulsed! If you put this together on DVD or something, showing the different systems, and mild to wild carbs....I WOULD BUY IT. Hey you know DV, package it up, i'll buy it.
Thanks for the kind words Mike
Andy
Mr. Vizard is a total genius!!!
Yes he is... He has taught me so much over the years! Thanks for Watching
Andy
Thank!!! You and D V are god’s of motors and you guys talk real. I can’t wait to see your next video. I have been going nuts till it comes out. Thank you again so much sir . Now I wish I had a Dino to test on to put all this together. Again thank you!
Thanks Andy! Real informative. I have never played much with boosters, different types. I have a 1982 fox body with a 351, always smells a lot like those "cap" guns we had as kids, when you give it the gas. I've messed with jetting, and the idle restrictor, accelerator pump.
Ive always lived in mild climates, most of the time I remove the choke plate and toss it like a frisbee, pump the gas pedal a few times with ignition delete, crank the motor (my 2,3) then fire it up
Fantastic vid as usual Andy. Incredible seeing the boosters pass fuel in pulses as each intake valve opens!
Thanks for Watching! It's pretty wild to see it in a slow motion vid... You can learn alot from it really...
Andy
Thx for the explanations
Thank you for watching!
Thanks Andy! Quality content! Not many people get in depth on carb tuning all makes sense. Thanks!
Anytime... I'm glad you got something from it! Thanks for Watching
Andy
Your use of editing and camera work are excellent and really helps clarify the information that you are presenting.
Thank you for the kind words! It's something that I strive for in my videos..
Andy
Very impressive work---thank you! I have a pair of BBC 565cid engines with single plane intakes with an air-gap design under the runners.for an offshore boat I have with Holley 950cfm hp carbs....but I bought them way back in 2004/2005 and they came from the Holley factory with the stock down-leg boosters....I also run a phenolic 1" carb spacer and after I come off plane and off plane to idle speeds and lift the hatch I notice lots of condensation beads of water all around the exterior plenum of the intake manifold---I also have hood scoops, so the engines get all the cool intake air they want---but I think I am going to get some of the Holley "Stepped" down-leg high gain boosters. What great research from you and David V....thanks again.
Thanks for the kind words and for watching!
Andy
love your videos I bought David's book on carburators about 35 years ago when I was running the same intake you have on mixed up boss it helped alot getting my cleveland to go in the 9's in a 53 studebaker . swtill have that cleveland might put it back in service in a 65 falcon . but I do appriciate your videos .
Thanks for the kind words Michael! I can say that I have been taught by the best... That's forsure
Andy
Great video looking forward to part 2 and more!
Thank you very much Andy for sharing your information and hard work with us! Greatly Appreciated and looking forward to the next one!!!!!
Thank you for watching!! That is why I continue to do this.. passing on what was freely given to me!
Andy
Interesting and good to see someone else who ain't afraid to dig into a carb. Ran a 660 Centrafliw on my 72' 400 4spd RR. It took a 4.30 rear but it ran 11.88 best with a 9" slick. Not exactly alight car or high HP combo but working out the carb was the best thing I did. Had a buddy that had an early version of a portable emissions testing setup who helped me out alot.
Yeah, I've never been afraid to try something even if it was wrong... Sometimes that is the only way to learn what works! That sounds like a sweet ride! I love 71-72 RR's
Hi Andy, thanks for sharing the details, I just pulled the holleys off my impala to put restrictors into the carb body's. Almost operating perfectly just isn't good enough now that I understand how to limit the flow to the off idle circuit. Can't wait to see Casper running again.
Thank you for doing the reboot of this topic. I've got the Holley 4150& 4160 red book and DV's How to Super Tune and Modify Holley Carburetors. I've gone through the red book and half way through DV's book. I will say that watching these videos is really helping to put the rubber on the road. I'm a kinesthetic learner, so the more hands on I get the more it will make sense. For not it's a virtual hands, but I'm looking for good junk carb to take apart and mess with to help with that learning process. Trouble is people want too much. I'd love to find someone that has a cracked carb with warn out shafts and give then $50 for it so I can play and learn. It's the details. How to remove the transfer slot restricture and how far in do you drill? Obviously it is not all the way though, so there must be some measurement that needs to be learned or communicated.
I was hoping you would add something like this to your library so I have a good as gold reference for doing what I need to do with my setup when I get it all assembled. Thanks for your video Unity Motor Sports!
Thanks John! I believe part 2 will be more telling..
Andy
@@UnityMotorSportsGarage I enjoy your video and it is so informative to the point where a simple kinda guy can understand how you explain in leyghman's terms. I'm a watch/read then hands on kinda person. I have been told to precise and too perfect? I'm far from perfect but like to do things the right way and then you only have to do it once or twice, depending on the task. Let me know what you recommend for carburator pair, and cam so I can get you some money rounded up and send it your way. That way when you do get or find the right thing you are able to act on it. Thanks for your help, time, and the college courses on how to do this right. Most don't go in to a fraction of the details or anything that you might need to do. You guys are the best! Great evening to you Andy!!!!
Spot on, Andy! Excellent info and well presented. Can’t wait for part 2. Two thumbs up!
Thanks for Watching
Part 2 will be just as interesting..
Andy
Great tech as always! Thank you Andy!
Thanks for the kind words!
Andy
Andy, thank you- I've been trying to get a Holley 800 cfm spreadbore to work on a heavily cammed 455 Olds. I kept switching parts, testing, not knowing what I was doing really. I keep going back to the quadrajet, as I was more knowledgeable of its circuits. This is going to help a great deal, sir. Part 2 will be very helpful and I look forward to it also.
Thanks for the kind words and watching.. hopefully it will get you in the right direction!
Andy
Your videos are awesome. Thanks for your knowledge. Lots of how too info, I look forward to watching your vids. Your a good man , God bless you and David Vizard .
Thank you for the kind words! I ha e learned so much from DV over the years...
Andy
Love the video! Thanks for the great information!
Excellent basic training. It's been a long time since I had to tune my old 650 and now I have 750 holley needing a tweek atop a 428CJ
Super helpful. Perhaps more detail in the future on actually drilling tapping and prepping jets to make changes to the transfer slot feed, so we can see how it’s done.
I will probably do that down the road! Thanks for Watching
Andy
Great video Andy. Love any info on carbs, since I am so old school. 👍👍
Thanks Brother!
I suddenly realize I don't even know how to change jets !!!!!! Great video, and one sure to be referenced by many !!!!
Thanks Brother! You have it going on with the Drag Truck... What is a good way for me to contact you?
Andy
Thanks 4 sharing this, and others
Steve thank you for watching!
Andy
Thanks Andy, that is really interesting. 👍
Your carb tech is great, love Holly's. But with Holly's every where,its easier to get the right carb for the right AP. Great video.
Loved this video. Thanks Andy. I read DV’s Holley book. A year or 2 a go I went from a performer to an rpm air gap. I couldn’t get rid of a stumble using my straight leg 600 or my down leg 750 after going to the air gap. I tried tuning the transfer slots, I tried everything! I saw one of your videos where you touched on this subject about boosters. So I ordered a summit 600 with the annular boosters. Problem solved! Thanks again Andy.
Thank you for your insights and video 🙂❤👍PS: Great show love this tech stuff on old fashioned carby cars
Thanks Jimmy!
Andy
That's all we need, another video on holley carburetors.
Joe, I believe this one is a bit different... But I will let you be the judge on it
Andy
Interesting discussion here on boosters. One thing your video doesn’t mention and 99% of other’s don’t (not a bad thing) is mixed boosters. I learned this recently but I didn’t realize Ford actually used annular primary and down leg secondary boosters on their Holley carburetors that were used in the final carburetor Mustangs. I would be interested to see a carburetor test with that kind of setup on a tuned aftermarket carburetor.
When done right they work well... Ford did it for better driveability with the 4180 carb .. I've mixed boosters on intakes that have distribution issues too... To mix boosters you need to test,test,test to get things perfect... Thanks for Watching
Andy
Almost makes me want a Holley to play with! Wonder what would work well for a blow through setup for a turbo poly 318. :-)
I bet it would work great with some work!
Andy
GOOD STUFF!
Thanks for Watching
Andy
Thanks Andy. Gonna have to watch this one a few times! A little over my head but I understand the concept. Awesome information and thanks for sharing. Cheers from Motown.
I sure like finding information like this.
Thanks Hugh!
Andy
Great video. I just subscribed and will check out others. I have Dave's book. My race friend says I need to follow what you guys say.
Thanks for the kind words and for subbing to the channel! I hope you get something from the videos...
Andy
Thank you for your videos they are great. I'm learn a lot
Thank you for watching and the kind words Marco!
Andy
Oh and have to mention this was with the first of the Edelbrock Tarantula manifolds. I had done the oiling system mods recommend by Chrysler for engine seeing 6500 rom or more with a milodon 7 qt pan.
Another great informative video from Unity Motor Sports. Should me tackling Holley carburetor tuning easier, and a much less daunting task.
Thanks! That is my goal... To make carb tuning a little less intimidating as it's not black magic
Andy
Good job Andy
Thanks Billy! I'm glad you enjoyed it...
Andy
Awesome video and job Andy.Look forward to the next segment
David Vizard is a genius!
Yes he is... I'm lucky to call him a Friend! Thanks for Watching
Andy
Great content topic Andy.
I have a Fox 302 bracket car with 650 DP your videos have really help me, looking forward to learning more tuneing tips. Jetting for different weather would be nice.
For different weather, this is where heated intakes really shine. If you can make your car perform with a hot intake, you'll be changing jets a lot less when the weather takes a turn
Thanks for passing on the knowledge bro!!!👍🤠👍✅🇺🇸
Awesome Andy. I totally enjoyed the tech on the Boosters and application s. I hope you continue to grow this channel. I built my uni-sync carburetor hat after watching your video. My 500" Mopar dual quad set up is now 1.1:1 ratio and has some serious gains in performance and driveability. Thanks for sharing your knowledge and experience, I hope you don't stop my friend. God bless.
Good video mate!
Can you show us how you change the boosters please. I’d like to do it myself. The ones that screw in like you gave UTG
Thanks
I plan on making a video here in the near future on that!
Andy
Nice work dude. Thanks for sharing the knowledge.
I’d like to See a video of the Ol Blue. I remember reading about it way back when.
John, I actually did one a good while back... You can find it on my channel
Thanks for Watching
Andy
HI ANDY THANKS FOR ANOTHER GREAT VIDEO
Thank you Mike for Watching!
ANY ENGINE UPDATE? I HAD A HOLLEY 500, 600, 750 AND 850 ALL VAC STYLE NEVER HAD ONE PROBLEM
Thanks Andy
Excellent explanation. Great content.
Cheers
Thanks for the kind words! Thanks for Watching
Andy
Hi Andy, I have what is probably a dumb question. I have a dual plane intake but my carb linkage plate is a single plane mount under the carb. This plate is 1/8th of an inch in thickness and being single plane Im wondering if pressure pulses coming back up the intake will cause interference across the dual planes, since this linkage plate does not separate/isolate the planes (allowing a gap of 1/8th of an inch or the thickness of the mount). Does this sound plausible that I could be getting pressure pulse interference?
one the best videos on a holley carb
Thank you!
Andy
@@UnityMotorSportsGarage welcome
A few yrs ago I began a carb build of a dual feed 750 buying the new modern center section and base plate but metering info of entire carb is what I need to find and wondered if you can point me in a direction.I have carb books but they lack total info
G'day Andy , have u dragged ur Truck as yet ? And if so how did U go ?
Another Q) 4U .
How hard is it 2 find the Predator ×2
5000 or 6000 series in the USA .
Robert I still have to get it in the truck... I've been working a ton over the past month...
On the Predator carbs.. here in the US they are kinda hard to find! They are out there but not common
Thanks for watching
Andy
Yeah, definitely like it. This is very helpful video.
That solves my curiosity about why the fuel pulses out of the boosters as well as confirms I was seeing it right
They say a picture is worth a thousand words! Thanks for Watching!
Andy
A 2 part white epoxy called Marine Tex works great on carb issues . its heat and cold proof and with stood a 48 hour test submerged in gasoline. I found it works great for re-gluing the fuel caps back on under the plastic body on thermoquad carbs . I bought it on amazon . 17.00 white box with red and blue lettering . you get a white paste in a small container and a clear glass vile of clear hardner . it's even sandable get stuff .
Andy, my hubby drills the hole inline with the slot and closer, says it may atomize the incoming fuel better ?
Cool vid 👍🏼🏁
Totally agree on the booster selection✅
Have a story of my own on that topic, wrong carb / booster was worth almost 5tenths back in the day on my na 4V Cleveland.
It ran strong but Once the right carb was put on, my god!....... was like a 100 shot of nos lol
night n day difference 🤷🏼♂️🏁
Thanks man... The right carb can make all the difference!
@@UnityMotorSportsGarage 👌🏼✅🏁
The 400 cu.in low block Mopar was new and not much race stuff was known so all I had was whatever 383 stuff was available.
Really helpful, especially the booster info. Thanks!
this is a great follow up video to uncle tonys I commented on about tuning the holley carb for a tunnel ram setup really appreciate extra levels of detail you go into. can i ask where you order the brass inserts you use or if you have a kit with the drill bit, tap and inserts needed to perform these modifications i could order from you?
You can order the brass set screws from McMaster-Carr they The main sizes I use is as follows 6-32 and 8-32 they also have the pin vise and index drill bits you will need. Thanks for the kind words and for watching
Andy
I am loving your videos my wife recently surprised me by buying me a 1923 T Bucket Roadster small block Chevy 350 with a mild cam I really want to put a dual quad tunnel ram on my motor I was really hoping that you could tell me what would be the best tunnel ram for it and what two Holly carbs should I run. by watching your video I know I should run a one-to-one linkage a vacuum secondary and a annular booster with your help I would know which tunnel ram to get and what 2 Holley carburetors to buy
Hi Andy, Do you think these small annular boosters have enough area behind the annular insert to flow enough fuel for a 625 hp small block that turns 8400 rpms on a 1/2 mile dirt track? Using a 750 Holley centre section...Thanks love all that you and David do!
Don honestly, at that rpm I would use a stepped down leg booster the problem with the small annular is maintaining a good fuel curve in the upper rpm range ( it keeps getting richer the higher rpm you turn )
The annular also will block the venturi slightly more and will lose CFM
If you had a Tunnel Ram with 2 carbs the story would be different
Andy
@@UnityMotorSportsGarage Would there be anything that could be done in the metering block with the well bleeds to counter this? Also, these down leg annulars are the same size as a down leg stepped. .625 od I believe ...
Haver to make the restrictions in the transfer slot orifice in both primary and seccondary sistems???
Could you do a video on how to backwoods change the boosters out I have 2 carbs I want to change to annual and do you change out the secondary boosters to or just primaries
I will do a video on changing boosters down the road.. I normally change all four unless it is something that has a weird manifold distribution issues... In which takes a good deal of testing to see what the engine wants...
Andy
What are your thoughts on the Thompson power last plates? I have a Holman Moody boss 429 that has a box ram intake that has a slight big when you nail it during acceleration. There is a video of it on our you tube channel that is old and we haven’t done much with if you need to see it it is under Henk Brothers. I don’t drive it much but it bothers me and I would like to fix that.
Great videos by the way ! Can’t wait to see Casper running those Hammerheads.
Are you driving this car on the street ?
Just around the block every now and then
@@williamhenk1030 this goes against what is main stream knowledge, but I have had good success with the SUM- M08600VS carb.
I run these on my tunnel wedge and no bog. The carbs are not run straight out of the box but tunned.
I have also a boss 302 engine in my 68 F 100 with a c4. Same carb. No bog and plenty of throttle response.
It would be fun to tune your engine.
One thing very important. Engine has to have even compression in all cylinders and intake and carb mounting pad has no vacuum leaks.
I don't believe everything I read and hear.
You have to just get in and experiment yourself.
@@cammontreuil7509 the problem is the intake is a big box ram designed to run wide open for 500 miles and not throttle response . Underneath that top plate is 8 equal length runners. I’m running an 850 double pumper. I’m gonna try those Thompson power blast plates on it and a supercharge studibaker and see what happens after I finish up on a 4.0L Jeep engine I’m building .
@@williamhenk1030 I'm familiar with this intake. As you know and I know this box intake is used on a boss 302.
We're both preaching to the singer's.
Sometimes looking out of the " box" we find solutions.
Well you're working on a yeep engine. Cool.
I'm working on a 4v cleveland building it for low end torque. Something the regular stream always said can't be done. Going to dyno the engine.
Part of what I learned is critical is cam timing to increase velocity. Same could be done with your engine.
But you'd have to have a custom cam reground. Atleast maybe 3 or 4 of them.
If you plan to use your box on the street.
This will come in handy when I replace a 2 bbl. carb with a 4 bbl. Thanks.
Outstanding video Andy !!!
I ❤ Your hat Andy...
✌😎🇺🇸
Andy, about how many jet sizes did you have to go up when you installed the Allstate Carbs annular boosters in your carbs? thanks much
Bob, it's actually the opposite, I had to jet down because with the stronger booster signal it ran rich. I ended up with 62 jets in them if I remember correctly
Andy
@Unity Thanks a Lot for your response. i meant to say smaller, but said the opposite due to brain flatulence. your info confirms what i was thinking. i'm putting some of those boosters in an 800 double pumper. Thanks Again.