This is a REALLY low-buck method to getting an answer to a motor's CFM requirement that anyone can do. Appreciate the upload guys. Always love getting Notifications from your Channel.
No, this is a easy way of figuring out why you keep blowing engines . If you run in a restricted class it could save your engine and your right you could also use this procedure to size your carb. Hope this helps.
@@holleycarbshowtosadvice40y90 we are heading in the right direction for the carbs...I think. We ordered up some IFRs and IABs - I think that will make them behave. I was going back through my trusted carb gurus and thought I'd see what you've been up to. I'll write you if I get stuck. Good to know you're kickin. Your brother from another mother, Saxon 🍻
How did i just find this channel? And this is the last video and its 10 months old :( . I know a lot of the knowledge, tricks and adjustments you talk about but have learned more about Holley carbs this afternoon from your videos than i have in 10 or so years. Even the way you explain things give me a different perspective on things i already know. I hope your channel is still around and we'll see some new videos.
Do u work on quadrajet 4 barrels I run a pure stock V8 class dirt track here in SC and NC and I'm looking for some good advice and performance tricks and advice
Thx for another good video. I assume that you will see this kind of problem much easier if you just run an air/fuel gauge. Start seeing high 13’s and begin to worry. I would also have thought that your early full power runs during tuning would have revealed this kind of leaning out. I feel like I am missing something here…. Again, thx for a great video..👍
How would you know the leaning out was the power valve closing, the air fuel gauge is a great tool and will show the lean spot but how would you know the carb restriction was causing the power valve to close.
Hi. I have a holly 750. I sm getting about seven and eight lbs vacuum reading off of the ported vacuum port at idle. Tach reading about 700 rpms. I want zero vacuum reading from the port port . Why is this reading occuring at idle.
I really need more information like double pumper or is it vac. Sec 750 and are you running a big cam, that being said ported vacuum can be from the throttle plates being to far open, this usually comes from low vacuum at idle, due to a performance cam. Defective or Wrong gaskets or miss drilled passage at the throttle plate. If your cam is a mild grind sometimes you can adjust your secondary idle up and lower your primaries, if your cam is a race grind you may have to drill some air bypass holes in the primary throttle plates. The way to tell if your plates open to far is to remove carb and turn upside down and see how much transfer slots are exposed at idle. Should be .020 to .030 thousandths. Hope this helps.i have a video on how I modified the carb. Its under modifying idle circuit with high duration camshafts.
Hey Randy! good video. I'm assuming you are WOT when your talking about your checking vaccuum for restriction. I'm still running the new Edlebrock VRS carb on the bronco. I found the 1:1 linksage that opens both butterflies at the same time and had to tune the squirters for bog, but it runs great now. I will say that having a vac gauge and AFR really helps tune. My vac goes to 1 or 0 when I"m WOT. Thanks for the video and have a good week!
Would like to msg you directly about a 1850-3 body I'm doing adjustable bleeds on it appears i may have enough meat to do them externally but if not I'll do them behind the metering blocks as in your video
Some walls are very thin, the problem is the idle air bleeds, sometimes the bleed hole gets close to the threads with a small bleed , a .070 or .075 hole is real close to the threads. So if you drill out or remove the press in bleed and install them in the main body is best, you can use a slightly larger bleed . Problem solved. Hope this helps
This is a REALLY low-buck method to getting an answer to a motor's CFM requirement that anyone can do.
Appreciate the upload guys. Always love getting Notifications from your Channel.
No, this is a easy way of figuring out why you keep blowing engines . If you run in a restricted class it could save your engine and your right you could also use this procedure to size your carb. Hope this helps.
So given the example you sited, with 8” of vacuum going down the back straight what size Power Valve should you be running as a starting point?
@@straighttimestirrups 10.5 if it's Race-only.
Randy!! Thanks for the video. Hope you're doing well!! I'm tuning on some dual quads on a 5 liter Ford...its kicking my butt. See ya buddy
Good to here from you brother, like wise hope your well, hang in there with those dual quads, if i can help just write me. Take care.
@@holleycarbshowtosadvice40y90 we are heading in the right direction for the carbs...I think. We ordered up some IFRs and IABs - I think that will make them behave. I was going back through my trusted carb gurus and thought I'd see what you've been up to. I'll write you if I get stuck. Good to know you're kickin. Your brother from another mother, Saxon 🍻
Anytime brother.
How did i just find this channel? And this is the last video and its 10 months old :( . I know a lot of the knowledge, tricks and adjustments you talk about but have learned more about Holley carbs this afternoon from your videos than i have in 10 or so years. Even the way you explain things give me a different perspective on things i already know. I hope your channel is still around and we'll see some new videos.
I hope to start back soon, i'm glad you enjoyed the videos.We've had some family sickness thats caused the long delay. Thanks for watching.
@@holleycarbshowtosadvice40y90 I'm sorry to hear about the illness. I hope things are going well for you and yours. Thanks again.
Awesome! I'll be testing this tomorrow
Thanks for watching.
Great advice!
Thanks
Do u work on quadrajet 4 barrels I run a pure stock V8 class dirt track here in SC and NC and I'm looking for some good advice and performance tricks and advice
I'll do a video on perf. mods for the quadrajet.
Thx for another good video. I assume that you will see this kind of problem much easier if you just run an air/fuel gauge. Start seeing high 13’s and begin to worry. I would also have thought that your early full power runs during tuning would have revealed this kind of leaning out. I feel like I am missing something here…. Again, thx for a great video..👍
How would you know the leaning out was the power valve closing, the air fuel gauge is a great tool and will show the lean spot but how would you know the carb restriction was causing the power valve to close.
@@holleycarbshowtosadvice40y90 Yep. Got it. I knew you would provide the insight. Thanks! 😁
Thanks for watching
Do you guys rebuild carburetors for other people or just yourself? I’d love to send you guys a carb and have it redone by you guys!!!
Due to health problems , l'm not rebuilding at this time. Sorry.
Did holley ever make a 4 barrel version of the 6425?
As far as I know they never made a four barrel version, but could you imagine 3 6425s as a three duce set up. Take care.
On a holley with front idle screws only 650 dp for e ample if you change front air bleeds should rear air bleeds be charged to match
You can do it either way, you can change front only or you can change front and rear and square all four corners.
Hi. I have a holly 750. I sm getting about seven and eight lbs vacuum reading off of the ported vacuum port at idle. Tach reading about 700 rpms. I want zero vacuum reading from the port port . Why is this reading occuring at idle.
I really need more information like double pumper or is it vac. Sec 750 and are you running a big cam, that being said ported vacuum can be from the throttle plates being to far open, this usually comes from low vacuum at idle, due to a performance cam. Defective or Wrong gaskets or miss drilled passage at the throttle plate. If your cam is a mild grind sometimes you can adjust your secondary idle up and lower your primaries, if your cam is a race grind you may have to drill some air bypass holes in the primary throttle plates. The way to tell if your plates open to far is to remove carb and turn upside down and see how much transfer slots are exposed at idle. Should be .020 to .030 thousandths. Hope this helps.i have a video on how I modified the carb. Its under modifying idle circuit with high duration camshafts.
Hey Randy! good video. I'm assuming you are WOT when your talking about your checking vaccuum for restriction. I'm still running the new Edlebrock VRS carb on the bronco. I found the 1:1 linksage that opens both butterflies at the same time and had to tune the squirters for bog, but it runs great now. I will say that having a vac gauge and AFR really helps tune. My vac goes to 1 or 0 when I"m WOT. Thanks for the video and have a good week!
Thanks for watching and love to here about your VRS Carb. Yes I was at Wot to test for the level of restriction. Take care.
Would like to msg you directly about a 1850-3 body I'm doing adjustable bleeds on it appears i may have enough meat to do them externally but if not I'll do them behind the metering blocks as in your video
If you want to email me your number i'll message you or call either way
bigblockchevyman1121@gmail.com.
Some walls are very thin, the problem is the idle air bleeds, sometimes the bleed hole gets close to the threads with a small bleed , a .070 or .075 hole is real close to the threads. So if you drill out or remove the press in bleed and install them in the main body is best, you can use a slightly larger bleed . Problem solved. Hope this helps
How do I contact you privately?
Give me a few days?, I'll get back to you.