Thank you for replying, so many people have so many different opinions of what is the best a/f to for best performance and what products perform and don't perform. Its nice to just cut the hours of reading and experimenting with different things and just ask the professionals. You guys are very intelligent and teach me more than any book and forum I have read. Thanks again for sharing you knowledge with me and everybody on youtube
I'd like to see this series updated using the Summit Racing carburetor. I bought the Summit 600 CFM for my mild 351w in my 1980 Mustang and man that thing runs good. I adjusted the idle circuit using a vacuum gauge like Norm showed in the video. Y'all made one hell of a carburetor!! See through float glass, one piece top so there's no fuel spillage.
Norm is the best at making these videos, so much detail, tips and tricks, some of these guys give you nothing in there videos, we want details about the products
Awesome!!! I've learned a lot from this video and I really appreciate this guys enthusiasm for cars and performance modifications. Hopefully I'll still be that passionate about mechanics and racing 30 years from now :)
Hi Dave, To an extent, Toyota Acoustic technology and a dual plane intake are trying to achieve similar results by providing optimal air mass or air and fuel mass to the valve. Speaking in general terms; the Toyota’s Acoustic technology looks to provide optimal air mass across the entire operating range of the engine in question whereas the dual plane attempts to enhance delivery of the air and fuel mass at lower and mid RPM ranges at the expense of higher RPM delivery. I hope this helps.
Dear beilno, Jet and tune for the most power that you can make “safely”; chances are this will put you in the 12.6/12.7 to 13.1/13.2 to 1 A-F ratio. Please consider this also: as you’re running the RPM range on the dyno pay attention to the vacuum readings as they pertain to throttle position and engine RPM and use this opportunity to dial in the power circuit.
Sadly, I have not used Percy’s however I have used and continue to use a couple of their other products. I like Percy’s and find them to be quite innovative and if I were still racing every weekend and dealing with intra-day temperature swings I would have some form of external adjustment in the arsenal. I hope this helps.
Likewise stuffing more air in without the additional fuel does not generate the desired extra power and may leave you dangerously lean - again balance! For the lowest in emissions go toward the balanced equation of 14.7:1; for steady state cruise at part throttle you can still run toward the 14.0:1 or slightly higher only be certain that as soon as you load the engine for more power and more throttle position that the air side drops toward 13 or so.
Hi Boostin, Premise: for this conversation - pump gasoline. Okay, so depending on the chemistry of the fuel a balanced stoichiometric equation could be between 14.0:1 to 15.0:1 air to fuel; ideally you would say 14.7:1 but oxygenated add on chemicals are everywhere now. People used to think that the best ratio for power was around 12.4-12.5-12.6 to 1.
For the last couple of years this has gradually crept upward toward 12.8-12.9-13.1-13.2 perhaps even 13.3 to 1 which is headed back toward stoichiometry. Keep in mind that from a power tuner standpoint this all about balance; you can only burn the fuel (oxidize the hydrocarbons) to the point that there is oxygen available too much fuel and power will decrease.
Hi Norm, great vid with great tips as usual, i follow most of your advice including tuning with a vac gauge. mine is a small motor bike american standards, a 4.0 or 240ci, but quite agressively tuned street motor, running a dual plane manifold and modified holley 8007 (390cfm) modified with secondary metering block and centre hung float bowls. i know about the transfer slot and not exposing too much of it with idle screw. my issue is keeping the idle speed up at around 900rpm (using in car / dash tacho) i can get it running better using the idle mixture screws while watching the vac gauge and can get it up to around 15hg by screwing them in from the one and a half turns out start point, but i get the best idle and highest reading by screwing them all the way in!!! i realise that can't be right, so i back them out half a turn and the vac reading drops and inch of mercury but it still idles nicely, so what is going on/ am i pulling too much from the transfer slot even though i am keeping the visible slot square shaped, do i need to open the secondaries a crack or drill the primary butterflies as you suggest in this vid, or is there something else going on OR is it ok to just run the car with the idle mixture screws screwed in? it starts and runs well and goes like a rocket, i'm just concerned it is not right to have them screwed in? thanks in advance. Drak in London England..
Hi Ron, Yeah, mild cams not so much. Remember there are quite a few things that come into play, displacement, RPM, the actual valve timing to piston location, the static compression ratio, etc. It might be that what you’re thinking about here is overlap. Let me know…
As far as the Adjust-a-Jets from Percy’s go, I have used other versions of external jet adjustment through the years most with fair or better results. I did use a system some 20 years or so ago that I could not keep dry, no matter what I did they were always weeping fuel.
Finally a performance carburetor video ! thank you. now a few questions , if you are tuning are carburetor with a wideband o2 sensor/gauge what is the ideal WOT and cruise air/fuel mixture (aggressive naturally aspirated street to strip) and what are your thoughts on tuning jet sizes with the Percy's external Adjust-a-jets compared to traditional internal jets? and are they as reliable as the traditional internal jets? thank you
For WOT I would consider targeting the air side at 12.6-12.7-12.8 or so. At this point loading the engine and dialing it in on a chassis dyno would yield the best and safest results.
Dynos do NOT give accurate tuning results. The loadings are totally different than on the street or track. All my drag racing buddies that have tried it went slower after the dyno & had to go back to their track tuning!
The Ultra Dominator and Ultra Xp have an idle bypass located at the top of the carb and adjustable fuel nozzles in the metering block making drilling the throttle plates unnecessary. Some very large needle and seat (up to 150) sets available making it to run fuel pressure above the maximum recommended seven and a half.
Be sure to verify that your throttle linkage or throttle cable and throttle plates are able to open all the way to WOT. Let me know how your tuning session goes, good luck.
Friend of mine has an odd system on his street car . He has 2-4s but they're vacuum secondary but mechanical , still with the metering plate & no secondary pump . Im not sure how hes not getting a huge lean spot .
Great video, I have a question.... I know a high performance cam can cause lower vacuum and shaking the needle on a vacuum gauge due to high overlap... but what about a mild cam?
Friend of mine has an odd system on his street car . He has 2-4s but they're vacuum secondary but mechanical , still with the metering plate & no secondary pump . Im not sure how hes not getting a huge lean spot .
Thank you very much for helping us better understand our Holley carburetors. While I find your videos informative, they are wordy, slow and repetitive. If not for the subject matter, they border on boring. Reminding us and yourself over and over again of what you have covered is trying. If someone misses a point or two they can click back and see it/them again. Thanks again.
Leo, if they miss a point then it is missed and not realized. Therefore, they may not go back and click on it. the video is almost 40 minutes long so it would indeed be a long time to try and find the spot you are looking for. Also, if it is important then it is worth mentioning again. in one ear and out the other. they say you have to hear something 3 times (some say 7) for it to be remembered. The man is giving us free information, don't complain.
Repeat is great for memory!! Ha 👍 😇 That was before video to go back and check again! Still the normal instructor tool. Next level is to have student demonstrate same skill. Different strokes for different folks. Guess I'm slower learner than you but not slower at track. Like meds repeat as needed!! I learned first time out of a book....try that. Yes my book is old 1985. I needed repeat.
question about power valves... on a really radical motor...690 lift.. 13.5 to 1 compression...using the 850 DP...where should I start in the power valve range... ....and an idea of jet size.... just as a start off point....thanks... love the video's...very informative...
+Eddy G, Out of the box, the carb will have adequate jetting and power valve sizing to get you running. Set your float levels and fuel pressure and ignition timing properly and start your tuning process. Get a manifold vacuum reading (in gear if auto tans.), a spark plug color reading and a general feel for drivability. Feel free to give us a call with any questions. 1-330-630-0240.
Is it ever necessary to drill both the primary and secondary plates ( say smaller than 2mm, 1.5mm)? Is it potentially advantageous to use different rated power valves? Would a float chamber baffle improve the flow situation in the float bowl ?
Great videos of what goes on in a carb...but what effects bogging the most? Jets, squirters, or power valves? I had a pro re built 650 double pumper Holly on my 350 chev. with tunnel ram, auto trans, mild cam and ran great. Bought a new polished 650 Holly from Summit and runs terrible??? Help!!!
I have watched all carb videos i can find.... But havent found anything about tuning air bleeds.... I have a wideband and trying to get a smooth fuel curve... Its a ratty 360 in a 70 duster Any good videos anyone can recommend? Thank you
My choke hi idle is not kicking off when engine is warmed up . I tried to lube up the plastic cam but it still is not kicking off. i can reach it and wiggle it and it will kick off then the engine will run at normal idle. This on my 1969 Chevy Pickup with a 350 v-8 Holly 4 barrel carb Automatic transmission 350 automatic I have tune the carb as you have stated. Seems to still be running a little rich but better than it was. Truck runs like a bear down the road . What can I do to get that high idle to kick off like it should? Is it an adjustment of the choke ? Thanks !
I have a 383 stroker that has a decent size cam and lobe separation. Problem I have found when tuning a holley on it is that it always seems rich at idle ( burning your eyes). I have around 8 to 10 mg vacuum with a 6.5 power valve. Could it be that my power valve is the cause of the rich idle? I am going to go down to a 3.5 power valve but was still curious if the power valve had anything to do with an extra rich idle. Thanks for the input
I’ve always used silicone spray. With mixed results. I might try the pan and chapstick. I feel like I go through a ton of bowl and metering block gaskets.
Air bleeds can be drilled out - this is a job for a carburetor SPECIALIST. For the average Joe to mess with air bleeds is like saying "my car's gonna be like Landy's Dodge".
I have a brand new holley 300cfm carburator. i can turn one idle mixture screw in all the way for highest vacuum, if i put it back and turn the other in, the engine stalls. i get the best idle vacuum at 1/2 turn out on both. no stumble, real snappy but running rich on the plugs. 16inches at idle, 7.5 power valve, 62 jets. 2.5 litre iron duke. circle track. Help!!
Currently have a 670 trk avgr on a 351w 1969 motor. It has a Comp Cams 35-239-3 dual plane intake ,headers, dual exhaust with flow masters and a crossover pipe. HEI dizzy new plugs and wires. The vehicle is a 1976 bronco. It starts fine, idles fine, has 5-6 psi at the carb. Driving normal its fine,,,,,, but as soon as i get on it the engine misses. Possible floats to high in back ?
Hi Mr Pick, You can certainly try adjusting the float to within spec. Also, when a miss develops under load, make sure to inspect the spark plug wires. It’s possible you could be getting spark jump outside the wires. You might also try to put boot protectors on to keep from burning them close to headers or manifolds.
Great video. I have a question or two if that is alright. I have a "street" truck with Ford 302 with comp cams XE274, holley 670 vacuum secondary (primaries are jetted up to 70), and an msd pro billet distributor (mechanical advance only, no vacuum). At idle I am pulling around 10-11" Hg, in gear at idle it is around 5-6". I pulled the main metering block and it had a 6.5" power valve so I replaced that with a 3.5" power valve. After adjusting the idle screws for max Hg it idled fine and cruise was fine but if I give it a quick snap/rev while it is in gear it will bog down on its way down to idle rpm. If I catch it right after 2-3 quick revs the engine will die. Maybe I am missing something but it feels as though the idle circuit cannot handle the fuel coming in from the main jets, power valve, and acc. pump.. Is this a problem with jetting? Since I don't have any vacuum advance would there be any benefit to adjusting secondary speed screw to let some more air in?
+tamapalagi, Agreed, “Center Hung” floats tend to do a better job of controlling fuel level especially when the car is street driven and turning corners a lot. There are a few types of boosters ( straight type, dog leg, Annular) used in carburetors and each have their place depending on the application. Feel free to give us a call and we can help you pick the one that’s right for you! 1-330-630-0240
He says get a vacuum gauge. Ok...I'm sold...but how about a part no. ? In the Holley videos, they tell you what part No. for things....easy increase in sales...
I agree there are times when you explain something and we can't see what you are talking about. Need to redo parts of the video I would greatly thank you. Other than that it is real helpful tips. Thank you, Ronnie. Also which annuals are better between the two.The standard or the lower one.
@@brdnsky6417 5ocm m lm m m. M tgoftg mllm. L lm mlcm lcb lc ml m. M. MllmmMllmmmcl m l. Lm mmll. M. M m lm l m ml l. L m mll c m m m. Mml m. Com v b. Mm cm. Mcmll. B m ml vm m mbbm. Mm.Mcl bm. MM.m.m mbl m m bl ml m.? Mm. Mm xm mm m. Mm cm m m m bcm b. Mm. Clm. Mm m m m m m mc. Mcmm. Mm. Xm m vmm Mb.mvm. Mc Mml m mcm b m vv. Cm, l l m m m m vmc mm cm. !?.!.!. ml m. M! Lm m. Lm.! I! m v. ?.!?!?!.!?.,.?!.. . C??!? X... V??. ?.!?!?!...!....!!.!?!!.!. C m?. Mln . m. L.mcml. Mmm bcl Lm m.n, l m m l. B. Cl mll. M lc clcm, mmc. M. Mm m m.m.ml m m. Mcm m Lm m. Mmm lcl m. M. Mm Mmm v vmml m m mcm. Mm n. M mvm m m m lcl. M m. M vmm. Mc mm,cml. M cm m m m m bmm mcm mc m bl mb mcm. M.m. Mmcm mvmc mb. M. L bmcm l xm lcc m. Nmc lnx cml m m mcx ml mbmcmM.c.n vcmm mcm cmvmlmcvmc mc m vmm m m m cmm. M b mc lvm. Mvm m bm cmm. Lm bmm cmcmvmcv. M mcm m. M mmcmb m mc mc lbb mm.bm m.mm ll NC. Lmv m lc b. LXmcmcmcm m ln mxm cm. Mmm m m. Mm m m ml. mcm m mc mcmc bmm Mmm m cmm, m. Mm vmmvm lcm mcl m mb m m b ml mcb mc lcll m. Lcmc Lm cmbc. Mm mc l m mmcmb, mcbc mmcmcmvmc mmcmc mm. Mcmm.,nccm mcbmmMMvm bmvm m vcmmv mlmm m cmxm mb mm mmb lcccbvxmm.cm m cc m. M mcmcm vmbl cm mm ml m m m m mmblncm mcmc mb bvm lxmcc l mc cmmcmcccmc.cm.m mm mvmcvm vmb, m lmbvmb m m xm,mc. Mcb m mcm bcmvmcvcm m mvmb m mmcbvnm, m. M m m v xm m bvxmm.cmbcmmcvm m. Mcmm mcbmm m m cm m cmvm cm. Mbmm mxm m.mcm bmmcm m xm ccm, m ccm. Mmc m, mxm mccmmc l, mm mcmcvc lcbm b lmmxm, mcvmbm mcm.cmcvmb mn m mxmm, cmm m bcmmvmcvmbmc, m m. Mvm, mccmmvb cm, mm cmbm. Mn mbmmcbmc lcbm, b m cmvmvxmml vmn m m, lmcb., xm m. Cmlnm, m. X cln.m m mcbm cmvm vcmcmm. Mm m mcm. Mmxm, . Mbmvmmc,lnm cm, m. M m lcllclm. M. bmvmmcbcmbc mcmbmm mbmmxbmm mb mmbmxmcmvxmbmm b mlnm. Bmv m mcmcm. Mxl m, cmxm mm cm. Mmccm, vmc xmxm cmxmmv mm mmxvxm cml. Mbmm cmbmm blmcvvmnmmxlm b bmmcm cmmmlcm .mmm mc, xm, bmcvcm m x, mmcmb mb,BMX,bmbmxbl mccmbmbv mmcbm. Mmcvmmxmbm xmxmxcm mm, mvbmcm, m vv vxmbm mmcv,mcm xmmvmmvb,bm cmvmxvlx bmcmvmxmm mccm, Mcv xm xm bmc Mbmm m, cmvnnbmmbm, mvm, cb lx m cvmcbmn nm mcm., mm cmcmm m mxmcmbcm mcmccmcmcmcmx mcmvmxm m xm vnmcmlmcvm. Cc. Mcm m mcnvxcmbmbmm Mmm ccmvm mc, vm m l xm bmmcvcmvmmm mv m mccm bbmcn mmcbm mvx m m mm m m. M. Mccmmxvmmcvm mccm xmvx, mcmbbcmmxbxmbmcmxxm, mm xm vm lvm vmm. Mmccv cmmm mvxmcv mxxmbv mmcmcmvmnmcbcmmbbmm cmcbmm, vmvmxmxbxm, vmmbmv mbm cvlmccm m m. Mcm, bmx m vm. Mc lcmc,xvxm, bvbvxm mcm vm cmmx mcccb mm m, xm m, Cl mc m.m ml mcmmml.m m m l m. Mm cmcm.m,bv,vvcmm mm n m, m l, bm, mxcmbmvn, mm cm, Mxl, mmcv, mm b, m mcb, vcmm vmc, lmcbmnbm mcm bmxm ccmm bmmc.m. Cmblm!.!.!?! Mcmm bm, cmmx m cmmvvmb mmcmc mx xmcv mmcmccm lnv, m mvmb mcm m . . M.m.mv Mm lm mcmln. mcbmvmmM ml m m Mm l m mc . M mv vmc bbmcb l m cm mc mmmc m. Lm mxb, v, mcbmvcm, xm m, mcvvm, m lnvmvxm mcmcm m . Mbbmxb mbbm, l Mmxm bmvmm m vmb, m m mvm m xmv, m ncvcm, cmm vm xmcc m,, mm, xm, mcx m m xbmc . M m is mm v xmccbmcxvbmm lc Mmcm nxmc mcc mcmbbmxlb m mm m, bmbmcm mvm v vmm m, mvxm bvxm vmcmbm, vmb mcvm, bxm vmvcm. Mcm,cbmvcm, mvnlxmccvm Mmxm, mmbmxmvm, vvmvxmv m vm,vnvmm bmc. Mmlm. L. M. B mvm mxvmccmcmxcm, l xmm, m,, mm mlm. M. Mllll.mm. Mm. , xvbm n clmvmvm, mcmbxmbmmc,is bm. V.ll bl ml. Mmm mclmclnvmmbccmmvxn m m. M m l m ll mll. L mlm vvmmcvxml l m. Cmmllll m m.m m m, mvmvm nccm m x m mcml xmbmnm c mmcmn mxvxm ll. Mm m mlm m. Mmll Mlmxbm mvxmcmvbmxm, mcm mc,vmmbvm, ll vmml.m ml m mml m, mbn cmvc,m, cmbmmvb mvcmvmbxm. L ml mm m m m.mm m,cbmnl mc, bmmMmm m l mlll. B, m.m xmlm mcm, cmmcm vmn mmcccmvmxbm, m, bxm vmmvm, m m mcm vm m. Mml m lcm m.m.ml mmm, vcmm, xm lnxm mvm b mbm vl xmvvmvxvnmxxm l Mm mml. N ml l mlm. VVcm Mbmm vmmcvm, vcxcmmcbbm mcm m xmlvlc bmcm m l xmvcln cmvcmvmx v mvvvvvm, ll cmxcvmxv, l xm xm xmbm lll m l m lvl l ll. M ll ml bmmcm b m m mvvm mm,vnm xmvcbbvv, m mmxcvmvmcbm ccm NCc, mvlnbln, vmm bm, v xm ml,x xm mcmxvmb, mm, mmbcm,ncmx vm, m mmxbvmvml xmvmxbmvmvmvvmmxlvmclx l,, mvlmvvxml bmxm, c vv mbmmnxm xmnlnc mmcbvmxmv, mmn, mcm c mmxmx mm xmvmvm, lcx mxm, l xmm, vmbmn nm, vv lnvln cbmvxmvxm, m, m n mm, vbv, mvcm, mvvmn lnm, l m, cmc vxmmvmx bmmcm vxmvlx. Mcmcb, mvv, m cmvm xmm cmmcm l x, xmbmvbl vm, m, mxxmmvv,lxvlmm vmxmvm, mvm m m m l m m mm b mvmxvm vmmlcb xm,lmvvbvxm mxmvvvmv NC ml mxvmvmmx bxmcxm mxvmv l, v MN n x bmm. Xmv m, vvmnmm v m mm, vvvmxm m xmvm,bxmbcml c n vmb, vmvmbvvv, Mmm vm, vmcmvmxcvmvm vm vm mxm l, vmvvll xmvxcmx n bvvmmx m, m xmvmm, vlc vm lmmcvvmn xvlvmxm l xm xmcvbvmv nxc mxvmv vxmbmn m, vvmcvmlm, mcmvn m l c lbmvm vvcmvbm, vm, l nvmn vxm vbmvmvxmmvxm vvllxl vmcmlm xmcvvlv l Mmmxvvxmv mvlncxmbvmnm vxm mxvxmbbm vmnbmvvxmcm, cmxv, mvmvvxclx llbv l cm, lx c xm m, NC cbl mcvmbm, m, xmvlcll vnbvmcm bvmn mvlnl mvvxmm cvbmv NJ, m, cl l xvxmbmvmxvxmmxvbl vxm mxvmvlm, l l mvmvm vmvmvm, b lnxvmbm, v lvxmvmvb lvmvvvnvml lncbmvmlnln vbvmbmv NC cmc vvmnmm vvxmm, vlxl vm vxm mxvvvlv xvm lvmnl llvlxv, mlvmxm mvm ml mv m v. Xlc m m, cvxmbbml vxmvbvvxm,x vvvlnllvmv x vvxml vl m mvmxl v m, l vvvv mxmvlnb mvn l c mvmlvlxl xmvl, lvxm v lnlm vmnvmm, vv lvm, lnl vv m l, mvvmvlvxm vml v lvvlvlv lxlnl vm, vvvvvv lmxvxml xl mvv, mvvv NC,clllvlm v lxvlvnmxmm, vlvvml m, n l xm vxmvvlv lnxl vmn lnvl mxvlxlvlln xl, vvnvvlxln vln vvmmx m l. Mml vv lnxvll, lvmxvmxmcxm xmx lvvllv x lnv lxxn m l vlx nxxmbm, l vvvmvlvlnl. Lnxvxlll m l lxvm vmvvmxl vlnllvx vlvvml lxclnl vvmnmm l vxm m,cvlmbllxvvmxvv v lmxvvvlxmmvl. Lvmxm, vvxmvv, mcvvmvvvxml c lvvllv, MN mxvlnlvxmvmm, NC, m NC cm Lm, lcll m xmvlvvlvxmlxmln vvlmm, ll lvxvvlvmvvllv xm. Lm, mxmxvxlvvv NC l mvmxvlm, lll lnxvxm xvv lnlcbln clx l xc, l nvvvxmv x xmxlll vvvlll l x v c. L v lnl vxvvl l c NC xml vvmxlvvxlcbvlmxm, vllm mv l vmlb lnclmm vml ll vmvm, vlvvvvlvl lvv vlmxmxvvlvl xl v l , mvlvlvlxvmnl, m vvmnvxvmlvvvxl l vlmxvl m, MN v vvln xl vxl v xll vvxmvlvxmxvmmxvxmxvm, lx vxml lvvmmxmvcvmvvvvvnlmxmxvmxvll lvxmvxmc m m, xlvlxvm, llllxx. Lvvlll vm, vvl vlc v NC l v mm l v xx xmvlvvmx vllvlvlxm vmxxvlvvxmmvvvlv mmxvvvmvmxvlxvl vvvlmxxm vlv NC l vxml vl mcl l vl l lvvvxml, mv v lnlcbxm m l vllvvlxvvmx m, c NC llvxm lnlxm.nv xl vvlv lvnlvm, l m NC m vvxmlxvxm vvxvxmmlv lvlln l lnvlvvxm x vvx x vxlv lnmcbln l vvv vllvvl NC vvml xmlvmnn llvxmlxll, mxvxnvx lvxvmxxm l l vvmn xll m lx l m, v vvlnll l lvvl, l vx lvlvvvlxl v m lxvlllvv v vlnl vvvl v l lll llvvlvlxlxnvcmnlmlvvmll c vvll mxv lncxmx vmxvl vmxvlvxm ll x lnmx vmxvmvx lbmvm lx m vvx x ll. Lvl nm vxmvxmv lnl lxlxvlxmmcvvl vvvl, l. M, vvxmlmxlvlnxvllll vvvlllv lnlcvlvxvlmxv lvvlllmvvxlmvcvv lnlm. Lmxl vvlllvl l l lvvlxln. Lvvnvlln l vllv lnl vxm lmxvxl lllvlvxl v lxl mxvlnlll NC v lvxm v vlc mxl l bcl llvx l l x vlv lvm xmv mvv mll l bcl. Vxmv NC vv vlv lvvxvvvvvm vmxlmxcxmln lxl xnl l vxmvlv NC vnvvmvll lmlxl vlv mx xvvllvlvlvlllmxvlnxmvlll lnvvxm mxlnl mxlvvl vvmlx xlnll m vv vlvmx c llvxv l l mxvvl xvvllvmnx vl vlmxlvl lnl v NC l l NC NC vvl m vll vvv lvlx vmxvv lncvlnmvxlxl c lvv lnxl mxvvlc vmnlvvv lnlcbv xvlvv vxcln. Xvn lxv llvlmxl lvn xcl x. Lvlmxl. Vvxmlmxv xnl vvlvlml xvvlvv NC v lvnllll vln lvmlvlmxvv lnl NC cxvlxl vnm v lvvxmlmxvlvvlvllx NC lvxm lmxxm mcl vxllvxml vv NC vxml. Lxvvv NC v lnvlvvv lxvl l ll l lmxx mxlxxlvllnvvvvxlcc lxvxmllllllvvv l l v lnll lvllvxm lvlxlllvv ll l lvlvvvvl l bcl l l l cl lxvl l x lvlvx l c l l c lvmnlvn xn l lvvvv
More information will be needed to help you properly choose the right carburetor. Please contact our sales line for additional assistance at 1-800-230-3030 or 1-330-630-3030.
Hire a busted up Iraq vet.(ME) to direct, shoot and edit. 1: You need a "Scrip" as to not repeat info or loose your place. 2:You must break up the shoot into takes. Which allows for edits and retakes for "Booster bloopers" 3: Incorporate some simple graphics and or videos on what your explaining. 4: SELL SELL SELL, Post part numbers of the Tools,Carb stands, Books and Hop Up parts. 5: Fix the crooked Summit Logo. The Ohio store is a beautiful back drop/studio. You have great info, its just a mater of making it digestible and palatable.
When filming close-ups, such as the metering block, lay the part on a sheet of light coloured cardboard and use a gopro or similar. The piece of cardboard could even have some arrows and writing on it.
He really is a poor teacher; he acts as if we already know all the parts from his last class, without showing placement of subject parts, or how they work together in the carburetor, he talks about cams, however he jumps from engine cams, to carburetor cams without even showing carburetor cam placement, or it's function relating to the pump shot, or replacement colored cam types effecting said shot of fuel into the Venturi under various engine loads.
We need more Norm. Real tuning video that actually explain what's going on are hard to find. Thank you a bunch Norm.
Great Video of Holley and the improvement since 1988. Big help for me. Yes it's been a few decades. Thank You👍🏻👍🏻👍🏻
Thank you for replying, so many people have so many different opinions of what is the best a/f to for best performance and what products perform and don't perform. Its nice to just cut the hours of reading and experimenting with different things and just ask the professionals. You guys are very intelligent and teach me more than any book and forum I have read. Thanks again for sharing you knowledge with me and everybody on youtube
I'd like to see this series updated using the Summit Racing carburetor. I bought the Summit 600 CFM for my mild 351w in my 1980 Mustang and man that thing runs good. I adjusted the idle circuit using a vacuum gauge like Norm showed in the video. Y'all made one hell of a carburetor!! See through float glass, one piece top so there's no fuel spillage.
Norm is the best at making these videos, so much detail, tips and tricks, some of these guys give you nothing in there videos, we want details about the products
Thank you, Mark! We appreciate your kind works. Thanks for watching.
Awesome!!! I've learned a lot from this video and I really appreciate this guys enthusiasm for cars and performance modifications. Hopefully I'll still be that passionate about mechanics and racing 30 years from now :)
Hi Jeremy Knop,
Thank you! Let us know if you have any questions. :)
Hi Dave,
To an extent, Toyota Acoustic technology and a dual plane intake are trying to achieve similar results by providing optimal air mass or air and fuel mass to the valve. Speaking in general terms; the Toyota’s Acoustic technology looks to provide optimal air mass across the entire operating range of the engine in question whereas the dual plane attempts to enhance delivery of the air and fuel mass at lower and mid RPM ranges at the expense of higher RPM delivery. I hope this helps.
Dear beilno,
Jet and tune for the most power that you can make “safely”; chances are this will put you in the 12.6/12.7 to 13.1/13.2 to 1 A-F ratio. Please consider this also: as you’re running the RPM range on the dyno pay attention to the vacuum readings as they pertain to throttle position and engine RPM and use this opportunity to dial in the power circuit.
love these vids, host has helped me learn a lot for my holley 2280 even tho its different the prciples taught has made for a fine running truck
+Saya 1,
Thank you for watching!
Sadly, I have not used Percy’s however I have used and continue to use a couple of their other products. I like Percy’s and find them to be quite innovative and if I were still racing every weekend and dealing with intra-day temperature swings I would have some form of external adjustment in the arsenal. I hope this helps.
Likewise stuffing more air in without the additional fuel does not generate the desired extra power and may leave you dangerously lean - again balance! For the lowest in emissions go toward the balanced equation of 14.7:1; for steady state cruise at part throttle you can still run toward the 14.0:1 or slightly higher only be certain that as soon as you load the engine for more power and more throttle position that the air side drops toward 13 or so.
Hi Boostin,
Premise: for this conversation - pump gasoline. Okay, so depending on the chemistry of the fuel a balanced stoichiometric equation could be between 14.0:1 to 15.0:1 air to fuel; ideally you would say 14.7:1 but oxygenated add on chemicals are everywhere now. People used to think that the best ratio for power was around 12.4-12.5-12.6 to 1.
For the last couple of years this has gradually crept upward toward 12.8-12.9-13.1-13.2 perhaps even 13.3 to 1 which is headed back toward stoichiometry. Keep in mind that from a power tuner standpoint this all about balance; you can only burn the fuel (oxidize the hydrocarbons) to the point that there is oxygen available too much fuel and power will decrease.
Hi Norm, great vid with great tips as usual, i follow most of your advice including tuning with a vac gauge. mine is a small motor bike american standards, a 4.0 or 240ci, but quite agressively tuned street motor, running a dual plane manifold and modified holley 8007 (390cfm) modified with secondary metering block and centre hung float bowls. i know about the transfer slot and not exposing too much of it with idle screw. my issue is keeping the idle speed up at around 900rpm (using in car / dash tacho) i can get it running better using the idle mixture screws while watching the vac gauge and can get it up to around 15hg by screwing them in from the one and a half turns out start point, but i get the best idle and highest reading by screwing them all the way in!!! i realise that can't be right, so i back them out half a turn and the vac reading drops and inch of mercury but it still idles nicely, so what is going on/ am i pulling too much from the transfer slot even though i am keeping the visible slot square shaped, do i need to open the secondaries a crack or drill the primary butterflies as you suggest in this vid, or is there something else going on OR is it ok to just run the car with the idle mixture screws screwed in? it starts and runs well and goes like a rocket, i'm just concerned it is not right to have them screwed in? thanks in advance. Drak in London England..
Hi Ron,
Yeah, mild cams not so much. Remember there are quite a few things that come into play, displacement, RPM, the actual valve timing to piston location, the static compression ratio, etc. It might be that what you’re thinking about here is overlap. Let me know…
I would like to see more tuning tip's on how to determine different pump cam sizes.
Finally a guy who can teach
Outstanding job. Thank you for sharing.
+gustavo E Roche ,
Thank you for watching!
As far as the Adjust-a-Jets from Percy’s go, I have used other versions of external jet adjustment through the years most with fair or better results. I did use a system some 20 years or so ago that I could not keep dry, no matter what I did they were always weeping fuel.
Thank you for watching, Outlander!
boostinbo,
Thank you! We are happy to help. Please let us know if you have any additional questions!
Finally a performance carburetor video ! thank you. now a few questions , if you are tuning are carburetor with a wideband o2 sensor/gauge what is the ideal WOT and cruise air/fuel mixture (aggressive naturally aspirated street to strip) and what are your thoughts on tuning jet sizes with the Percy's external Adjust-a-jets compared to traditional internal jets? and are they as reliable as the traditional internal jets? thank you
Two words no-nonsense thank you
For WOT I would consider targeting the air side at 12.6-12.7-12.8 or so. At this point loading the engine and dialing it in on a chassis dyno would yield the best and safest results.
Dynos do NOT give accurate tuning results. The loadings are totally different than on the street or track. All my drag racing buddies that have tried it went slower after the dyno & had to go back to their track tuning!
I have only watched about 35 videos since I installed my Holley brawler
Hope to see some tunnel ram tuning tips !!! Great info
The Ultra Dominator and Ultra Xp have an idle bypass located at the top of the carb and adjustable fuel nozzles in the metering block making drilling the throttle plates unnecessary.
Some very large needle and seat (up to 150) sets available making it to run fuel pressure above the maximum recommended seven and a half.
Check out Holley's 6-513 off-road needle & seat assembly with the little spring.
Thanks for another awesome video
Be sure to verify that your throttle linkage or throttle cable and throttle plates are able to open all the way to WOT. Let me know how your tuning session goes, good luck.
Friend of mine has an odd system on his street car . He has 2-4s but they're vacuum secondary but mechanical , still with the metering plate & no secondary pump .
Im not sure how hes not getting a huge lean spot .
Great advice! You do a super good job. Keep it up!
+Michael Weisenburger ,
Thank you for watching!
Great video, I have a question.... I know a high performance cam can cause lower vacuum and shaking the needle on a vacuum gauge due to high overlap... but what about a mild cam?
.10 accelerator pump leer clearance or .15 ? He says .15 in another video. Corn Fused.
Ifr and idle air bleeds. A bit better than drilling holes in the plates. Took that path. Get a wide band
I fu*kin love you norm
I want to be on the same level as you Norm. 😉
Friend of mine has an odd system on his street car . He has 2-4s but they're vacuum secondary but mechanical , still with the metering plate & no secondary pump .
Im not sure how hes not getting a huge lean spot .
Does Whistler tube need be replaced when the carb was not be used for a period or can it be removed and not replaced
Thank you very much for helping us better understand our Holley carburetors. While I find your videos informative, they are wordy, slow and repetitive. If not for the subject matter, they border on boring. Reminding us and yourself over and over again of what you have covered is trying. If someone misses a point or two they can click back and see it/them again. Thanks again.
+Leo M. Mara ,
Thank you for your feedback!
Leo, if they miss a point then it is missed and not realized. Therefore, they may not go back and click on it. the video is almost 40 minutes long so it would indeed be a long time to try and find the spot you are looking for. Also, if it is important then it is worth mentioning again. in one ear and out the other. they say you have to hear something 3 times (some say 7) for it to be remembered. The man is giving us free information, don't complain.
i think they are great videos and long may the continue, you don't have to watch them Leo, nobody is forcing you
Repeat is great for memory!! Ha 👍 😇 That was before video to go back and check again! Still the normal instructor tool. Next level is to have student demonstrate same skill. Different strokes for different folks. Guess I'm slower learner than you but not slower at track. Like meds repeat as needed!! I learned first time out of a book....try that. Yes my book is old 1985. I needed repeat.
How do I adjust my holly 750 classic so that it doesn’t run rich my plugs are black but firing ,383 stroker
Bobo mcrae probably fat style idle. I’d also try a warmer plug if you’re not planning it n running boost or nitrous.
question about power valves... on a really radical motor...690 lift.. 13.5 to 1 compression...using the 850 DP...where should I start in the power valve range... ....and an idea of jet size.... just as a start off point....thanks... love the video's...very informative...
+Eddy G,
Out of the box, the carb will have adequate jetting and power valve sizing to get you running. Set your float levels and fuel pressure and ignition timing properly and start your tuning process. Get a manifold vacuum reading (in gear if auto tans.), a spark plug color reading and a general feel for drivability. Feel free to give us a call with any questions. 1-330-630-0240.
Is it ever necessary to drill both the primary and secondary plates ( say smaller than 2mm, 1.5mm)? Is it potentially advantageous to use different rated power valves? Would a float chamber baffle improve the flow situation in the float bowl ?
Norm rules!!!!
Thank you for watching!
Great videos of what goes on in a carb...but what effects bogging the most? Jets, squirters, or power valves? I had a pro re built 650 double pumper Holly on my 350 chev. with tunnel ram, auto trans, mild cam and ran great. Bought a new polished 650 Holly from Summit and runs terrible??? Help!!!
I was wondering if you had any extra tips for tuning the main and secondary metering jets, when I have access to a dyno and AFR readings.
I have watched all carb videos i can find.... But havent found anything about tuning air bleeds.... I have a wideband and trying to get a smooth fuel curve... Its a ratty 360 in a 70 duster
Any good videos anyone can recommend?
Thank you
My choke hi idle is not kicking off when engine is warmed up . I tried to lube up the plastic cam but it still is not kicking off. i can reach it and wiggle it and it will kick off then the engine will run at normal idle. This on my 1969 Chevy Pickup with a 350 v-8 Holly 4 barrel carb Automatic transmission 350 automatic I have tune the carb as you have stated. Seems to still be running a little rich but better than it was. Truck runs like a bear down the road . What can I do to get that high idle to kick off like it should? Is it an adjustment of the choke ? Thanks !
Good video.
Thank you for watching!
How is the power valve going to effect idle quality?
I have a 383 stroker that has a decent size cam and lobe separation. Problem I have found when tuning a holley on it is that it always seems rich at idle ( burning your eyes). I have around 8 to 10 mg vacuum with a 6.5 power valve. Could it be that my power valve is the cause of the rich idle? I am going to go down to a 3.5 power valve but was still curious if the power valve had anything to do with an extra rich idle. Thanks for the input
Better late than never..... Would there be any problem having this information even 20 years ago. Or was I hanging out with the wrong crowd..?
"Quick Tip" ,
spray your new gaskets with WD-40, this will prevent the gaskets from sticking!
Use PAM cooking spray.
chap-stik is what I always used
I’ve always used silicone spray. With mixed results. I might try the pan and chapstick. I feel like I go through a ton of bowl and metering block gaskets.
Air bleeds can be drilled out - this is a job for a carburetor SPECIALIST. For the average Joe to mess with air bleeds is like saying "my car's gonna be like Landy's Dodge".
I have a brand new holley 300cfm carburator. i can turn one idle mixture screw in all the way for highest vacuum, if i put it back and turn the other in, the engine stalls. i get the best idle vacuum at 1/2 turn out on both. no stumble, real snappy but running rich on the plugs. 16inches at idle, 7.5 power valve, 62 jets. 2.5 litre iron duke. circle track. Help!!
Hi 77camaro,
We need some additional information from you. Can you please give our tech line a call? 1-330-630-0240. Thanks for watching!
Currently have a 670 trk avgr on a 351w 1969 motor. It has a Comp Cams 35-239-3 dual plane intake ,headers, dual exhaust with flow masters and a crossover pipe. HEI dizzy new plugs and wires. The vehicle is a 1976 bronco. It starts fine, idles fine, has 5-6 psi at the carb. Driving normal its fine,,,,,, but as soon as i get on it the engine misses. Possible floats to high in back ?
Hi Mr Pick,
You can certainly try adjusting the float to within spec. Also, when a miss develops under load, make sure to inspect the spark plug wires. It’s possible you could be getting spark jump outside the wires. You might also try to put boot protectors on to keep from burning them close to headers or manifolds.
The idle circuit is not affected by the power valve...
why don't you watch summit racing's quick flick video on intake manifolds and ask your question there if the video doesn't answer it.
Great video. I have a question or two if that is alright.
I have a "street" truck with Ford 302 with comp cams XE274, holley 670 vacuum secondary (primaries are jetted up to 70), and an msd pro billet distributor (mechanical advance only, no vacuum). At idle I am pulling around 10-11" Hg, in gear at idle it is around 5-6". I pulled the main metering block and it had a 6.5" power valve so I replaced that with a 3.5" power valve. After adjusting the idle screws for max Hg it idled fine and cruise was fine but if I give it a quick snap/rev while it is in gear it will bog down on its way down to idle rpm. If I catch it right after 2-3 quick revs the engine will die. Maybe I am missing something but it feels as though the idle circuit cannot handle the fuel coming in from the main jets, power valve, and acc. pump..
Is this a problem with jetting? Since I don't have any vacuum advance would there be any benefit to adjusting secondary speed screw to let some more air in?
Hi MasterKane1963,
Thank you for watching! Can you give our tech line a call? 1-330-630-0240.
Summit Racing
Tried throughout the day and all the tech staff has been busy.
Hi Kevin,
Thank you for watching! Please let us know if you have any questions!
GREAT JOB of explaining how to, thanks. Five star ! !
Does the base plate from a 770 cfm fit a 465 both are vacuum secondarily, just the 770 has the kick down linkage for the ford cheers in advance
Hi keith,
We need some additional information from you. can you please give our tech line a call? 1-330-630-0240. Thanks!
Hi base plate from 770 fits the 465 both were vacuum secondaries.
Not sure if this affects it running but starts great. cheers.
awsome video, thanks helped alot.
Hi Anthony Pllu,
Thank you for watching! Let us know if you have any questions.
only question i have is, each time i change my jet size do i have to replace the gaskets for the fuel bowl or are they re-usable
Ford FD,
If they are the original Holley gaskets and are blue in color, they are considered reusable.
If you have a double pumper with 2 power valves, do adjust them to the same size?
What is the application/intent of the ride?
I haven't been drag racing in a long time -the last time, I broke a high heel and someone stole my handbag.
👏🏽👏🏽👏🏽👏🏽👏🏽👏🏽
aren't front hung floats better than side hung floats? also are dog leg venturi better than straight?
+tamapalagi,
Agreed, “Center Hung” floats tend to do a better job of controlling fuel level especially when the car is street driven and turning corners a lot. There are a few types of boosters ( straight type, dog leg, Annular) used in carburetors and each have their place depending on the application. Feel free to give us a call and we can help you pick the one that’s right for you! 1-330-630-0240
He says get a vacuum gauge. Ok...I'm sold...but how about a part no. ? In the Holley videos, they tell you what part No. for things....easy increase in sales...
Need close ups....need a camera man to zoom in at the appropriate times so we can see exactly what he's talking about.
I agree there are times when you explain something and we can't see what you are talking about. Need to redo parts of the video I would greatly thank you. Other than that it is real helpful tips. Thank you, Ronnie. Also which annuals are better between the two.The standard or the lower one.
@@brdnsky6417 5ocm m lm m m. M tgoftg mllm. L lm mlcm lcb lc ml m. M. MllmmMllmmmcl m l. Lm mmll. M. M m lm l m ml l. L m mll c m m m. Mml m. Com v b. Mm cm. Mcmll. B m ml vm m mbbm. Mm.Mcl bm. MM.m.m mbl m m bl ml m.? Mm. Mm xm mm m. Mm cm m m m bcm b. Mm. Clm. Mm m m m m m mc. Mcmm. Mm. Xm m vmm Mb.mvm. Mc Mml m mcm b m vv. Cm, l l m m m m vmc mm cm. !?.!.!. ml m. M! Lm m. Lm.! I! m v. ?.!?!?!.!?.,.?!.. . C??!? X... V??. ?.!?!?!...!....!!.!?!!.!. C m?. Mln . m. L.mcml. Mmm bcl Lm m.n, l m m l. B. Cl mll. M lc clcm, mmc. M. Mm m m.m.ml m m. Mcm m Lm m. Mmm lcl m. M. Mm Mmm v vmml m m mcm. Mm n. M mvm m m m lcl. M m. M vmm. Mc mm,cml. M cm m m m m bmm mcm mc m bl mb mcm. M.m. Mmcm mvmc mb. M. L bmcm l xm lcc m. Nmc lnx cml m m mcx ml mbmcmM.c.n vcmm mcm cmvmlmcvmc mc m vmm m m m cmm. M b mc lvm. Mvm m bm cmm. Lm bmm cmcmvmcv. M mcm m. M mmcmb m mc mc lbb mm.bm m.mm ll NC. Lmv m lc b. LXmcmcmcm m ln mxm cm. Mmm m m. Mm m m ml. mcm m mc mcmc bmm Mmm m cmm, m. Mm vmmvm lcm mcl m mb m m b ml mcb mc lcll m. Lcmc Lm cmbc. Mm mc l m mmcmb, mcbc mmcmcmvmc mmcmc mm. Mcmm.,nccm mcbmmMMvm bmvm m vcmmv mlmm m cmxm mb mm mmb lcccbvxmm.cm m cc m. M mcmcm vmbl cm mm ml m m m m mmblncm mcmc mb bvm lxmcc l mc cmmcmcccmc.cm.m mm mvmcvm vmb, m lmbvmb m m xm,mc. Mcb m mcm bcmvmcvcm m mvmb m mmcbvnm, m. M m m v xm m bvxmm.cmbcmmcvm m. Mcmm mcbmm m m cm m cmvm cm. Mbmm mxm m.mcm bmmcm m xm ccm, m ccm. Mmc m, mxm mccmmc l, mm mcmcvc lcbm b lmmxm, mcvmbm mcm.cmcvmb mn m mxmm, cmm m bcmmvmcvmbmc, m m. Mvm, mccmmvb cm, mm cmbm. Mn mbmmcbmc lcbm, b m cmvmvxmml vmn m m, lmcb., xm m. Cmlnm, m. X cln.m m mcbm cmvm vcmcmm. Mm m mcm. Mmxm, . Mbmvmmc,lnm cm, m. M m lcllclm. M. bmvmmcbcmbc mcmbmm mbmmxbmm mb mmbmxmcmvxmbmm b mlnm. Bmv m mcmcm. Mxl m, cmxm mm cm. Mmccm, vmc xmxm cmxmmv mm mmxvxm cml. Mbmm cmbmm blmcvvmnmmxlm b bmmcm cmmmlcm .mmm mc, xm, bmcvcm m x, mmcmb mb,BMX,bmbmxbl mccmbmbv mmcbm. Mmcvmmxmbm xmxmxcm mm, mvbmcm, m vv vxmbm mmcv,mcm xmmvmmvb,bm cmvmxvlx bmcmvmxmm mccm, Mcv xm xm bmc Mbmm m, cmvnnbmmbm, mvm, cb lx m cvmcbmn nm mcm., mm cmcmm m mxmcmbcm mcmccmcmcmcmx mcmvmxm m xm vnmcmlmcvm. Cc. Mcm m mcnvxcmbmbmm Mmm ccmvm mc, vm m l xm bmmcvcmvmmm mv m mccm bbmcn mmcbm mvx m m mm m m. M. Mccmmxvmmcvm mccm xmvx, mcmbbcmmxbxmbmcmxxm, mm xm vm lvm vmm. Mmccv cmmm mvxmcv mxxmbv mmcmcmvmnmcbcmmbbmm cmcbmm, vmvmxmxbxm, vmmbmv mbm cvlmccm m m. Mcm, bmx m vm. Mc lcmc,xvxm, bvbvxm mcm vm cmmx mcccb mm m, xm m, Cl mc m.m ml mcmmml.m m m l m. Mm cmcm.m,bv,vvcmm mm n m, m l, bm, mxcmbmvn, mm cm, Mxl, mmcv, mm b, m mcb, vcmm vmc, lmcbmnbm mcm bmxm ccmm bmmc.m. Cmblm!.!.!?! Mcmm bm, cmmx m cmmvvmb mmcmc mx xmcv mmcmccm lnv, m mvmb mcm m . . M.m.mv Mm lm mcmln. mcbmvmmM ml m m Mm l m mc . M mv vmc bbmcb l m cm mc mmmc m. Lm mxb, v, mcbmvcm, xm m, mcvvm, m lnvmvxm mcmcm m . Mbbmxb mbbm, l Mmxm bmvmm m vmb, m m mvm m xmv, m ncvcm, cmm vm xmcc m,, mm, xm, mcx m m xbmc . M m is mm v xmccbmcxvbmm lc Mmcm nxmc mcc mcmbbmxlb m mm m, bmbmcm mvm v vmm m, mvxm bvxm vmcmbm, vmb mcvm, bxm vmvcm. Mcm,cbmvcm, mvnlxmccvm Mmxm, mmbmxmvm, vvmvxmv m vm,vnvmm bmc. Mmlm. L. M. B mvm mxvmccmcmxcm, l xmm, m,, mm mlm. M. Mllll.mm. Mm. , xvbm n clmvmvm, mcmbxmbmmc,is bm. V.ll bl ml. Mmm mclmclnvmmbccmmvxn m m. M m l m ll mll. L mlm vvmmcvxml l m. Cmmllll m m.m m m, mvmvm nccm m x m mcml xmbmnm c mmcmn mxvxm ll. Mm m mlm m. Mmll Mlmxbm mvxmcmvbmxm, mcm mc,vmmbvm, ll vmml.m ml m mml m, mbn cmvc,m, cmbmmvb mvcmvmbxm. L ml mm m m m.mm m,cbmnl mc, bmmMmm m l mlll. B, m.m xmlm mcm, cmmcm vmn mmcccmvmxbm, m, bxm vmmvm, m m mcm vm m. Mml m lcm m.m.ml mmm, vcmm, xm lnxm mvm b mbm vl xmvvmvxvnmxxm l Mm mml. N ml l mlm. VVcm Mbmm vmmcvm, vcxcmmcbbm mcm m xmlvlc bmcm m l xmvcln cmvcmvmx v mvvvvvm, ll cmxcvmxv, l xm xm xmbm lll m l m lvl l ll. M ll ml bmmcm b m m mvvm mm,vnm xmvcbbvv, m mmxcvmvmcbm ccm NCc, mvlnbln, vmm bm, v xm ml,x xm mcmxvmb, mm, mmbcm,ncmx vm, m mmxbvmvml xmvmxbmvmvmvvmmxlvmclx l,, mvlmvvxml bmxm, c vv mbmmnxm xmnlnc mmcbvmxmv, mmn, mcm c mmxmx mm xmvmvm, lcx mxm, l xmm, vmbmn nm, vv lnvln cbmvxmvxm, m, m n mm, vbv, mvcm, mvvmn lnm, l m, cmc vxmmvmx bmmcm vxmvlx. Mcmcb, mvv, m cmvm xmm cmmcm l x, xmbmvbl vm, m, mxxmmvv,lxvlmm vmxmvm, mvm m m m l m m mm b mvmxvm vmmlcb xm,lmvvbvxm mxmvvvmv NC ml mxvmvmmx bxmcxm mxvmv l, v MN n x bmm. Xmv m, vvmnmm v m mm, vvvmxm m xmvm,bxmbcml c n vmb, vmvmbvvv, Mmm vm, vmcmvmxcvmvm vm vm mxm l, vmvvll xmvxcmx n bvvmmx m, m xmvmm, vlc vm lmmcvvmn xvlvmxm l xm xmcvbvmv nxc mxvmv vxmbmn m, vvmcvmlm, mcmvn m l c lbmvm vvcmvbm, vm, l nvmn vxm vbmvmvxmmvxm vvllxl vmcmlm xmcvvlv l Mmmxvvxmv mvlncxmbvmnm vxm mxvxmbbm vmnbmvvxmcm, cmxv, mvmvvxclx llbv l cm, lx c xm m, NC cbl mcvmbm, m, xmvlcll vnbvmcm bvmn mvlnl mvvxmm cvbmv NJ, m, cl l xvxmbmvmxvxmmxvbl vxm mxvmvlm, l l mvmvm vmvmvm, b lnxvmbm, v lvxmvmvb lvmvvvnvml lncbmvmlnln vbvmbmv NC cmc vvmnmm vvxmm, vlxl vm vxm mxvvvlv xvm lvmnl llvlxv, mlvmxm mvm ml mv m v. Xlc m m, cvxmbbml vxmvbvvxm,x vvvlnllvmv x vvxml vl m mvmxl v m, l vvvv mxmvlnb mvn l c mvmlvlxl xmvl, lvxm v lnlm vmnvmm, vv lvm, lnl vv m l, mvvmvlvxm vml v lvvlvlv lxlnl vm, vvvvvv lmxvxml xl mvv, mvvv NC,clllvlm v lxvlvnmxmm, vlvvml m, n l xm vxmvvlv lnxl vmn lnvl mxvlxlvlln xl, vvnvvlxln vln vvmmx m l. Mml vv lnxvll, lvmxvmxmcxm xmx lvvllv x lnv lxxn m l vlx nxxmbm, l vvvmvlvlnl. Lnxvxlll m l lxvm vmvvmxl vlnllvx vlvvml lxclnl vvmnmm l vxm m,cvlmbllxvvmxvv v lmxvvvlxmmvl. Lvmxm, vvxmvv, mcvvmvvvxml c lvvllv, MN mxvlnlvxmvmm, NC, m NC cm Lm, lcll m xmvlvvlvxmlxmln vvlmm, ll lvxvvlvmvvllv xm. Lm, mxmxvxlvvv NC l mvmxvlm, lll lnxvxm xvv lnlcbln clx l xc, l nvvvxmv x xmxlll vvvlll l x v c. L v lnl vxvvl l c NC xml vvmxlvvxlcbvlmxm, vllm mv l vmlb lnclmm vml ll vmvm, vlvvvvlvl lvv vlmxmxvvlvl xl v l , mvlvlvlxvmnl, m vvmnvxvmlvvvxl l vlmxvl m, MN v vvln xl vxl v xll vvxmvlvxmxvmmxvxmxvm, lx vxml lvvmmxmvcvmvvvvvnlmxmxvmxvll lvxmvxmc m m, xlvlxvm, llllxx. Lvvlll vm, vvl vlc v NC l v mm l v xx xmvlvvmx vllvlvlxm vmxxvlvvxmmvvvlv mmxvvvmvmxvlxvl vvvlmxxm vlv NC l vxml vl mcl l vl l lvvvxml, mv v lnlcbxm m l vllvvlxvvmx m, c NC llvxm lnlxm.nv xl vvlv lvnlvm, l m NC m vvxmlxvxm vvxvxmmlv lvlln l lnvlvvxm x vvx x vxlv lnmcbln l vvv vllvvl NC vvml xmlvmnn llvxmlxll, mxvxnvx lvxvmxxm l l vvmn xll m lx l m, v vvlnll l lvvl, l vx lvlvvvlxl v m lxvlllvv v vlnl vvvl v l lll llvvlvlxlxnvcmnlmlvvmll c vvll mxv lncxmx vmxvl vmxvlvxm ll x lnmx vmxvmvx lbmvm lx m vvx x ll. Lvl nm vxmvxmv lnl lxlxvlxmmcvvl vvvl, l. M, vvxmlmxlvlnxvllll vvvlllv lnlcvlvxvlmxv lvvlllmvvxlmvcvv lnlm. Lmxl vvlllvl l l lvvlxln. Lvvnvlln l vllv lnl vxm lmxvxl lllvlvxl v lxl mxvlnlll NC v lvxm v vlc mxl l bcl llvx l l x vlv lvm xmv mvv mll l bcl. Vxmv NC vv vlv lvvxvvvvvm vmxlmxcxmln lxl xnl l vxmvlv NC vnvvmvll lmlxl vlv mx xvvllvlvlvlllmxvlnxmvlll lnvvxm mxlnl mxlvvl vvmlx xlnll m vv vlvmx c llvxv l l mxvvl xvvllvmnx vl vlmxlvl lnl v NC l l NC NC vvl m vll vvv lvlx vmxvv lncvlnmvxlxl c lvv lnxl mxvvlc vmnlvvv lnlcbv xvlvv vxcln. Xvn lxv llvlmxl lvn xcl x. Lvlmxl. Vvxmlmxv xnl vvlvlml xvvlvv NC v lvnllll vln lvmlvlmxvv lnl NC cxvlxl vnm v lvvxmlmxvlvvlvllx NC lvxm lmxxm mcl vxllvxml vv NC vxml. Lxvvv NC v lnvlvvv lxvl l ll l lmxx mxlxxlvllnvvvvxlcc lxvxmllllllvvv l l v lnll lvllvxm lvlxlllvv ll l lvlvvvvl l bcl l l l cl lxvl l x lvlvx l c l l c lvmnlvn xn l lvvvv
@@t0rvik123 Yeah, you too. Ronnie.
Do you have a good race carb for my 383 sbc mid cam vortck heads
More information will be needed to help you properly choose the right carburetor. Please contact our sales line for additional assistance at 1-800-230-3030 or 1-330-630-3030.
Where the Summit Carb differs these videos dont help me alot ! Guess I should of gotten the Holley carb instead of the Summit brand.
I am just saying why would you ask a question about some off the wall intake in the comments for a carburetor video. doesn't make any sense.
Well I've got a mess so I musta_have covered something. LOL
Drugs are bad, mmmkay?
Summit, I love you guys, but this video has 20 to many Bloopers!
Hi kffive,
Thank you for watching! :)
We are working on our video skills. Any tips?
Hire a busted up Iraq vet.(ME) to direct, shoot and edit.
1: You need a "Scrip" as to not repeat info or loose your place.
2:You must break up the shoot into takes. Which allows for edits and retakes for "Booster bloopers"
3: Incorporate some simple graphics and or videos on what your explaining.
4: SELL SELL SELL, Post part numbers of the Tools,Carb stands, Books and Hop Up parts.
5: Fix the crooked Summit Logo. The Ohio store is a beautiful back drop/studio.
You have great info, its just a mater of making it digestible and palatable.
When filming close-ups, such as the metering block, lay the part on a sheet of light coloured cardboard and use a gopro or similar. The piece of cardboard could even have some arrows and writing on it.
He really is a poor teacher; he acts as if we already know all the parts from his last class, without showing placement of subject parts, or how they work together in the carburetor, he talks about cams, however he jumps from engine cams, to carburetor cams without even showing carburetor cam placement, or it's function relating to the pump shot, or replacement colored cam types effecting said shot of fuel into the Venturi under various engine loads.
Easy way to tune the Holley carbs for street cars,take off and throw in the trash can.Then install an Edelbrock which is easier to tune
Edelbrocks are so much easier. Lol
they are, but a well-tuned Holley will always make more power.