nightwatchman59":2qm2cdaf said:
Some have asked about setting up Varajets on our I6's
Here are some posts for the keen GM 2-bbl people.
Last page of the first post has set up details when idle speed and mixture needs to be changed. Its for our 83, 102, 114 and 121 hp in line 4 and six cylinder engines in Commodores, Holden Pickups, One Tonners, internationally in Bedford CF vans and trucks. You'll find the last 250 in lines and some Iron Duke and J car Cimmarron/Cavalier 1.8's equiped with a Varajet. Great carb, very miss-understood.
http://forums.justcommodores.com.au/vb- ... rajet.html
http://holdenpaedia.oldholden.com/Varajet_Carburettor
http://holdenpaedia.oldholden.com/US_Varajet
http://oldholden.com/node/73511
http://oldholden.com/node/91321
The historical requests are here below
xctasy":2qm2cdaf said:rmt":2qm2cdaf said:Varajet pictures. This is the model from the inline 250 Chevy six. Non electronic.
66 E100 Pickup":2qm2cdaf said:
Redline in Australia make one, but there are a few issues.
We used that French made Varajet carb in the 1900 cc Holden 4, the 2850 cc and 3300 cc Holden sixes, and they were found in worldwide in Bedford Ambulances, Commodore sedans, Kingswood pick-ups and Toyota Coronas in Austraila.
http://www.bedford-cf.co.uk/br/br8_p1.jpg
It is an excellent carb for power and fuel economy only if set up correctly. Like the 4MV is was based on, it has some brilliant features...mechanical secondary, triple boster, perfect float bowl, stable casting, metering rod calibration.
In terms of easy of tune, Good luck, its quite possibly the best carb around, but you have to be patient with it.
Its a nightmare because
a)the secondary throttle can go under or over centre and reduce the peak performance under wide open throttle, and you'll be non the wiser as to if its jetting or some other matter.
b), the hanger enrichment is complicated,
c)and the actual trim of the secondary rods is a black art unless you run a wide band O2 sensor and a smart data logger like the Invote item was111 uses.
d) I'd say you'd get it perfectly set-up if you can get a few 250 Chev or Holden 202 xt5 or 6 secondary rods, and experiment.
We got the same carb calibrated from 78 to 83 hp on the Holden fours and 106, 113 or 121 hp on the sixes. It could give great economy figures or absolutely awfull, depending on how well it was blue printed, just like its big 4-bbl brother.
There is probably up to 200 hp hiding in a Varajet 2, but its craggy as heck to tune. All they Toyota engined 4-cyliner versions got the Asian 2-bbl carb as used on the US 1976 onwards FJ 40 Landcruiser, but with vac sec operation. The Toyota one was far more economical, but no more powerfull than the Varajet.
The adaptor you can use is the Redline Holden XT5/XT6 to Ford Falcon Weber ADM 34 adaptor, but its not a simple fit up since Holden and GM used the Varajet exclusively. Toyota used a Varajet to Asian carb adaptor on its Holden 1900 engined Coronas, so there is no real 1 or 2-bbl to Varajet 2 conversion plate.
I'd use the 1978 to 1979 250 Chevy 2-bbl six from the Caprice or C10, and then hook that on to a 2-bbl Holley 2300 style Offy intake. A half inch alloy plate can be drilled up to suit, and you can mount it any way you like, because the float bowl is not hurt by fuel surge.
