buying a holley

[Anonymous]

ok, on to those carby questions again! SORRY!

ill try keep it brief....
lookin for holley carb now... aiming for 465 vac sec, as discussed in a previouse post.. now this is what i have found in the paper, i want other peoples opinions on whether its worth buying a different size due to availability......

i was planning on having it rebuilt before using...

*600 square bore vac sec, just rebuilt $260.00
*600 vac sec (street avenger)??? $100
*450 $100
*600 4barrel, vac sec $120
*500 as new $250
*rochester quadrajet 4barrel recond $150

just found this one too
* 465 4barrel vgc $150 (was on a holden though )

well now that ive seen the 465, id prolly go that as per initial advise, does it make any differance that it was on a holden?? besdies that its been tainted hahaha.
are the 600 holleys too big for the xflow? cos there seems to be alot of them.


and does this sound like the manifold id need?? seems like the one to me...
*redline torker manifold, suit 250xflow alloy head, in box never fitted $150 and linkage kit, auto $30.

anyone know the price of them new?

would this be all i need for the new carby manifold set up?

once again i apoligise for the questions again!

-matt-

 

[DYNOED250]

you will need a redline 4 BARLE manifold ... be sure to get a 4 barle one, and not have to bugger around with adaptor plates and shit..
i had a quadrajet on my car worked real real good.. but if i was u go the 465... the manifolds second hand are still dear.. 100-180 ish there only 240 odd new

 

[xctasy]

the #1848 465 cfm carb is very good. But Alloydave has found that the early 58.5" track XR-XY Falcons have no room for them at the strut towers. His got damaged by the tower as the engine moves under gearchanges, acceleration, burnouts...(!!!?????).

The XA had a 60" track, and the tower pressings were about 0.75" further appart each side. More space for a 465/600

The XD-XG had a 61.4" track, the pressings for the towers another 0.63" further appart on each side. Even more space. So a 465 or 600 should fit your machine with a small sneeze factor.

(I'd consider stay rodding the engine block to stop the carb getting hit. Old V6 European Granadas had these mounted at the brake booster to the head to stop the engine vibrating.

Drag racers chain the left hand side engine mount to stop a wild engine combo killing the engine mounts on take-off. What I'm suggesting is take the right hand side brake boosters four bolt housing, and add a rubber snubber off a diff, and mount it to the back of the head. Find some way of stopping the engine moving to the left when reversing or acclerating. That way, you'll never kill the carb).

A 4-bbl 465 can give over 280 hp in worked 253 Commodores. As it comes from Holley, its just jetted at 175 hp.


A 600 Holley vac sec was Kevin Bartletts (of Street Machine) recommendation in a 1995 article on hot 250, 302 and 351 Fords. He felt the secondaries could be dampended adequately by a hard spring, and, out of the box, comes with quite mild jetting for about 200 hp, depending on the model.

The 450 cfm may be the Holley Q'jet modular carby, not a squarebore carb, with a central float bowel. Not a hi-po thing.

There is also a 450 auto version of the 465 with a more restrictive booster venturi. For auto's, these are economical options which have proper kickdown linkages. For your six, a #1848 465 should be a good start.

Either way, you'll have to sink extra dosh into springs, secondary metering. Some of the Avenger carbs have an adjustable secondary spring by screw.

Adam has said it best in the past. The fuel-air mix with Holleys is the thing. The carb sizing isn't going to restrict it at 450 or 465 cfm, or be too big at 600 cfm. But a bad set-up will kill response and sweetness of any hot street engine. It is the most common fault as most people just look at the cost of the manifold, carb and linkage, and then fail to spend an extra 250 bucks on getting it jetted on a chassis dyno.

 

[addo]

Hear, hear! Don't know about Perf, but Sydney is over $300 for a dyno session/tweaking.

Isn't the shock tower struck on the rebound? Just chewing that over. You might be able to "clearance" it (also known in carpentry as "dress to fit")? Get that BFH ready and have a look.

Adam.

 

[xctasy]

:rolflmao: :smash:

Big Friendly Hammer.... he he he he. tower power...

Don't panic alloydave, hit it with a bigger hammer!

 

[Anonymous]

Execute
Thought Id mention that I put that 45 power valve you recommended in the 500 Holley and noticed an immediate improvement in the smoothness of the engine when driving at low rpm and making the transition from low to high rpm. I dont no if Im imagining it but it also seems to idle smoother and is also better when warming up.
Thanks for the tip it was well worth it.
Tim.

 

[xctasy]

Ancient David Vizard trick. Got a million of 'em from that guy....