Holley Weber 5200, Any suggested jet sizes for stock 200

[Anonymous]

going to be getting a rebuild 5200 from stovebolt and i was just wondering if there were any suggested jet sizes for the carb being on a 78 200 with an 80 head and 78 exhaust log, i remember seeing a site with some jet sizes that were used before, itd be easier for me to start out close, preferably with something that would run and then adjust it from there

 

[Anonymous]

According to Tom most of the 200 and 250 engines run fine on the jets that come in the carb as he builds them... I would put it on as is and see if you need to change them at all...

 

[Anonymous]

most of the conversions that I have done wont idle right unless they have 65 or larger idle jets. The mains that come stock in the carb should be right on for your motor

Todd

 

[Anonymous]

so when i get the carb just ask for a set of 65 idle jets; what are some numbers that are around there that i could probably get, just so i have some others to mess with

 

[Anonymous]

Mustangaroo will post on this as soon as he see's it. He's been through the 5200 jet thing on a dyno.

don

 

[Anonymous]

Mustangaroo's Dyno was on an Aussie 2v which will have different fuel needs than the log head... if you ask Tom at stovebolt he will tell you his 5200 carbs are not pure stock rebuilds.... they have some small changes to work on 200 and 250 engines specifically... I tried to get him to install the jets recommended by Mustangaroo and gave up... he insited I run it as is first....?

 

[Anonymous]

If he insists that you run it as is then do it. Obviously he has some experience in the field. I have done at least 10 or so of these conversions and know that 65 jets work best. Normally the carbs come with 45 jets and the vendors replace them with 55 jets. If you have to turn the idle mixture screw out more than 2-1/2 turns to get it to idle smooth then you need to up the jet size. I usually run a 65 jet with 1-3/4 turns out on the screw. These carbs are meant to run on 2.3 litre engines that need a lot less fuel to idle than a 3.3litre 200.

todd

 

[Anonymous]

I would go with it as is. I have a Weber 32/36 (which is the exact same thing as a Holley 5200) on my i6 200 and it runs perfect just bolted on as is.

 

[Anonymous]

Hi all,

Interesting post. Couple of additions if I may. The Weber 32/36 and the Holley 5200 aren't exactly the same. Same design. Look alike. But the largest 5200, the one Stovebolt sells, is a 26/27. Flows 270cfm vs. the 32/36 320cfm. This is useful info if one is concerned about maintaining high intake manifold velosity, i.e., better low end pull.

The 65 jets referred to are the idle jets. The 5200's seem to run well on 50 - 65 idle jets. Correct size can be determined as outlined by powerbrakes. The main jets tend to run in the 140 - 160 range for the 200 I6. Will vary with the emultion tube installed in the carb. Best approach is to go with what you get and watch spark plugs for a sign as to which way to adjust. Hot running temp is also an indication that the mains are lean.

Enjoy the trip - Steve

 

[Anonymous]

so i think i'm going to go with 65 idle jets and 150main jets, this sound like a good combo?

 

[Anonymous]

I found my PM from Mustangaroo about this...

Here are the sizes he ran in the Aussie 2v... (these differ from the ones Tom builds into them at rebuild.... but they are the post dyno jets....)

"The primary is a 325 and the main was a 375"

 

[Anonymous]

he also has a better flowing ever thing on his motor

 

[Anonymous]

Why the different numbers?

why one 65 and one 375?

 

[Anonymous]

the 65 is for the idle jets and the 375 is for the main jets

 

[Mustangaroo]

Well first of all I have gotten two Holley 5200 from Stovebolt and think his prices are great $65.00 for a rebuilt or $75.00 for N.O.S. carb. But one carb had smaller sedondary jets that the primary and the other had 140 size jets in both the primary and secondaries What I found was weather it was the log head or the Aussie 2V head the monent the secondaries opened up the engine bogged down from a too lean state, these carbs were designed for great MPG not HP and are jetted that way, you need a rich 12 or 13 to 1 ratio for best HP. I can only stress this so much, but you really need to dyno your engine to get the best performance, and tuning on the dyno really pays big dividens!

 

[Anonymous]

I do plan on getting her on a dyno... but I have to break the engine and cam in first... and I would like to be close.

I got a chance to look into the machinists work today....
The porting is extensive and polished up really nicely.
He spent a lot of hours in there.

So the dyno will be the only way for me... but I have to log a few miles first...

I just cannot go the extra expense of the 2300 right now.
This $65.00 jobby has to work out.... and Tom is more stubborn than me. We talked from 10:00 to 10:30 PM one night... he would not let up on running as is, and he really has thoughts on running 2300 series carbs on 200's..... :roll:

So I am only going by who has given me the most S*#@ for asking for larger jets
Now you all say I HAVE TO HAVE THEM

I feel like I am in a tug-of-war here....
I am getting ready to drop the dough on the larger carb and save the headache.
It bolts on as is.

 

[Mustangaroo]

Now Jim let me tell you why I perfer the Holley 2300 series, I have the Holley 500 2V, I had the Holley 5200 on the Aussie 2v and it ran well but when I put the Holley 500 the drivablity was so much better that I decided it was much better, because of the way it drives my HP was only 2HP better than the Holley 5200 Put the Holley 5200 and tune it and dyno it and later on when you can try a Holley 350/500 out and you will see the differance, but until then use what you have and enjoy!

 

[Anonymous]

Sounds like a plan stan.

Sorry for the freak out earlier...

I was in up to my eyeballs on a work related problem and the Mustang is causing tension around here... needs to be on the road again soon.

This round of retorations is taking longer, way longer than expected. Nearing the six month mark here....
:roll: :roll:

 

[Anonymous]

Jet size. Old system vs. new system. I can't put my hands on a conversion chart at the moment, but the 140 - 160 I suggested as mains, and the 325 - 375 Mustangaroo is using, are essentually the same. I will look for a chart. If anyone else has one please post.

Steve

 

[Mustangaroo]

Well having had both 140 and 375 in my hands together, I can tell you the only thing essentually the same is the thread size Their may be two different sets with numbers for the Holley 5200, but the 375 numberd one is much larger than a 140!