Show Posts

This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.


Messages - Drew Pojedinec

Pages: [1] 2 3 ... 10
1
SAAC Forum Discussion Area / Re: Fathers Day morning rip with my son
« on: June 20, 2021, 09:28:46 PM »
Are these the 3360/3361s I redid?

If so, mind if I steal the video for my page?

Super cool either way John!
Thanks

2
1965 GT350/R-Model / Re: Holley 715 CFM #3259 float level adjustment
« on: June 17, 2021, 09:18:00 AM »
My way of tuning secondary spring is to use a quick change pot.
Find the bog, and scale to heavier until desired results occur.
Once found reinstall original housing with appropriate spring.

The charts are ok ish. Like many such charts it would be hard to take all factors in account....
Especially that there is a bleed hole from the primary signal hole to the secondary.
This is not the same size on all carbs. On old holley spec sheets the bleed hole was noted.

3
1965 GT350/R-Model / Re: Holley 715 CFM #3259 float level adjustment
« on: June 16, 2021, 07:20:36 AM »
No, secondary ifr was .031 on all of them.

.033 shouldn’t be overly rich, or it should be within range to correct with mixture screws.
The only reason I can see running larger would be due to a radical camshaft. As the camshaft duration or intake plenum becomes larger, more fuel is required.

Example:
If I take a cobrajet carb with it’s typical .076 idle air bleed, and .029 ifr and put it on my truck engine (20in vac at idle, stockish cam, small edelbrock intake), it will run flawlessly as is with mixture screws out 1 turn.
If I take the same carb and put it on my Galaxie (250@.050 cam and massive Tunnelwedge intake), it will barely run with the mixture screws 2.5 turns out.  I would have to alter the idle feed.  I could drill ifr to .035, or could reduce idle air bleed and increase ifr to something like .067/.033

Fairly drastic changes.

4
1965 GT350/R-Model / Re: Holley 715 CFM #3259 float level adjustment
« on: June 15, 2021, 08:12:05 PM »
The original 3259 had a .031 ifr, I consider this a touch too small. Early 3259-1 had a .033 ifr which is perfect.
Later 3259-1 and reproduction ones (as well as 4118) have a .040 which is massive. Reduce to .033

I do this regularly and am lauded as some carb genius...  (I am not, it’s physics).
.033 ifr and .070 idle air bleed is appropriate for 90% of all cars with a 1 5/16, 1 3/8 venturi, 1 11/16 throttle bore carb.
Very rarely does an engine require being outside of this range.

5
The Lounge / Re: Carb help
« on: June 09, 2021, 11:38:35 AM »
Should be C6OF
Great carbs. The 67-68 ones get kinda weird and specific, the C6s are good and have a very “normal” setup.

6
I believe Jim is sending the bowl to me.  I use the same insert, works really nice....
Wish the insert was cheaper, I'd use it more often on CJ dual entry bowls as there is a ton more meat to thread into compared to the stock center hung bowl.


I see the damage mostly from those old borg warner needle and seats with the oring and locking nut that pulls up on the threads.

7
The Lounge / Re: Any good Holley Carburetor rebuiders on here?
« on: May 20, 2021, 07:45:14 AM »
That would save me a ton of time....

8
The Lounge / Re: Any good Holley Carburetor rebuiders on here?
« on: May 19, 2021, 06:01:58 PM »
I do need to get those from you and scanned. I am a data nerd. I just love reading about how and why they did what for a specific purpose. Both to learn from and replicate as needed.

Been busy, 98 carbs in 76 days has been exhausting.

9
The Lounge / Re: Any good Holley Carburetor rebuiders on here?
« on: May 18, 2021, 09:14:16 PM »
Pre Colt Ford throttle shafts are brass.

10
The Lounge / Re: Any good Holley Carburetor rebuiders on here?
« on: May 16, 2021, 03:48:33 PM »
I'm see a lot of hype, but no substance.  Generally, on well used carbs the bores for the throttle shaft(s) will wear egg-shaped.  Vacuum leaks become serious.  Where a new throttle plate assembly is not available, necessary to use a small, jig bore to pic up on the original center line, and bore over size.  Index to the opposite side and bore in perfect alignment.  Lathe turn a bronze sleeve, slip fit into the new bores using Loctite.  Finally, ream the bronze repair sleeves in place for .0002 clearance with new throttle shafts.  Any less is just aesthetics.

A few questions:
-Was this directed at anyone in particular?
-In a Holley baseplate, what wears first, the baseplate or the brass throttle shaft?
-these shaft vacuum leaks. What overall effect does one have on an engine?


11
1967 Shelby GT350/500 / Re: 67 gt500 fuel log
« on: April 20, 2021, 10:16:43 PM »
Oil fill makes a straight fitting pretty hard to use.

12
I had an 81 Dodge Aries when I was a kid.
I was wanted to get another and make it a dedicated drag car with a blower motor.
Ford engine, put chevy SS emblems on it.

Would be the ideal “funny car.”

13
1967 Shelby GT350/500 / Re: So which Holley 4150 is best ?
« on: April 06, 2021, 09:51:06 PM »
Bob, what works works!

67gt350, sounds like a lil trash got flushed out the seat.
Fun story.... so I daily drive a 76 F100 with a 390FE and a holley.
Well, driving to the airport to go to work at 2am. Dark South Georgia road, middle of the swamp. Real dark.
Anyway, cruising at 60mph and I feel the engine wanting to die. I realized a bowl had a stuck float.
Well, if the float drops it normally flushes out the trash, so no cars for miles, I floor it.
100mph and my crappy truck shakes bad.
I hit the railroad tracks at 112mph.
Anyway, no more issues. Rest of the trip was smooth.


Also of note on old Ford downleg carbs. There is no killbleed. The siphon break is in the emulsion tune feed. So can have an issue if blocked.

14
1967 Shelby GT350/500 / Re: So which Holley 4150 is best ?
« on: March 29, 2021, 07:33:01 PM »
Three variants I have seen from 3259 to -1 have massively different idle circuits.

15
1967 Shelby GT350/500 / Re: So which Holley 4150 is best ?
« on: March 27, 2021, 07:52:13 PM »
I won’t jump on you. Don’t particularly care what you think.


As I said Bob, toss it on and see. Ran normally for me, and I’m fond of the size, but the true test is always on the street.

Pages: [1] 2 3 ... 10