holley recommends at least 6psi fuel press.i recommend a aftermarket 110 gal per hr fuel pump w/regulator (as stated by FBsliderseven)=$150 from summit/jegs
upgrade to 3/8" fuel line=$50ish w/fittings.
wideband=$250 and up
labor for your buddy=?
that's why i go with the old school tunning method may not be the most accurate/precise/glamours way but i know what i'm doing and it works for me

 

I have a plenty enough fuel pump! It flows 115 GPH at 7 pounds and I have no fuel filter till just before the carb and it's still clean. I have plenty enough pressure cause we took out my regulator since this setup needs 6 pounds and it pushes 7. Well that was a bad idea cause it just pushed the gas out the float bowls even with a return line. and me trying to get on the gas! So it has no preasure problems.
And I know jetting isn't that simple, but then again how could racing beat sell a carb for one purpose to the mass public across the whole united states and they still work perfect. The first time I worked with racing beat with my stock engine and that carb was tuned almost perfect! Seriously all we needed to adjust was the idle when we got it! So thats why I wanted another racing beat carb. I mean if they're selling a different carb at the same CFM for different ports the've got a lot different stuff going on. And the reason I asked for the jet sizes was because I would at least know the round number of what I need.
And fbsliderseven.... was that carb for a street port engine?

 

if you can spair a few bucks GET A WIDEBAND. i just got a new msd wideband off e-bay for 175 shipped


just an fyi.

 

I can tune a holley rich, put a high flow early opening power valve in and it will run "well" anywhere. Economy may suck, but it will run just fine. A couple jet sizes and the wrong power valve can kill 25% of you fuel economy in a heartbeat!

 

I tuned an edelbrock to a T, I had the metering rods modified on a jewelers lathe to dial it in just right. Tuning a carb is a lost art for many, untouchable for even many more. I had issues with my edelbrock and visited an long time speed shop owner. We went for a drive, he came out with different metering rods and springs and it was night and day. Since then I bought a tuning manual and learned it all on my own.

 

Good info, I'm pretty lucky cause my buddys so knowledgable about these holleys. I'll have to wait this week out till the weekend before I can do anything more to it. We spent a good portion of today chasing a problem as to why all of a sudden my lights wouldn't go down and all my markers and tail lights wouldn't work.... we eventually found out a loose wire in the center console was grounding and caused a big problem! We had the whole steering colum and light dimmers tore apart looking for it.... lol Oh well, gave me a chance to replace my whipped stock wheel with my mahogony wood grain wheel! lol

 

Well i went and bought a brand new 600cfm holley and we got it on and running. It at first was idling at like 2800 rpm but we got it down to like 1100 wich is a lot better. But now when I step on the gas it seems to make this slight chatter sound and it seems to not wanna pick up as if the secondaries wern't opening. Is there something I'm missing or I should prep the carb to make it run better?

 

It would have been so much cheaper to buy new jets and the stupid metering plate than to buy a brand new carb. A 465 is more than enough for even a birdgeport when tuned properly. With any carb your going to have to tune it by rejetting the fuel quite a bit until you find the sweet spot, or you will not get the full potential out of it. Then when you go to the strip to see how well your doing, you'll have to rejet again. The same if you decide to hit up an autocross or lapping day. It's just the way running a carbed engine works. Now is the time to get used to it. For the top end it's either running lean or running too rich. Go down a jet size in the secondaries, and note the results. Go down another size and note the results. If it's an improvement, keep going until it stops improving or gets worse. If it get's worse off the bat, then go up a size and note the result. Like most things with cars it's only difficult until you've done it once or twice. Then it's just tedious. Tuning a carb is rather easy, it just takes a few minutes and a small pouch of tools. And do keep a logbook. Very useful tool in carb tuning. Where EFI guys have datalogging, we have pen logging. It's also very handy when you forget what jet sizes your running.

I'm pretty sure the only difference between the stock and street port 465 RB Holley's is the jets they send them out with, so don't waste your time or money thinking there is a specific carb for a streetport.

 

I keep saying this, I wanted to keep the stock 465 just the way it is if or when I need to put the stock motor in. That way it's just a bolt on and go, it's already tuned to that engine. I wanted another carb, my 600, for the street motor. And I wasn't about to spend almost 600 bucks for a carb from racing beat.
So the best bet I had with me wanting two carbs was just to get another larger one for the SP. I'll be ordering a jet kit pretty soon here to begin tuning.

 

Well heres another question... I've been using the stock fuel lines which I think are 5/16. I don't think they're supplying enough fuel cause it seems to run awesome if you let it sit and fill the float bowls. But it then seems to not be able to keep up with the carb. And I have an aftermarket high flow pump but if the lines are too small it not gonna help any. So I went and bought 5 feet of high pressure 3/8 fuel line and 5 feet of 3/8 metal line. Do you guys think this may also help? If anything it shouldn't hurt.

 

I'm running 3/8" line all the way back.

If you went and bought a universal 600cfm carb then most likely you need to get smaller jets. you will also need to change out the AP Jet. Holley recommends moving up or down in increments of 3 sizes. So 40-43 etc.

 

Do yourself a favour when you get that jet kit in. After playing with the 600, put the 465 back on and tune it. Remember when you change the jets your not doing anything that can't be put back to the way it was when you got it. You'll probably notice improved lowend and midrange from the smaller carb. Your topend will probably be comparable to the 600. When you buy a carb that's already jetted, your buying the best for everyone, not the best for you. It is not set up for YOUR engine. It's set up for every engine like yours. Your altitude, climate, timing and even gas quality have major effects on the carbs behaviour. You will never see the carbs full potential by thinking it's already set up perfectly. At best, the Holley is sent out with a best guess jetting.

Case in point. My Sterling was sent out jetted fairly decently out of the box. I left it like that for a season,and was really happy with its performance. I then finally got around to spending the money on a jet kit. Went up quite a bit on the primary fuel and a little down on the primary air. WOW what a difference. Would have been awfully silly of me to throw more money at another carb if I wasn't happy with it as it was.

I'm not trying to be an ***, but you really are throwing good money away by buying another carb thinking the one you have isn't good enough. Think of it as a base EFI tune from an aftermarket computer. You don't buy a new one if the one you have isn't performing as you had hoped. They always need tweaks before they will run optimally.

 

I agree with you orion.

I had to do quite a bit of tuning on my RB holley carb. Putting it on a dyno was a huge help. The primary jet size was actually good but I did need to change out the AP jet. It didn't help my HP at all but it did smooth out power band. I was having trouble with a lean spike when I first hit the throttle and it was causing a flat spot.

 

But to change the jets on the 465 I'll have to buy a whole set of metering plates along with the jet kit also. And when you say AP jets are you refering to the secondary jets?

 

no I'm actually refering the the Accelerator Pump Discharge Nozzles on the top of the carb.

http://www.jegs.com/p/Holley/746580/10002/-1

the number will be stamped right on it.

 

Oh, ok. Just for kicks what size did you end up putting in yours? And what would be in a 600 like mine if you know??? Thanks!

 

And heres another problem....... the jet kits come with all jets from 64-99. My book i got with the carb says its primary matering jet is 64. So I'm gonna have to probably go down a size but if i got that jet kit I can't, there are no sizes any lower.
Let me give you some specifics it gave me about the carb,
primary matering jet- 64
secondary metering plate- 39 plate.. which then says 39 plate is equivalent to 70 jet
pump discharge nozzle- .031 well I guess theres my size I was looking for.
primary powervalve- 64
secondary spring- black
So what does all this mean? And are my secondary jets gonna be different than my primary jet all the time? Like i said before i don't know much about the insides of these things! And could you guys give me a direction I should start in with jet tuning? I know I'm testing alot of your patience, but I just wanna know for certain before i crack it open. Thanks for all the help everyone!
Eric

 

the kits do only go down to 64 but smaller sizes can be ordered in sets of 2. My RB carb has 50's in it and they seem to work the best but because to will begetting more air you will probably need to be bigger.

you might be ok with the secondary plate and just mess with the secondary spring. you can get a spring kit and quick change setup.

http://holley.com/data/Products/Tech...199R7948-5.pdf
http://holley.com/data/Products/Tech...809%20scan.pdf
http://holley.com/data/Products/Tech...199R8219-2.pdf
http://holley.com/data/TechService/T...Carburetor.pdf
http://holley.com/data/TechService/T...Carburetor.pdf
http://holley.com/data/TechService/T...ech%20Info.pdf

these should help you.

 

Alright, awesome. Thats exactly what i was looking for chris! 50 gives me a spot I can at least work around. And i was gonna imedietly invest in an adjustable secondary diaphram.
I was just gonna order a set of jets in sizes 50, 52, 54 ,56, 58, 60. How does that sound? That should be anywhere between 35-50 bucks plus the adjustable diaphram but it's well worth the carb being tuned.

 

you could probably get away with 50, 53, 56, 59

 

are you tunning the 465 or 600?

i know a bit about a 600 but not a 465.
im willing to help if needed.

 

I'm tuning a 600. Help help would be sweet.
And that sounds good chris, thanks!

 

58 was to small i just put 66 and 69 secondary w/ a 5.5 pv and it running good now. its a consistant 11.75 ish afrs. i need to fix some other stuff befor i run it more.

 

Well now I have two different theory's here........ one is to go down in size and the other is to go up....... Now heres some q's i need answered....... is my primary jet a 64 and my secondary is what size???? And theres only one jet for primary and one jet for secondary too right? And I thought when running you didn't want a ratio of more than 10 something? And you say your pv is 5.5 when mine is 64??? those sizes don't even match up..... So whats my game plan??!?!?! What should I do?!?!?!?!

 

The truth is that it is going to be hard to tell what you need to do unless you can find out what you a/f ratio is right now. The problem with comparing to me is that I'm at almost 7k feet. My car runs best with a ratio of 13.5:1 with a muffler probe. The only way you will ever know which way you need to go is with a wideband or putting it on a dyno.

The AP jet is a little easier to figure out. If the car bogs when you hit the gas then it is too big. If the car hesitates when you hit the gas then it is too small.

To get the primary jets right you will need to know the A/F.