Oh so many appropriate responces to choose from...

"Gosh, crankit. 'Guess that settles it. Ima schlep!"

...Or how 'bout this -

"Don't quite know what your intentions were, but I'm kinda thinkin yer alot happier that the good folks at Holley said "No."."

Or How About This One...

You asked some moron at Holley "wherever" headquarters - the guy that gets paid the least because all he does is sit in front of a computer and dull out tech advice to other morons that bought a carb but simply could never bring themselves to just OPEN UP A ******* BOOK and read up on carbs before they bought the obviously wrong choice model for their Yugo; a question pertainant to a bored out small block Chevy V8 engine, using a Holley carburetor no less, and then were'nt specific enough as to describe the opening of the secondaries timing wise?

And so this guy writes back a (how you deliver as quite resounding and definitivly) "NO! It won't get rid of any bog."

O.K., crankit. Ya sure hit the nail on the head with this one.
Good job.

Are you sure the tech-dude knew you did'nt mean that you wanted to hook up the secondaries so that they open with the primaries...as in all four butterflies opening at the same time? (Think of the whacky **** he/she hears about in questions like yours on a daily basis).

Are you sure that the tech-dude knew that you were just talking about the usual main "bog" that often accompanies mechanically operated secondary four barrel carbs that are not tuned perfectly? Or did this person think you meant any bog whatsoever?


You see, crankit, I don't care if you're disagreeing with me. But you seem to be almost on a quest to either #1) Find out the truth; or #2) Prove that I'm absolutely fulla ****.
Certianly I'm gonna take offence to #2, but I also must criticize the lack of specificity in which you seemed to present the question. You were quite specific as for describing the boinger engine as an application, but not specific enough in the carburetors timing, ect.

I could actually be wrong. But I really don't think so. My ***-o-meter does'nt think so, either.

Do yourself a favor, and pose the questions you have to others, but be very specific. And for Gods sake, try not to ask sales people that work for a specific company. Ask people who build race carbs.

Then I'll be alllll ears.

Listen, crankit; I would NEVER have had the ***** to post up a write-up like that if I did not truely, absotively believe in it. Why would I want to make myself look like a total *** in front of the whole forum?
It's there to help people who can't afford expensive mods. If it's bum advice - even if it's you who finds out for certain that it is- I'll ask the moderators to have it removed.

But ya gotta convince me first!

 

Boy you sure don't like to be questioned. Yes your way does help BUT I think that the proper opening of the secondaries should be controlled by the diaphram. By the different size spring you use . Then maybe a jet change. But you know what opinions are like and everyone has one, just some show theirs more.

 

sorry about the bad info about the placement of the secondarys diapram box, but vacuum leaks will make the car run ritch. gas is squerted in depending on how much pedal you give it, not how much air goes through the throte of the carb. therefore the car would not run lean. sence the air has a harder time geting through all of the pasige ways it has to go to to get to the main shaft of the carb, the car runs rich. lastly, i thought the problem with the secondarys boging was due to fact that that the engine didnt have the vacuum to handle all of the increasd airflow.

 

ya totaly

 

since newb there brought it from the dead i will also contribute

intresting reading...

 

Well even though this thread is dead, it seems to have found the gumption to crawl on back to us. So I will respond to the above quoted thread in an effort to stop others from believing what was written. A common misconception for most is that the throttle actually controls the amount of fuel going into the car, and it adjusts the air to suit. (Don't worry newbs, I thought so too until I took a shop class) Well that would take a computer now wouldn't it. A computer that could calculate the exact amount of fuel that is being delivered by the millisecond. Maybe even faster. Then it would adjust a butterfly valve to allow the right amount of air in, nanoseconds after it has calculated the amount of fuel. Kind of grandiose for a carb, don't cha think?

Also I ask why is there a cable leading to the carb throttle shaft? You know, the one coming from that pedal deally positioned ever so nicely under your right foot. Take a look at that throttle shaft and what does it control? Butterfly valves!!!! Hey we made it this far already. What do butterfly valves control? That's right you are a good student, AIRFLOW!!! So I ask why would the throttle control the amount of fuel when it's directly connected to an airflow control valve?

The above was sarcastic, yes. I decided to take a page from Sterling's book. He isn't guessing people, he KNOWS what the hell he's talking about. Opinions are fine and dandy unless the facts say otherwise.

The throttle controls the volume and velocity(thats the important word there) of air being sucked in by the vacuum created by an opening combustion chamber. Air fills any open space on this planet of ours, so when the empty from the exhaust stroke combustion chamber swings 'round the open intake port, it leaves a big empty space that needs a fillin. So in goes the air, which in turn creates a vacuum signal at the fuel jets. Vacuum does what? Suck, that's right, just like the one in your hall closet, or the cheerleader under the bleachers, whichever. So as that air goes whooshing past the fuel jets, it sucks fuel in. A certain amount of airflow will suck in a certain amount of fuel through that jet. There's your air/fuel mixture. To big of an orifice size in your jet and it will suck in too much(rich), too small (lean), and well, you got it.


For the second statment carbs bog because when you floor it at low RPM you allowing in a big volume of slow moving air. The amount of fuel being "sprayed" or sucked in is dependant on the air's speed, or velocity. At low RPM the engine only needs a fairly small amount of air in a given length of time so the air moves slower and fuel is sucked in accordingly. At higher RPM the engine obviously spins more in that given length of time, so it will need more air (and fuel) to keep on spinning. But that big chunk of air isn't moving fast enough to increase the vacuum signal at the jet. The engine doesn't need more air or fuel at the speeds its turning, so you wait and wait for it to spin up to the speed that it actually needs that extra air. Then the air is moving with enough VELOCITY to suck in the appropriate amount of fuel. That is why Sterling is constantly telling folks that their 600CFM holley is too big. Your NEVER going to use 45% of that CFM. A stockport NA 12A will only ever suck in a max CFM of I think it was 345. No more until you get yourself some forced induction. You will get a more responsive, happier carb if it is properly sized for your engine. Just buying a carb based on the numbers it puts out alone is pointless.

Oh and so everyone knows, I learned all of that from the man himself, Sterling. I run one of his carbs, and it is fantastic, so I know he knows his ****. Listen to him and you will be all the wiser for it.

Good luck

 

I agree. the above is all truth and you will be smarter for listening to it. All I would like to know know is how the best way to go about direct connecting my secondary to open with my foot not the velocity of suckie suckie. any ideas anyone... i haven't heard back from sterling yet so I will take sumtin from anyone if it is worthy enuf. thanks for your time.

 

at what rpm should the secondaries open?