Ken, I have run holleys on nailheads a lot of times.....:laugh: I am a holley man, there is no better carb for the money.... only webbers are better.... All the nails that I have put them on has been 401 and 425 cu. in.... dont know about the 322 manifolds.... bolt patterns and all.... What I do is this, I take a stock 4 holer manifold and cut the partitons between the front and rear barrells out.... leaving the partition that runs down the middle of the manifold in...... that keeps torque..... then I fab a adaptor plate from 3/8 '' hot rolled steel,,, not alluminum,,, because it is stronger,thinner and wont warp..... the adaptor bolts to the intake and the holley bolts to the adapter.... then it is just a matter of making the air cleaner work with the big holley intake flange and the linkage to the throttle and trans.... this is where you have to use inginuity.... a holley 4150 in 600 cfm with vac secondaries would work good for a 322.... unless you were really on to the throttle, you would be running on just 300 cfm.... then the vac secondaries would keep from giving more than the engine wanted....I would not go bigger than a 600, and holley has several smaller sizes in the 4150 series, some as low as 390 cfm..... talk to summit or your local holley dealer.... but you will definitly have to make an adapter.....
heres one:eek2: <a href="http://s166.photobucket.com/albums/u91/66gsconv/?action=view¤t=BUICK140.jpg" target="_blank"><img src="http://i166.photobucket.com/albums/u91/66gsconv/BUICK140.jpg" border="0" alt="Photobucket"></a>
i got a edelbrock 750 give to me are the holly a better carb than the ed and as for adapter i just need a spreadbore to square right
square bore to square bore <a href="http://s166.photobucket.com/albums/u91/66gsconv/?action=view¤t=BUICK116.jpg" target="_blank"><img src="http://i166.photobucket.com/albums/u91/66gsconv/BUICK116.jpg" border="0" alt="Photobucket"></a>
Yep , got to have an adapter, cause the holley has a wider bolt pattern....I make my own out of 3/8 steel plate to keep them as thin as possible....
Thanks for the great info Doc . So once the manifold has been shaped, is the adapter made like the one above ? o No: Also, seems like the 600 cfm is the best all round carb for power and economy ? How would it rate against the stock Carter for fuel economy. Cheers, Ken 1954 76R
Yep, unless you are looking for the most performance....the 600 is the one to use... that is what i have on my 425 riv.... it is 50 cfms bigger than the carter that was on it so it picked up some there.... but the milage is 18-19 so it gives it some long legs for cruizing too.... of course you could do like I do and keep a spare 1050 for it[3bbl].....:Brow: :Brow:
A 600 cfm on a 425 , does that mean the 322 can accomodate a smaller carb ? I'm not after neck snapping performance, just easier starting, smoother running / acceleration with a bit better economy. Please expain the following terms ----- Spreadbore Squarebore Double Pumper. Thanks, Ken.
Spreadbore: Diameter of the primary throttle blades is smaller than the secondaries. This promotes higher mixture velocity for part-throttle driving. Secondaries are quite large to make up for the reduced flow capacity of the primaries. Squarebore: All four throttle blades are the same diameter. This can help promote a more even mixture distribution to all intake ports at wide open throttle. Double pumper: Both primary throttle shafts and secondary throttle shafts operate accelerator pumps, one each. Secondaries are controlled with mechanical linkage and will act as fast as you can open the throttle, rather than slower-reacting vacuum operated secondaries. More here: http://www.highperformancepontiac.com/tech/hppp_0612_rochester_quadrajet_carburetor/index.html Advantages/Disadvantages between spreadbore/squarebore & vacuum/mechanical secondaries will be debated 'til the end of time. The biggest factor will always be the tuner's ability to adjust his/her particular setup to its max potential for what he/she wants the car to do. A good setup will always win over a poor one regardless of carb type. Devon
I am currently running a "spreadbore" Holley on my 455. It was on the car when I bought it. The Q-Jet also came in a box with the car. I will someday have the Q-Jet rebuilt and put it back on. The Holley has done well and been rebuilt twice over a 25 year run. The only thing I do not like about it is the neoprene floats. I had to replace them once. I believe they were affected by gas additives I previously used. I don't do that any more and have not had any "heavy float" problems.
I currently have the stock 322 Carter WCFB in bits. I'm curious as the whether the larger jets should be in the primary or secondary section. o No: Does anyone know the stock jet sizes for this carb please ? Cheers, Ken 1954 76R
The main reason I am considering a Holley is because the stock Carter is running very rich and giving me grief. I've not long had this car and even with the choke off the engine pumps black smoke , runs rough and the plugs are fouling up. I took the carb off and to pieces , but yet to find anything wrong really. I thought maybe the jets had been swapped between the primary and secondary circuits because they are much larger in the primary. But apparently this is correct ?? Anyone had experiences with any ideas pleese. ray: Ken. 1954 76R 2 door
The primary metering rods should be held down in the main jets by engine vacuum. If they are not, the engine will run very rich and foul the plugs. If the float level is too high, it will also cause a rich condition. Is the motor stock? Is the engine vacuum normal? Are you sure you set the float level correctly? Yes the jets in the front are larger, but the metering rod should reduce the jet orifice until power enrichment is necessary.
I think you may well be on the right track here Larry. The metering rod adjustment could be the key. That and the float level adjustment, but I think not ?? The engine is stock and fitted with an electric pump. When I turn the pump off and the fuel level gets lower in the bowl , it makes no difference. I have not yet got a vacuum reading, but I thought the metering rods on this carb are worked by an external rod. o No: Keep the ideas coming please fellas. Ken. 1954 2 door.
Dont run the engine very long with a super rich condition like that.... the surplus fuel will wash all the lube off the rings and ruin them...also ck the lube oil in the crank case for gasoline.....
Fuel level in the bowl should not change in response to an electric pump unless the pressure is so great as to overcome the needle/seat. In that case a fuel pressure regulator is necessary. The float adjustment should maintain a constant fuel level. All the carburetors I know of control the metering rods with engine vacuum. There are springs that oppose the engine vacuum. The vacuum overcomes the springs at idle and cruise conditions. At large throttle openings, vacuum drops, and the springs pull the metering rods out of the jets. This is the way it works as far as I know. Exactly which carburetor are we talking about?
