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tortuga 03-13-2021 06:02 AM
Long Shot: Carb Tuner SF Bay Area
 
I would love to get an expert to get in there and tell me “yep thats as good as it can possibly be” specifically all the drivability stuff, ifr size, wells, air bleeds all that...dont care about dyno tuning to get every last bit of high end.

Driving like a maniac the thing is great, around town it’s embarrassing...

Thanks

Tommy 03-13-2021 06:44 AM
I asked your question on another old car forum. .... BTW, one of the challenges of tuning the Holley 850 XP is that it doesn't come with a vacuum port. So unless you have added one to the carb or intake, the traditional method of using a vacuum gauge won't work. That is another reason the AFR readings are valuable.

Tommy 03-13-2021 09:23 AM
Some folks on the other forum suggested this shop: olescarb.com

Randy Rosenberg 03-13-2021 10:35 AM
I went to Ole's many years ago. He replaced my mechanical advance only distributor with a vacuum/mechanical advance distributor, and tuned my 750HP carb using his 5 gas analyzer. Runs great. I'm glad to see his web site has been updated since last I looked at it - I had a fear that his business was closed.

tortuga 03-13-2021 04:33 PM
Thanks!
 
Quote:
Originally Posted by Tommy (Post 1490269)
I asked your question on another old car forum. .... BTW, one of the challenges of tuning the Holley 850 XP is that it doesn't come with a vacuum port. So unless you have added one to the carb or intake, the traditional method of using a vacuum gauge won't work. That is another reason the AFR readings are valuable.
I do have a vac port T’d off my power brake line.

I will try your suggestion! Thanks man!

thekidd 03-13-2021 07:42 PM
carb tuning option
 
Here is an option not too far from you:

Bob Oliver near Reno can tune the carb and if i remember correct you can send it to him.


Competition Carburetion (775) 331-5609 | 5739 Tanberg Drive. Sun Valley, NV 89433

tkb289 03-13-2021 10:28 PM
I can highly recommend Campbell Auto Restoration (CAR).

CAR works on all kinds of muscle cars including original Cobras and replicas as well. I have a Holley 650 with a mechanical choke on the 302 that I am running in my FIA. They were able to make some adjustments to solve an issue where the motor would almost stall during heavy braking and the cold idle speed was not set correctly. After the adjustments, the car starts and runs great if it's cold or hot and the almost stalling issue is gone. CAR is very through and they take the time to understand what the are issues with the car that you are experiencing and what your goals are for the car.

In your case, there may be other problems as well contributing to the drivability issues that you are experiencing and an overall look at the ignition and fuel delivery systems may be in order as well, prior to making any adjustments to the carburetor.

They are not inexpensive, but they are competent, professional and in my experience has been that you get what you pay for.

https://www.campbellautorestoration.com/index.html

- Tim

tortuga 03-14-2021 11:29 AM
Thanks Tim
 
Ill talk to them too!

hauss 03-15-2021 08:52 AM
I would say down low you are probably fat but up high I bet your motor kicks a$$ . I have what I believe is a 780 Quick fuel numbers were polished no way of telling for sure on my carb. My car ran fat to so I played with jets and air bleeds. I took many plug readings and used my seat of pants dyno. I now have a car that idles and runs well but lost a lot of that top end. What I am trying to tell you there will be sacrifices . I would say with your set up big carb big cam racing manifold you should be on the fat side of things. Anyways that is what I found good luck to you sir. Hope this helps.

tortuga 03-16-2021 10:25 AM
Yes, Top End is rediculous
 
Quote:
Originally Posted by hauss (Post 1490335)
I would say down low you are probably fat but up high I bet your motor kicks a$$ . I have what I believe is a 780 Quick fuel numbers were polished no way of telling for sure on my carb. My car ran fat to so I played with jets and air bleeds. I took many plug readings and used my seat of pants dyno. I now have a car that idles and runs well but lost a lot of that top end. What I am trying to tell you there will be sacrifices . I would say with your set up big carb big cam racing manifold you should be on the fat side of things. Anyways that is what I found good luck to you sir. Hope this helps.
But i really dont spend much time there, and from what i have felt with 615 HP on tap, its probably something left alone. I had it rebuilt to get rid of oil consumption not to make a race car out of the thing. It will fry the tires if downshifted into third and nailed on the freeway at freeway speed...The power to weight right now is ridiculous, 50 or 100 HP less would be plenty if thats what i need to get half way civilized manners at low speed stop and go (where unfortunately we have to spend alot of time living in the overcrowded under roaded Bay Area)...

Cheers
SCH

NROTOXIN 03-16-2021 06:46 PM
A Dual Plane manifold may be a direction to go to get you to your "more streetable" solution providing your ignition and carb is dialed in. IMO

hauss 03-18-2021 09:06 AM
Quote:
Originally Posted by tortuga (Post 1490367)
But i really dont spend much time there, and from what i have felt with 615 HP on tap, its probably something left alone. I had it rebuilt to get rid of oil consumption not to make a race car out of the thing. It will fry the tires if downshifted into third and nailed on the freeway at freeway speed...The power to weight right now is ridiculous, 50 or 100 HP less would be plenty if thats what i need to get half way civilized manners at low speed stop and go (where unfortunately we have to spend alot of time living in the overcrowded under roaded Bay Area)...

Cheers
SCH
You could drop 4 sizes on the main jets take it for a drive then check the plugs . you do not have to pull all one or two should give you a idea. I believe you will find it running cleaner down low maybe a little warmer but you will loose some top end. as far as perfect goes their is no such thing.Their is however the guy who has spent much of his time perfecting . again I say good luck and please share your results. One more thing write down all settings before you begin or you will find it may be a long ride home.

Tommy 03-18-2021 10:39 AM
FWIW, nobody spends time at "top end" except on a very long straight track where peak HP meets optimum RPM and drivetrain gearing. And that is the only time peak HP is relevant. Correction: Peak HP is also relevant when engine builders are advertising to future customers by listing the dyno HP of their recent engine builds. That is why they build and tune their engines for peak HP rather than the big, flat torque curve that makes street driving fun. ... This engine needs to be tuned for the street. Perhaps it will work with the 850 carb. A professional can show you what is possible.

tortuga 03-22-2021 08:50 AM
Made some changes:
 
Quote:
Originally Posted by Tommy (Post 1490442)
FWIW, nobody spends time at "top end" except on a very long straight track where peak HP meets optimum RPM and drivetrain gearing. And that is the only time peak HP is relevant. Correction: Peak HP is also relevant when engine builders are advertising to future customers by listing the dyno HP of their recent engine builds. That is why they build and tune their engines for peak HP rather than the big, flat torque curve that makes street driving fun. ... This engine needs to be tuned for the street. Perhaps it will work with the 850 carb. A professional can show you what is possible.
Went from 92 holley jets on the Primary side to Max jet 96s (which are the equivalent of Holley 86s), knocked the squirter on the primary down to 31 from 37 (which was on the cusp of needing a 50cc pump to support-from what ive read with 37s), and threw a bottle of Lucas octane boost in a new tank of fuel.

What should stand out here is idiot me made these changes concurrently...

Result? WWAAAYYY better manners, hesitations stumbles and all are pretty much 99% gone, pig rich gas smell is better. Still dangerous pinning it on the freeway...

SCH

The stock jets on an 850 are 84s so the 86s are still fatter than stock.

tortuga 03-22-2021 08:51 AM
Exactly
 
Quote:
Originally Posted by Tommy (Post 1490442)
FWIW, nobody spends time at "top end" except on a very long straight track where peak HP meets optimum RPM and drivetrain gearing. And that is the only time peak HP is relevant. Correction: Peak HP is also relevant when engine builders are advertising to future customers by listing the dyno HP of their recent engine builds. That is why they build and tune their engines for peak HP rather than the big, flat torque curve that makes street driving fun. ... This engine needs to be tuned for the street. Perhaps it will work with the 850 carb. A professional can show you what is possible.
Point well taken, i dont plan on doing long stretches in 5th gear at 6200 RPM...Stunts like that tend to get a guy dead or in jail...

tortuga 03-25-2021 08:17 PM
Went to OLE’s
 
Quote:
Originally Posted by Randy Rosenberg (Post 1490278)
I went to Ole's many years ago. He replaced my mechanical advance only distributor with a vacuum/mechanical advance distributor, and tuned my 750HP carb using his 5 gas analyzer. Runs great. I'm glad to see his web site has been updated since last I looked at it - I had a fear that his business was closed.
Did a bunch of testing, recommended going back to a 750 carb, go stock jetting on the 850 for now, checked it all out. Henry is one of those guys who is getting rarer and rarer, great guy. He also went through my buddys 67 L79 carb with some great results.

Thanks for the tip!


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