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From: At my Bar drinking and wrenching in Lafayette Colorado
Originally Posted by derekderek
Might be easier to do 2bbl to 4bbl adapter and run them 1 at a time.
The Tripower end carbs do not have a "real" idle circuit or accel pumps, so they can't be operated individually. The secondary carbs do have a fixed idle fuel "bleed" and they bleed a little air and fuel at idle and cruise, but it's not adjustable, and I don't think it would be enough to allow a test engine to actually idle on a secondary carb.
An old timer once told me to never use a cloth towel or rag to cover, or stuff one in, an engine opening.
He said that strands from a cloth towel could do serious damage to an engine if some get inside.
He always used paper towels as he said the paper fibers would do no damage in the oiling or water systems and would simply burn if they got into the combustion chambers.
Sounded reasonable.
Brian is sending his carbs out to me, and I'm building a test fixture so I can run and test the Tripower setup on my test engine. I'll post up some photos and progress report on this rebuild as it happens...
Lars
I love my Tri-power set up enough to give up 30hp compared to the single Holley and Dart intake, but it's a pain. Lars, you sir are an inspiration and a gluten for punishment
From: At my Bar drinking and wrenching in Lafayette Colorado
Found a whole list of problems and issues, so the rebuild was much needed. The fuel leak at the accel pump was caused by the pump housing screws being loose (finger-tight) - the diaphragm was not ruptured as some had suggested. Other issues found:
Secondary floats were bottomed-out on their adjustment
Stripped threads and loose hardware throughout - vacuum diaphragm housings were not sealed against the carb bodies
Incorrect and damaged hardware
Only 1 carb (end carb) had a fuel filter, and it was missing the filter spring (all fuel bypassing the filter)
End carbs had the stock "brown" (i.e. "very heavy") secondary springs installed, preventing full secondary opening (if the secondaries opened at all due to vacuum leaks at the carb body)
Badly misbalanced idle mixtures
Accelerator pump discharge nozzle seals never installed by previous builder - massive accel pump fuel leak bypassing nozzle
Extremely lean (leanest possible) accel pump cam installed ("white" cam), producing poor accel pump shot for only partial throttle travel
Secondary float springs installed backwards, forcing floats "down" instead of assisting "up." This may be why the secondary float adjustments were jammed into the extreme "low" position and bottomed-out.
Choke intermediate rod seal plate in airhorn altered and damaged - not "floating" and causing choke to intermittently not close
Brian's carbs installed on my Tripower fixture for inspection prior to teardown:
Fuel line at the center carb is damaged, and will be rebuilt as part of the rework process.
Carbs disassembled, cleaned up, and ready for (correct) assembly:
Lars, Holley makes a Bowl Inlet Fitting that allows use of 3/4" Wrench, you may want to check these out for non-NCRS guys. Much nicer for folks that prefer easier over original. I posted more pics a while back for DUB, he wanted to see how well the Wrench fit.
Maybe I am wrong but I think yours are origonal ,and not available any more and the ones Lars is showing
are what is available from holly now. I also think they are metric.
Maybe I am wrong but I think yours are origonal ,and not available any more and the ones Lars is showing
are what is available from holly now. I also think they are metric.
Actually mine are current Holley pieces ( I buy them at a local Carb Shop), P/N 26-162 The Bowl Inlets are not Metric Thread or Wrench sized, I have some very early 60's Bowls and they haven't changed the Thread Dia. or Pitch it's 7/8-20.
From: At my Bar drinking and wrenching in Lafayette Colorado
I just updated and added to the "problems" list in my post# 27.
The original Holley inlet fittings have the 1" hex with 7/8-20 thread. Other than the odd-ball 9/16-24 "Acorn Nut" fuel inlets used on some of the GM OEM Holley carbs in the mid '60s, the 1" hex 7/8-20 thread inlet is the only inlet nut that has been used by Holley (disregarding the "Banjo" fitting carbs). Due to many complaints about the 1" wrench access, Holley is offering the revised inlet nuts with the 3/4" wrench hex, retaining the standard 7/8-20 threads, as a retrofit item. There are no metric Holley inlet nuts. I've never had an issue with the standard 1" nuts, but I do install the "retrofit" 3/4" inlets upon request.
