Wanted - Holley Tuning Guru in the UK
- Thread starter RichardH
- Start date
I used Tim adams racing in Market Drayton, he was spot on with mine and knew exactly what settings to use after only one run on a dyno. He Achieved a perfect transistion from idle to full throttle. Very impressed and very reasonable pricing
Tim Adams Racing Engines Unit C14 Rosehill Industrial Estate Market Drayton, Shropshire, TF9 2JU United Kingdom PHONE: 01630638712
Tim Adams Racing Engines Unit C14 Rosehill Industrial Estate Market Drayton, Shropshire, TF9 2JU United Kingdom PHONE: 01630638712
Once my car is back from Mick's, I plan to drag it northwards to a rolling road place that Paul Thompson recommends and has recently taken a Holley carbed car to. He has used these guys more than once and speaks very highly of them. I am concentrating on getting my car reassembled at present and don't know the name off the top of my head but perhaps if you poked Paul he would advise?
Paul Thompson 'Hooligan'
Admin
Not local to you, but I've used RaceShack a few times recently and they are very good in my opinion.
Take good care of your car, explain exactly what is being done and why, so you get a little lesson included at the same time.
They also do weekends which often fits in better with end-users. I've just had the TVR Griffith I prepare done there as I was sure it was running too rich and thirsty as hell. I didn't pre-empt their diagnosis by telling them my concerns but on the initial pull, they immediately said - too rich - AFR was between 9.8 and 12.6 and averaged only 10.9 across the run. A change to smaller secondary jets and all was sorted and we picked up another 17HP at the wheels along the way.:thumbsup:
This enabled us to complete a 40 minute race at Brands Hatch on Saturday, with driver change mid way including 2 formation laps (bloody Sunbeams!) and all without running out of fuel - sorted! (2nd in class - 6th overall)
The dyno is at Tewkesbury, ask for Matt as he is the 'Guru' you seek and VERY knowledgeable - also tunes half a dozen or so of the Goodwood Revival cars. He is part time there (as he does other work too) but generally accommodating with appointment requirements.
RaceShack can be found thus - raceshack.co.uk
Hope it helps....
Oh - forgot to add, cost was reasonable too, at £125 inc - including replacement jets and 4 or 5 power pulls. Obviously more difficult/complicated issues may take longer but always fair pricing IMHO.
Take good care of your car, explain exactly what is being done and why, so you get a little lesson included at the same time.
They also do weekends which often fits in better with end-users. I've just had the TVR Griffith I prepare done there as I was sure it was running too rich and thirsty as hell. I didn't pre-empt their diagnosis by telling them my concerns but on the initial pull, they immediately said - too rich - AFR was between 9.8 and 12.6 and averaged only 10.9 across the run. A change to smaller secondary jets and all was sorted and we picked up another 17HP at the wheels along the way.:thumbsup:
This enabled us to complete a 40 minute race at Brands Hatch on Saturday, with driver change mid way including 2 formation laps (bloody Sunbeams!) and all without running out of fuel - sorted! (2nd in class - 6th overall)
The dyno is at Tewkesbury, ask for Matt as he is the 'Guru' you seek and VERY knowledgeable - also tunes half a dozen or so of the Goodwood Revival cars. He is part time there (as he does other work too) but generally accommodating with appointment requirements.
RaceShack can be found thus - raceshack.co.uk
Hope it helps....
Oh - forgot to add, cost was reasonable too, at £125 inc - including replacement jets and 4 or 5 power pulls. Obviously more difficult/complicated issues may take longer but always fair pricing IMHO.
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Richard
I will be calling Raceshack in the next week or two as well. Is it worth trying to join up and go on the same day? No practical benefit but may be of interest. I will be most likely towing or trucking my car up. If of interest to you send me a PM and I will get in touch with you.
I will be calling Raceshack in the next week or two as well. Is it worth trying to join up and go on the same day? No practical benefit but may be of interest. I will be most likely towing or trucking my car up. If of interest to you send me a PM and I will get in touch with you.
David Morton
Lifetime Supporter
Richard,
Please ring Charles Dunn on 01628 528338. Holley and Webber Guru.
Dave M
Please ring Charles Dunn on 01628 528338. Holley and Webber Guru.
Dave M
RichardH
AKA The Mad Hat Man
Hmmm! "Confused" of Basingstoke! Now bear with me on this one - you know my level of expertise here - nil!
Having just 'phoned a couple of people, and now have yet more decisions.
I was told that going by the dyno test (see below) that (ignore slight axle tramp at high revs) it can be seen that the vacuum secondaries are coming in at about 4500 instead of about 3200. Visual inspection of the secondaries during the runs seem to confirm this. You may disagree?
Having spoken to one company, they seem to be under the impression that vacuum secondaries are renowned for sticking and coming in to play at different times due to anomalies with the diaphragm etc. When pressed about whether I could have similar probs almost immediately after "setting up", they agreed that this could not be ruled out. When pressed further whether "setting up" vacuum primaries was a waste of money - the response was that "we would always advise mechanical secondaries (double pumpers) - they do not need to be 'gas guzzlers' if set up correctly" (or words to that effect....
so know I have several choices....
1) continue to have the current Holley "set up", with the possibility that the "setting" may not last long.
2) Change the carb to a mechanical secondary version so that setting up is more permanent.
3) Leave it as it is (I am sure I won't, on the road, notice any difference) and reconsider my options next year before Le Mans.
decisions, decisions!!!!!
Having just 'phoned a couple of people, and now have yet more decisions.
I was told that going by the dyno test (see below) that (ignore slight axle tramp at high revs) it can be seen that the vacuum secondaries are coming in at about 4500 instead of about 3200. Visual inspection of the secondaries during the runs seem to confirm this. You may disagree?
Having spoken to one company, they seem to be under the impression that vacuum secondaries are renowned for sticking and coming in to play at different times due to anomalies with the diaphragm etc. When pressed about whether I could have similar probs almost immediately after "setting up", they agreed that this could not be ruled out. When pressed further whether "setting up" vacuum primaries was a waste of money - the response was that "we would always advise mechanical secondaries (double pumpers) - they do not need to be 'gas guzzlers' if set up correctly" (or words to that effect....
so know I have several choices....
1) continue to have the current Holley "set up", with the possibility that the "setting" may not last long.
2) Change the carb to a mechanical secondary version so that setting up is more permanent.
3) Leave it as it is (I am sure I won't, on the road, notice any difference) and reconsider my options next year before Le Mans.
decisions, decisions!!!!!
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If it was here in NZ [where we actually fix stuff rather than just throw it away & buy a new problem] I would find out why the secondarys are sticking. Its something like a misplaced throttle shaft bush, old/stiff diaphragm, poorly adjusted lockout linkage, gasket or housing fouling the secondary throttle plates, bent/deformed base plate from overtightening, along with incorrect spring for application. Most of these possibles could be eliminated/checked by simply disconnecting the linkage from the throttle shaft and checking for bind etc, a task that is evidently beyond the talents of the people your dealing with.
RichardH
AKA The Mad Hat Man
I didnt say it was beyond the abilities, Jac. Just that it was suggested that, even working correctly, vacuum secondaries are, to say the least, temperamental, and that mechanically linked secondaries are more reliable and consistent. I do not know enough to be able to make a valid judgement call, but it appears by those that have posted, that they would choose mechanical over vacuum secondaries. Do you disagree?
With a mechanical linkage, the secondary opens at a specific throttle position, whether or not the motor needs the extra air and fuel. With vacuum operated secondary, the opening depends on a specific vacuum to open. Seems to me that on a street car the vacuum operated secondary is preferable. I agree with Jac Mac above that the secondary needs to be inspected and repaired.
You obviously had your car on a rolling road @ 'Clifford Cox Eng' where they or others have diagnosed or suggested that the secondaries were either 'late' or 'sticking'. It would have taken only 5 minutes to flick the circlip off the diaphragm rod plus disconnect the lockout link to check for a sticky throttle shaft & or a stiff diaphragm/incorrect spring, then make the appropriate calls from there if he or the invisible 'they' were capable.
To answer the second question it comes down to personal preference. Most petrolheads believe they 'need' a double pumper. Most old farts like me who have been around for a day or two & 'seen' their driving habits/abilities 'know' that they 'need' a vacuum secondary carb, properly set up of course for a street application.
To answer the second question it comes down to personal preference. Most petrolheads believe they 'need' a double pumper. Most old farts like me who have been around for a day or two & 'seen' their driving habits/abilities 'know' that they 'need' a vacuum secondary carb, properly set up of course for a street application.
How about an adjustable vacuum secondary like this: Quick Fuel 63-1 - Quick Fuel Adjustable Vacuum Secondary Kits
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