PERFORMANCE CARBURETOR
INSTALLATION AND ADJUSTMENT INSTRUCTIONS
Read instructions thoroughly before, during, and after installation.
NOTE: This carburetor is for use on Motor Vehicle Applications Only!
Universal Double Pumper (650, 700, 750, and 800 CFM)
Holley Performance Products cannot and will not be responsible for any alleged or actual engine or other damage, or other conditions resulting
from misapplication of the products described herein. However, it is our intent to provide the best possible products for our customer; products
that perform properly and satisfy your expectations.
This carburetor has been specifically calibrated for peak performance at the racetrack. NOTE: This carburetor is not a street oriented
calibration and does not have the capability of meeting Federal or California exhaust emissions standards. In addition, this calibration will
provide less than optimum driveability and fuel economy if it misapplied and used on late model street engines, which operate at high
temperatures.
Many people mistakenly believe that they will realize performance and economy gains by using a “non-emissions” carburetor on an emissions
oriented engine. This is simply untrue. The requirements for reduced exhaust emissions on all late model vehicles have stimulated increased
carburetor development. Research and development efforts have resulted in carburetors, which feature the same “full power” fuel calibration
as carburetors of the muscle car era and yet deliver improvements in fuel economy and reduction of exhaust emissions levels. Late model
“emissions” carburetors do not contain “secret emissions controls”. They simply provide the various timing mechanisms, which can trigger
other emissions control devices. Regardless of the condition of your emissions control systems, best fuel economy gains will probably be
realized by using the Holley Emissions Design/Street Performance carburetor recommended for your vehicle.
WARNING: This carburetor is NOT designed for use with any automatic overdrive transmissions. If used on an automatic overdrive vehicle,
severe transmission damage WILL result.
NOTE: Due to the absence of a transmission kickdown lever, this carburetor should not be used on Ford applications equipped with an
automatic transmission.
INSTALLATION INSTRUCTIONS
Since this carburetor is intended for racing applications, and since such applications often differ greatly, these instructions are very generalized.
It is assumed that the person making the carburetor installation has basic automotive skills and experience.
This carburetor is not a “direct, bolt-on” (i.e. custom linkage pieces may be required on “off-road” engine packages).
1. Remove the air cleaner.
2. Disconnect the throttle linkage and throttle return spring.
3. Disconnect the vacuum advance hose (to distributor), PCV hose, and fuel line.
4. Remove the carburetor from the intake manifold.
5. Remove the existing carburetor flange gasket on the intake manifold. Use a gasket scraper to assure that no small particles of the old
gasket remain. Make sure that no pieces of the old gasket material fall into the manifold. NOTE: Cover the manifold opening while
cleaning the carburetor flange.
6. If a different manifold is to be installed, the following should be considered:
A. Run a cleanup tap into each manifold bolt hole in the cylinder heads. This will remove any foreign deposits and enable even torquing
of the manifold bolts. Chances of manifold vacuum leaks resulting from manifold warpage will be minimized by this extra attention.
B. Coat each side of the intake manifold gaskets with a good silicone based sealant.
C. If cylinder heads are being milled to increase compression, remember to mill the manifold head surface to assure proper port
matching and sealing.
7. Install the throttle ball in the appropriate position on the throttle lever (Fig. 1). Some Chrysler applications may require a Chrysler throttle
lever extension (Holley P/N 20-7) and Chrysler throttle linkage stud (20-67). These are installed in Fig. 2.
