I'm running a triple carb - 3 x holley 1&1/16 ( large bore 94s) on sbc 283. Was trying to set up as straight linkage. Took off middle carb and runs better on two end carbs. Was thinking of tipping in middle carb progressively. MY QUESTION - why don't others set it up this way ? Progressive always seems to be middle carb is primary, end carbs secondary. Is it purely for fuel economy ? If I go middle carb primary and end two secondary what will be the advantages ? What initiated this line of thought is the fact that flatheads with two carbs are always set up with fixed linkage - so why not my sbc and then when the revs are up tip in the middle carb.
I still intend to try running it with just primary centre carb, but have yet to do so. AND YES ! I do realise that I have gone about this completely backwards, but that is just a reflection of my life in general !
I tried straight linkage on my holley 94 tri power set up . It turned out to be too much fuel for my 248 buick straight eight . I then moved it to progressive with speedway motors linkage kit works . Posted using the Full Custom H.A.M.B. App!
Are all your carbys the same ,the triple demons I have the centre carb is the only one with a power valve .
Somebody or other made a 2-carb intake for the SBC which the magazines claimed worked very well in street applications but was never very popular. As 32chev mentions above tuning at idle and low speeds may be tricky. A Uni-Syn device would probably help get the carbs synchronized but dialing in the mixture during transition could be a problem since each carb will be seeing only half the velocity it was designed for in single carb applications. Good luck, and keep us posted as to how you work it out.
http://www.jalopyjournal.com/forum/...rb-tech-linkage-jets-etc.415684/#post-4535144 I am researching the set up of three 97s right now on a small block and ran across this the other night. In here it talks about the exact set up you are, and actually recommends it very highly.
Yes, that is exactly what I found out, but once the revs are up, it sure was quick - and frightening. Hence going back to two carbs. tuning at idle is something we are having an issue with, so I that was another reason to try a single carb.
Yes, I have read this and others who recommend it, yet no one seems to actually have done it, perhaps someone who has could post their comments.
I run two Holley 500 2bbls on this. No progressive linkage at all. 246 cubes, auto trans In fact it runs much better then the old offy ingle fourbarrel .No bog no flat spot just smooth as glass. Have run many multi carb set ups. The reason one has problems relates to jetting etc more so then number of carbs. A little work with accel pump squirters and jetting will get most working nicely. And it is not too much fuel BTW but often too much air and too little fuel. Also adding extra carbs does not change the mixture strength(AFR) IF the carbs are similarily jetted. Once the sweet spot is found your done .
I'm running a 3x2 Rochester setup on my mild 283. Center carb is primary/progressive 1+2 configuration. Only the center carb has an idle circuit, the other 2 don't. Makes it easy to tune. This is for a street driven pickup (see avatar), where idle and low throttle performance is important. Having 2 carbs operate at idle and at low throttle means they need to be tuned to operate within a very narrow band of low engine vacuum. Dialing them in would be trickier than a single carb, and I'm not sure what is to be gained. What's the benefit of a 2+1 configuration for the street?
running off of the center carb means there is no need to balance the end carbs. Running off of the end carbs at idle would mean that they would need to be balanced like running 2 deuces. Not difficult but unnecessary when they are hooked up in the conventional manner for trips. Only 1 carb to adjust for idle.
The Jalopy Journal
