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04-02-2017, 08:36 PM
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#1 |
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Member
Join Date: Jun 2010
Location: VA
Posts: 230
Likes: 23
Liked 21 Times in 13 Posts
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Re: Holley question
On paper, the LM-2 looks good. I bought one and have had problems from day 1. Tech support ranged from decent to pretty sad. If I buy another, I'd give daytona a shot.
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Brian Carpenter Stock 1358 |
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04-03-2017, 02:01 AM
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#2 |
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Senior Member
Join Date: Mar 2002
Location: TN
Posts: 530
Likes: 423
Liked 242 Times in 81 Posts
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Re: Holley question
It seems that guys either love the LM2 or hate it. I posted this same question on another website and they can't say enough good things about Innovate. Makes it difficult to decide. The Daytona is a bunch more money and I had never heard of them until now. Maybe I should just buy a Racepack and make it portable.
Keep the suggestions coming guys.
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Rod Greene Real men shift for them selves. Slowly working on TA Challenger for D,E/S and a 72 Challenger for SS/K, L as if I don't have enough other projects. |
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04-03-2017, 07:28 AM
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#3 |
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Senior Member
Join Date: Feb 2010
Posts: 507
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Re: Holley question
I was told decades ago to remove the power valves on Holley carbs being used for all-out drag racing and simply jet the carb up 3 or 4 jet sizes. The rationale I was given (and it seems to make sense) is that power valves are devices that provide part throttle enrichment (i.e. they open when you depress the accelerator and vacuum drops to their approximate opening point), and drag race engines spend the entire run at WOT.
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04-03-2017, 09:21 AM
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#4 |
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Member
Join Date: May 2014
Location: E TN
Posts: 473
Likes: 16
Liked 133 Times in 76 Posts
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Re: Holley question
The picking a power valve method of idling in drive makes no sense. The PV has no part in idling, so why idle in drive to pick a PV? If your PV is opening or effected by idle vacum something is wrong. Wrong PV could close at WOT if vacum rises. Not worth having a PV in a race engine.
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04-03-2017, 11:22 AM
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#5 | |
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VIP Member
Join Date: Feb 2003
Location: Glendale, Arizona
Posts: 3,044
Likes: 712
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Re: Holley question
Quote:
Therefore, if cost is the issue, I would recommend the NGK unit. It works great and very affordable. I can assure you there are many that have been disappointed with the LM-2 units due to issues and not being reliable. |
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04-03-2017, 01:01 PM
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#6 |
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Member
Join Date: Jun 2010
Location: VA
Posts: 230
Likes: 23
Liked 21 Times in 13 Posts
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Re: Holley question
My problem with the LM-2 was with rpm. It would not display, record, or playback anything over 2K rpm. I tried multiple work arounds as per their tech support. After a year of playing around with it, I accepted the fact it didn't work as advertised. AFR displays ok.
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Brian Carpenter Stock 1358 |
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04-03-2017, 01:06 PM
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#7 |
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VIP Member
Join Date: Nov 2001
Location: Florida
Posts: 1,542
Likes: 34
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Re: Holley question
The amount of jet change needed when blocking off the power valve is determined by the PVCR (power valve channel restriction) - the 2 little holes under the power valve in the metering body. That can be as high as 10. But I never used the formula.
As for using the vacuum reading "at idle, in gear", it's just a reference to make sure that the power valve you start with isn't opening at idle, in gear. If the reading is 7" of vacuum, you'll need a power valve below that to avoid a constant over-rich condition - i.e.: 6.5, 5.5, etc.). It's simply an on/off switch. But as mentioned, it's often eliminated in a race application with success. It's more important in a street application that spends more time idling.
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LOCOMOTION Racing |
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Hybrid Mode
