Whats everyone's opinion on the 830 annular discharge V the 750 HP holleys for a street driven manual trans/iron 4V headed clevo with F246 cam?
I keep hearing the 830 provides better throttle response for manual trans/4V set-ups. True or false?
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I have used both these carbs on the quarter mile. The 750 hp is far superior than the 830 annular. The annular lost power up top real bad.
ok, but topend doesn't allways make a good street engine, throttle response is an important trait in a street/curcuit car.
Sometimes i think we become over fixated with 1/4 mile activity and times, id prefer my motor to be a better street/curcuit weapon that 1/4 mile weapon.
What was the 830 annular designed for in the first place? what characteristics does it have??
__________________ F6: the fastest factory 4 door falcon in the world!
ok, but topend doesn't allways make a good street engine, throttle response is an important trait in a street/curcuit car.
Yeah, but what croc is saying is the 750 was better than the 830, including top end, out of a "smaller" carby. Can't argue with that. The bigger may make more peak horsepower(brenx), but not neccessarily quicker.
ok, but topend doesn't allways make a good street engine, throttle response is an important trait in a street/curcuit car.
Sometimes i think we become over fixated with 1/4 mile activity and times, id prefer my motor to be a better street/curcuit weapon that 1/4 mile weapon.
What was the 830 annular designed for in the first place? what characteristics does it have??
The best solution here lies not in the carb but rather in the head itself. 4v,s make a great race head with their huge port volumes and large x section but the tradeoff on a street engine usually means a lack of low end grunt. What is needed here is a set of tongues in the intake tract of the head to increase velocities which equates to better cylinder filling at lower rpm . This is a cheap fix as well.
The annular boosters will more than likely atomise the fuel better and perhaps in a 4v engine provide better drivabilty. Rather than the conventional booster, which has a single opening ,annular boosters have a series of smaller holes instead and these are said to be far more sensitive particularly with low manifold vacuums which is right in 4v territory. Again,there seems to be a trade off ,as the annular booster becomes more restricted as rpms rise and the conventional booster seems better suited to high rpm work.
The best solution here lies not in the carb but rather in the head itself. 4v,s make a great race head with their huge port volumes and large x section but the tradeoff on a street engine usually means a lack of low end grunt. What is needed here is a set of tongues in the intake tract of the head to increase velocities which equates to better cylinder filling at lower rpm . This is a cheap fix as well.
The annular boosters will more than likely atomise the fuel better and perhaps in a 4v engine provide better drivabilty. Rather than the conventional booster, which has a single opening ,annular boosters have a series of smaller holes instead and these are said to be far more sensitive particularly with low manifold vacuums which is right in 4v territory. Again,there seems to be a trade off ,as the annular booster becomes more restricted as rpms rise and the conventional booster seems better suited to high rpm work.
Thanks for that, and your explination makes allot of sence.
Yes my question is totally specific to 4V heads.
A mates XYGT seemed to be a lot more throttle responsive from idle to 3000 rpm with an 830 than a 750, its interesting to see how individual carb characteristics can sometimes suit a quirk of a particular motor.
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