350 Holley

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350 Holley Tech Data for Holden Red/Blue/Black Six:

If you are opposed to anyone using a 350 Holley on any old Holden six, please keep your negative comments to yourself.

I have written this file for usage with the Holdenpaedia only with the interests of people who are genuinely trying to get their 350 Holley's running on their motors. Everyone or mostly everyone knows the general jet sizes to run a Holley on their 202's, but unfortunately most people don't know what they should be running on the smaller displacement motors. This guide will steer them in the right direction, and I am really writing this document with them in mind.

Stuff you will need to run a 350 Holley:

You will ultimately need some sort of lengthened/V8 throttle cable, along with a throttle bracket to suit. The throttle cables can be brought from some automotive outlets or some wrecking yards. Throttle brackets can be either custom made or brought from Redline automotive, Hume Performance or also at a wrecking yard.You will need either some kind of manifold to suit or at the very least an adaptor plate listed below, and you will obviously need a 350 Holley in good running order.

Carburettor Condition:

It is absolutely crucial that your Holley is in tip-top condition to get the absolute best out of it.Holley's have a bad reputation amongst the Holden fraternity for being a terrible/poor choice of carburettor. I find that this can be a deep misconception that most people have. Unfortunately with the average Holley is that it hasnt been looked after too well, and you could guess the hard life it's had over its time by the quite often stupid people that tend to treat them quite poorly. Often the general condition of the Holley is too poor to get anything decent out of them without either getting it professionally installed or at least a rebuild kit put though it. I would seriously recommend any one that has one of these of an unknown quantity to get a Holley fast kit. These kits are quite cheap around $70 on ebay, and will have a step by step diagram showing you the exact and full process of doing the carburettor overhaul on your Holley.  These carburettors are also known for poor fuel atomisation.  This can be resolved by installing a venturi sleeve which will increase fuel velocity and require you to run a smaller jet, thus also increasing performance and fuel economy drastically.


The type of manifold that I prefer to use is the Redline Torker II 2V manifold “Part No: 12-65M”.  This is a Multi-fit manifold that can be used on 149-202 Red Motors, 2.85 or 3.3 blue motors used on most old Holden straight sixes.  A universal manifold, to me, is more practical because if I need to swap my running gear, I can do so without paying for a different manifold.  It’s more personal preference than anything.  Please note that if you are running one of these manifolds on a 12-port head, they are not ideal but they do work!. class="MsoNormal">  class="MsoNormal">

Adaptor Plates:

class="MsoNormal">  class="MsoNormal">Single-barrel Stromberg – Some people tend to use these, but I would not as they create an extreme lack of good airflow.  Performance & potential can be lost by using this method.  They also do not have the advantage of fuel cone breakup which will allow the fuel to puddle as opposed to totally flooding your intake system. class="MsoNormal">  class="MsoNormal">Varajet II – Some people say that these are even better to use on the 12-port head than the universal redline manifold, as the varajet manifold looks more factory and utilises the individual runner system.  I however, have used this system and don’t really go much on it.  Personally, I don’t go much on anything that relies on anti-pollution running gear, as it’s often detrimental to long-term running and good performance.  Like I say again, it’s all personal preference.  Some may beg to differ, but I have no interest so your voice will not be heard.  class="MsoNormal"> 

Jet Sizes:

class="MsoNormal">  class="MsoNormal">Listed below is the jetting range on the various engine sizes using the 350 CFM Holley carburettor Part No: 0-7448.  This jetting size is a good general guide only and will vary from engine to engine, particularly if your engine has been modified. class="MsoNormal">  class="MsoNormal">Engine:                

Main Jets:

                                            Mains Jets                                            Power Valve class="MsoNormal">                                Without

Venturi Sleeves:

                   With Venturi Sleeves                                         class="MsoNormal">149                  55                                            49                                            65 class="MsoNormal">161                  57                                            50                                            65 class="MsoNormal">179                  58                                            51                                            65 class="MsoNormal">186                  60                                            53                                            65 class="MsoNormal">192                  60                                            53                                            65 class="MsoNormal">202                  61 54                                            65 class="MsoNormal">  class="MsoNormal">


If your engine has a high lift camshaft, the power valve may have to be changed in size i.e. a 192 may have to use a 55 power valve.

Venturi Sleeves:

These should be used on 149 and 161 engines to increase air velocity through the carburettor venturi which will improve acceleration.  Mains jet sizes must be reduced when using these sleeves.  It is also recommended to close up the 2 power valve holes in the metering block from .060thou to .030 thou. class="MsoNormal">  class="MsoNormal">More to come later on down the track, including pics. class="MsoNormal">class="MsoNormal">Slayer208.




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