Have a 77 dodge with a 360, 2bbl Holley 2210c on it. Runs fantastic until about half throttle, it then falls on its face running lean. If I add carb spray while it is acting up, it wants to haull a$$.... Have power timed it, checked vacuum and fuel press. All doing good. Any suggestions???? This thing is driving me batty!!!!!
serious bogging problem
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kyleandhisIH
Member
While this thread is highly likely to get moved into another part of the forum....
Have you verified that your accel pump is in working condition? The one I found on my oem 2210c was "rotten" and had no usable seal left. Also, is this the oem carb for your chrysler app?
It could be jetted too lean, have a failed power valve actuator (common if you ask the guys here) or a number of other issues that could contribute to a "lean" experience.
Quick check - when you open the throttle just barely from idle, can you see two very strong jets of fuel getting squirted down the gullet of the carburetor? I'm assuming the 360 needs just as healthy a pump shot as our IH iron, and from what I understand, these emissions-unit carburetors need to supply extreme amounts of fuel to keep these heavy v8's happy.
If you are the slightest bit "iffy" about how much fuel you see in this visual test, I highly recommend searching this site for the correct parts number for the 2210 rebuild kit - it will contain the accel pump plunger you will need if replacement is necessary, and if you're lucky, it will also contain some (maybe all) of the correct gaskets, as well as the correct power valve.
This and much more can be found hidden within the posts here... Most of my knowledge comes directly from this forum.
Have you verified that your accel pump is in working condition? The one I found on my oem 2210c was "rotten" and had no usable seal left. Also, is this the oem carb for your chrysler app?
It could be jetted too lean, have a failed power valve actuator (common if you ask the guys here) or a number of other issues that could contribute to a "lean" experience.
Quick check - when you open the throttle just barely from idle, can you see two very strong jets of fuel getting squirted down the gullet of the carburetor? I'm assuming the 360 needs just as healthy a pump shot as our IH iron, and from what I understand, these emissions-unit carburetors need to supply extreme amounts of fuel to keep these heavy v8's happy.
If you are the slightest bit "iffy" about how much fuel you see in this visual test, I highly recommend searching this site for the correct parts number for the 2210 rebuild kit - it will contain the accel pump plunger you will need if replacement is necessary, and if you're lucky, it will also contain some (maybe all) of the correct gaskets, as well as the correct power valve.
This and much more can be found hidden within the posts here... Most of my knowledge comes directly from this forum.
Michael Mayben
IHPA Tech Moderator - Retired & No Longer Online
Great ideas kyle!
The 2210c on the dodge is near identical to the carb used on the IH apps with the exception of the throttle body and it's interface with the main body. The dodge uses the "small/rectangular" bolt pattern.
The most likely issue is that the power valve actuator in your carb is non-func...along with the power valve itself needs some luv. Your vacuum-powered power valve actuator is not working...very common.
Please post of pic of your carb looking straight down from the top with the air cleaner removed...then I can tell ya what your options are as far as rebuilding it. I also need the list number that is stamped into the front of the fuel bowl portion of the main body so I can tell ya what the main jet setup is, but I seriously doubt jetting is your problem.
But first...review this thread in it's entirety:
http://www.forums.IHPartsAmerica.com/carb-tech/511-Holley-22xx-series-carb-stuff.html
I also have on hand two new 2210c carbs for a dodge app, these are not remans. So I do have stuff here for reference to be able to advise you.
The 2210c on the dodge is near identical to the carb used on the IH apps with the exception of the throttle body and it's interface with the main body. The dodge uses the "small/rectangular" bolt pattern.
The most likely issue is that the power valve actuator in your carb is non-func...along with the power valve itself needs some luv. Your vacuum-powered power valve actuator is not working...very common.
Please post of pic of your carb looking straight down from the top with the air cleaner removed...then I can tell ya what your options are as far as rebuilding it. I also need the list number that is stamped into the front of the fuel bowl portion of the main body so I can tell ya what the main jet setup is, but I seriously doubt jetting is your problem.
But first...review this thread in it's entirety:
http://www.forums.IHPartsAmerica.com/carb-tech/511-Holley-22xx-series-carb-stuff.html
I also have on hand two new 2210c carbs for a dodge app, these are not remans. So I do have stuff here for reference to be able to advise you.
kyleandhisIH
Member
If anything, removing the air cleaner (restriction) would make the air-to-fuel ratio greater (more air per fuel) and make your intake charge more lean than before. If the issue was just "too much" accel pump squirt/too "Rich" on takeoff, you could simply bend the linkage/adjust geometry to provide much less fuel, effectively build in a more "lean" mixture, and that issue would be moot.
But there are many cases in which these carburetors have failed the exact same way, and it's something that these adjustments won't be able to correct. Like Mike mayben said:
"the most likely issue is that the power valve actuator in your carb is non-func..."
if I understand this carburetor correctly:
your power valve is only supposed to operate (open) when vacuum drops enough that the engine needs more fuel to go with the sudden change in airflow caused by you opening the throttle plates. The actuator for the valve is just a metal rod contained in a tight-fitting bore that happens to be routed to a vacuum source. If this bore leaks, or if the passage is clogged up and will not allow the vacuum signal to travel, or if perhaps it is frozen in place, or if... [etc], the power circuit does you no good and makes these carburetors hard to tune.
Since removing the air cleaner (leaning the mixture!) seems to improve performance, it sounds like something is making your mixture way too Rich. If I'm right about how these carburetors work, a power valve that's remaining open will allow fuel to flow more freely, and the carburetor will be locked in its power circuit - a temporary "enrichening" of fuel delivery that simulates larger jets upon acceleration.
The accel pump also serves this purpose to a degree and is necessary on heavier gasser vehicles, which is why I suggested backing off on the accel pump squirt a bit. It won't be a permanent solution, but it will at least verify if your tip-in condition is over-Rich or not. For my own heavy IH machinery, the 2210 seemed to never have enough enrichment to keep it running.
Keep in mind that this is related to my personal experience with these units, and I might be handing you useless information if your unit happens to be of a significantly different design. I May even be totally wrong, so here's my disclaimer: I don't know very much. This is all just me fitting together whatever information I can remember about these mixers into something that might help.
It is likely that more specific (as well as more helpful) advice from more experienced individuals could be offered if a few focused pics of the carburetor were posted, as well as your own 4-digit list number that Mike mentions is stamped into the front of the carburetor.
But there are many cases in which these carburetors have failed the exact same way, and it's something that these adjustments won't be able to correct. Like Mike mayben said:
"the most likely issue is that the power valve actuator in your carb is non-func..."
if I understand this carburetor correctly:
your power valve is only supposed to operate (open) when vacuum drops enough that the engine needs more fuel to go with the sudden change in airflow caused by you opening the throttle plates. The actuator for the valve is just a metal rod contained in a tight-fitting bore that happens to be routed to a vacuum source. If this bore leaks, or if the passage is clogged up and will not allow the vacuum signal to travel, or if perhaps it is frozen in place, or if... [etc], the power circuit does you no good and makes these carburetors hard to tune.
Since removing the air cleaner (leaning the mixture!) seems to improve performance, it sounds like something is making your mixture way too Rich. If I'm right about how these carburetors work, a power valve that's remaining open will allow fuel to flow more freely, and the carburetor will be locked in its power circuit - a temporary "enrichening" of fuel delivery that simulates larger jets upon acceleration.
The accel pump also serves this purpose to a degree and is necessary on heavier gasser vehicles, which is why I suggested backing off on the accel pump squirt a bit. It won't be a permanent solution, but it will at least verify if your tip-in condition is over-Rich or not. For my own heavy IH machinery, the 2210 seemed to never have enough enrichment to keep it running.
Keep in mind that this is related to my personal experience with these units, and I might be handing you useless information if your unit happens to be of a significantly different design. I May even be totally wrong, so here's my disclaimer: I don't know very much. This is all just me fitting together whatever information I can remember about these mixers into something that might help.
It is likely that more specific (as well as more helpful) advice from more experienced individuals could be offered if a few focused pics of the carburetor were posted, as well as your own 4-digit list number that Mike mentions is stamped into the front of the carburetor.