{"id":21464,"date":"2015-11-17T11:23:27","date_gmt":"2015-11-17T19:23:27","guid":{"rendered":"http:\/\/www.racingjunk.com\/news\/?p=21464"},"modified":"2016-11-30T13:56:51","modified_gmt":"2016-11-30T21:56:51","slug":"holley-tri-power-part-1","status":"publish","type":"post","link":"https:\/\/www.racingjunk.com\/news\/holley-tri-power-part-1\/","title":{"rendered":"Holley Tri Power – Part 1"},"content":{"rendered":"

\"Tri-Power<\/a><\/p>\n

Check Out –\u00a0Part\u00a02<\/a> – Part\u00a03<\/a> – Part\u00a04<\/a><\/p>\n

If you have a hot rod, then you know that one thing holds true when it comes to carburetors: One is necessary. \u00a0Two are better and three really rock! \u00a0Multiple carburetor setups have been the rage since the beginning of (hot rod) time. \u00a0The first exciting factory triple carb setup showed up on the J2 Olds (followed shortly by Pontiac). \u00a0Ford offered several hot “6V” setups too, and it only got better when the Pontiac GTO hit the streets. \u00a0Chevy really upped the ante with the 400 and 435 horse 427 Corvettes in 1967 (1968 and 1969). \u00a0Mopar played the game too and they were aggressive with their 440 6-pack and 6-barrel Road Runner\/Super Bee setups beginning in 1969 (and following through later with ‘Cuda and Challenger models). \u00a0Mopar even used the three-deuce setup on their 340 cubic inch AAR Cudas and T\/A Challengers.<\/p>\n

Of course, tri-power setups were equally common, if not more so in the aftermarket. \u00a0There were all kinds of them available for everything from flathead Fords to Mopar hemis. \u00a0Honestly though, most were fitted with pretty weak (as in small CFM) carburetors. \u00a0Those carbs ranged from Strombers to Rochester’s. \u00a0The big Holley carbs used on the tri power Corvettes and 440 Mopars were absent, likely because the size made them tough to fit on something compact like a small block Chevy.<\/p>\n

But then Holley and sister company Weiand intervened. \u00a0The folks from Holley recently revealed their small block Chevy three-deuce setup and it’s a knockout. \u00a0But wait: \u00a0Why go to a triple deuce setup when EFI is here to stay? \u00a0Simple. \u00a0Nostalgia is big today (no secret) and plenty of folks yearn for the simplicity of yesteryear. \u00a0A lot of enthusiasts can relate to the wail (and the kick you get in the backside) when the end carbs join the party. \u00a0Besides, the look of a nice three-carb setup always trumps an EFI arrangement – especially those plastic OEM jobs we see on a regular basis.<\/p>\n

What Holley and Weiand came up with is a comprehensive tri-power kit. \u00a0It includes the intake manifold, a trio of carburetors, a set of air cleaners, a complete fuel line setup and a staged linkage package. \u00a0Basically, it’s a no-hassle system designed to be installed at home in your own shop. \u00a0Over the next few issues, we’ll dig deep and give you the straight scoop on the hardware, beginning with the intake manifold:<\/p>\n

The small block Chevy intake is a mid rise, 180-degree dual plane job cast and machined by Weiand. \u00a0The magic here is the fact that it was laid out so that it can (a) accept three Holley two barrels with secondary metering blocks; (b) fit the distributor in the stock location; and (c) allow room for both the water neck and heater hose connections. \u00a0Sure, Holley could have used vacuum secondary carbs on both ends. \u00a0They could have also used secondary carbs with metering plates instead of metering blocks. \u00a0That would have saved precious room on the intake, but the Holley and Weiand crew took the hard route and basically packaged everything to fit. \u00a0Another thing you should know is a big honking HEI body distributor won’t work. \u00a0You’ll need a standard cap style distributor.<\/p>\n

The actual manifold, as mentioned above, is a dual plane example, which is definitely suited to street driving. \u00a0Intake ports are sized 1.90-inch by 1.15-inch (approximately). \u00a0Basically, the ports are designed for street use. \u00a0That’s why Weiand notes that the RPM range is up to 5,500 RPM. \u00a0When it comes to completely assembled dimensions, the height at the front is 11.5-inches from the front sealing surface to the top of the air cleaner nut. \u00a0The height at the rear is 12.5-inches from the front sealing surface to the top of the air cleaner nut.<\/p>\n

As pointed out, the intake is engineered to accept Holley two-barrel carbs with “v” bowls (that’s the cool cathedral style fuel bowl that was the hot setup in the Sixties). \u00a0These carbs can have a maximum throttle bore of 1.50-inches. \u00a0It’s also setup with a heat crossover passage, which obviously helps with drivability. \u00a0Holley points out that the intake will accept manual choke or electric choke carbs (for the center carb).<\/p>\n

The intake will fit all Chevy production line cylinder heads from 1955-1986 along with 1987-91 L98 Corvette style (non-EGR) heads. \u00a0Obviously, it will work with aftermarket replacement heads mirroring the listed examples (provided they have the same port flange opening and bolt hole locations). \u00a0Finally, the intake is for non-emissions applications. \u00a0It will not work with an EGR valve, or hot air chokes or divorced chokes.<\/p>\n

Next issue, we’ll dig into the carburetors. \u00a0For a closer look at the intake manifold, check out the accompanying photos:<\/p>\n

\"Weiand<\/a>
Overall, the Weiand Tri-Power intake looks like it could have easily seen the light of day in the Sixties, but it’s a brand spanking new piece.<\/figcaption><\/figure>\n
\"Weiand<\/a>
The manifold is designed to accept a conventional port (non-ported) Chevy intake gasket.<\/figcaption><\/figure>\n
\"Weiand<\/a>
The Tri-Power intake is drilled and tapped for a heater hose port. Not shown in our photos is a port at the back of the plenum that allows for power brakes (if you have them).<\/figcaption><\/figure>\n
\"Weiand<\/a>
It’s also drilled and tapped for a water temp gauges, as shown here.<\/figcaption><\/figure>\n
\"Weiand<\/a>
As you can see, the manifold is relatively tall. The text has info on assembled height.<\/figcaption><\/figure>\n
\"Weiand<\/a>
A standard Chevy water neck bolts right on. The Weiand casting is very nice by the way.<\/figcaption><\/figure>\n
\"Weiand<\/a>
At the rear, the manifold will accept any small body distributor. An HEI setup will not clear the back carb.<\/figcaption><\/figure>\n
\"Weiand<\/a>
As pointed out in the text, the intake is a 180-degree dual plane configuration.<\/figcaption><\/figure>\n
\"Weiand<\/a>
Weiand built the intake with an exhaust heat crossover. This is, after all, a very streetable package.<\/figcaption><\/figure>\n

Check Out –\u00a0Part\u00a02<\/a> – Part\u00a03<\/a> – Part\u00a04<\/a><\/p>\n","protected":false},"excerpt":{"rendered":"

Learn all about Holley’s Back-To-The-Future three deuce setup.<\/p>\n<\/div>","protected":false},"author":20,"featured_media":21475,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2}},"categories":[5008,17,11,9],"tags":[1076,961,15,4800,461,3730,3731,321,3729],"class_list":["post-21464","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-engine","category-guest-column","category-how-tos","category-tech-tips","tag-carburetors","tag-drag-race-101","tag-holley","tag-how-tos","tag-tech-tips-2","tag-tri-power","tag-triple-carbs","tag-wayne-scraba","tag-weiand"],"jetpack_publicize_connections":[],"jetpack_featured_media_url":"https:\/\/www.racingjunk.com\/news\/wp-content\/uploads\/2015\/11\/featuredimage24.jpg","jetpack_shortlink":"https:\/\/wp.me\/p42YSK-5Ac","jetpack_sharing_enabled":true,"amp_enabled":true,"_links":{"self":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/21464","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/users\/20"}],"replies":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/comments?post=21464"}],"version-history":[{"count":8,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/21464\/revisions"}],"predecessor-version":[{"id":22367,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/21464\/revisions\/22367"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media\/21475"}],"wp:attachment":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media?parent=21464"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/categories?post=21464"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/tags?post=21464"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}