WANTED: Holley 94 schooling 101!

Need the quick low down on the differences in Holley 94 Models (7RT, 8BA, 8RT, etc.). I see there are some body and internal differences. What is the differences between each model and what is interchangable? Which models should I focus on if I want to run a multi carb set-up with progressive linkage (I.E. 4x2 or 6x2 progressive).

Did some reading through some of the 7 pages of Holly 94 posts and am either missing the info or I'm just not comprehending.

If you guys can break it down and/or point me to posts (I'm not seeing) or links that have good info on Holley 94's, it would be appreciated! Thanks!

 

Where's the 94 pros?

 

Try this:

http://www.webrodder.com/article.php?AID=269&SID=4&PHPSESSID=f928a3ba3eb6831616173bd7615afe1d

himmelberg

 

Great rebuild article! Thanks!

Still need some info on the differences between 94's though. Is there anyone that can help?

 

Hope this helps

 

scooter if ya cant find any answers here try over at fordbarn.com ask for Ken, ct

 

Thanks man! I always forget about Fordbarn for info!

In the mean time... who's running 94's? Anyone? If so, what model? 8BA seem to be the most popular. Why is that?

 

Here's the version marketed for VW's under the Bugspray moniker:

 

Bttt

 

The ones you mention are all late flathead, roughly '49-50 passenger and '48-50 trucks. These differ mostly in externals--ball or cable throttle hookup, trucks sometimes have dif air cleaner area, trucks got hand throttle extension on left. They are very similar generally to the various '39-48 models except for this stuff and port for Loadamatic. All are .94
Late than 1950 versions started getting dif metering bars, and post flathead grew beyond .94 sixe up to 1 1/16 or thereabouts--know little about later stuff.
The number on SIDE corresponds to Ford prefix on parts number showing model originally introduced for. Number on back (.94 on all those) is bore size. Charts in Ford catalog will show you if basic parts are same, denoting carbs that are identical except for the outer hookups.
MOST have been repeatedly rebuilt and now have mixed features from several carbs and were sold as generic rebuilds with wider fit range than Ford spec.

 

A good definitive difference that you are looking for can be found in
Street Rod Builder..dec. 2001.
the Dickster

 

Now we're getting somewhere! Thanks Bruce!

I see them come up for sale and see that most of the prices are very reasonable. The biggest physical difference I've seen seems to be the top. Here's an example of an 8BA:

Here's the flanged top (7RA carb):


I guess what it comes right down to is I need to know what to buy. I don't want to go out and just buy some Holley 94's and find out that I just wasted my money on something I can't use.

Thanks Dickster. I don't have that issue though and I suspect it's not available. Does anyone have that and could scan it?

 

Some Ford prefixes on 94's:
They also have markings showing manufacturer (Holley, Ford, a few Chandler Grove), cast or sometimes stamped designations of size, and designations from manufacturer (Holley AA-1, AA-7/8), as well as stampings showing jet size originally installed on some...

78--1937 (Yes, really) and 1938 uses. Not marked on bowl
91-99 1939-41 Ford and Merc
92 1939, 40 V8 60 (.81 bore)
21-39 1942 Ford-Merc, wartime engines, maybe early 1946 Ford and Merc
59 1946-48
7RC, 8RC first few years of F1
8BA 1949-59 Ford passenger.

Anyone care to list the various '51-56 models? These start showing various changes of nozzle bars, dif models for auto trans, etc., and the Y block ones get larger than .94. I never got into this late model stuff, and Ford's prefixes start getting complicated too...
Ford also later supplied universal replacement carbs that came with bits for several styles of throttle hookup, early and late inlet adaptors, etc.
In the early years, each new carb became the replacement carb for the previous models, and of course the catalog contained info on using the 94 as replacement carb back to 1932. All the ones up through 1948 are VERY similar, with only minor changes in metering and venting.
Charts in the parts catalogs list out original array of parts for each model.

 

I also noticed some have a threaded port on the back side and some don't.

Here's a model 91-99. No threaded port on the back:


Here's a model 59 with no threaded port:


Here's the back side of the model 8BA showing the threaded port:


Is that a vacuum port? What is that? Should I be looking at the carbs that have these?

Thanks for the hand holding and spoon feeding guys! I appreciate it! BTW... great little chart Bruce!

 

Actual manufacturer is inconspicuously noted on lower outer part of bowl casting covering accelerator pump. H for Holley, biggest contractor, F in either block or script for Ford. Ford designed and contrated for these, and maintained a small production of its own, probably as a hedge against strikes or disasters at Holley. Very early models have the H stamped instead of cast on Chandler Groves. Most carbs have Chandler Grove or Ford logos regardless of actual manufacturer, and of cours most surviving carbs have been through commercial rebuilders who mixed parts thoroughly.

 

The added port is the Loadamatic (or izzit LoadOmatic??) one referred to above. It has two passages within, one that reads ported vac right above the throttle plates, one that reads the pressure drop in the venturis (same signal that causes gas to go through the jets in synch with air flow).
Do not even think about using these wretched Holly distributors used on '49-53 flatheads--poor performance on advance on a perfect stocker, nearly nothing at full throttle on a tired engine or one with multiple carbs, many difficult issues to address to improve. An engine and performance killer.

 

If you are building a 49-53 flatie with a factory dizzy the 8BA is required. you also cannot run multiples with a 49-53 factory dizzy. The vacuum is specific to the vacuum port on the carb (equalized vacuum or some shit like that). 2 carbs = 1/2 vacuum delivered to dizzy, 3=1/3, etc. You cannot run manifold vacuum to a 49-53 dizzy. I will post (later) a PDF from MACS auto that will illustrate the differences.

 

So this can be plugged up then??? These will be going on a Hemi anyway. Not a flathead. I will probably just run a standard Mopar 360 dizzy on it. Nothing special.

 

Pluggit. Useless hole.

 

Excellent!

So is it safe to say that all I really need to pay attention to is the top carb mouth when making my selection (I.E. 7RA vs 8BA)?

Is there a throttle linkage issue I should worry about (on the carbs themselves) with a multi-carb setup? Most appear to be the same.

 

Carb tops interchange, stock linkages are mostly one of two types on right, and with or without long shaft for hand throttle on left. If you are using extended shafts with levers that match on left side, there are no further throttle issues except the tuning ones.

 

GREAT! This has all been excellent info!! Thanks Bruce and everyone else!! Much appreciated!

Scooter

 

when you rebuild them, go all out...replace all of the internals that you can get your hands on to make sure that they all match...I don't know how many you intend on running/using but if it's a simple 3 deuce then the typical progressive linkage with the outer two matching and inner single being the oddball is a good route depending on intake design...

 

I was thinking this also. I'll be running 4x2 on a dual log (so they will be scattered arrangement, two on each log. Pretty much like this one... (never mind the ad itself, just thought it was a good pic)

Any thoughts on primary carbs? I'm thinking two primary and two secondary carbs on the progressive linkage. Besides the progressive linkage itself, is there anything I'll need to do to the carb linkage or the carb itself to set them up as primary/secondary or just bolt on and go?

Sorry if these are retarded questions

 

im runnin an 8ba right now and when i go to two im gonna run 8bas i already have em im just waiting on the intake.

 

How big is the engine?? What mods are planned? I don't think that manifold is a good candidate for anything progressive--carbs will be too far from some cylinders. You might want to think 6 94's, with progressive and center 2 as primary, or perhaps engine can support 4 full time with good throttle bodies and careful setup.

 

WOW! This is good! I was hoping someone would poke at my thoughts on this intake.

I'll be runing a 331 punched out basically to a 354. The cam will be a somewhat aggressive street cam (haven't decided on the EXACT specs yet), probably open headers MAYBE cutouts that dump into some pipes if I start getting into trouble... (prefer not to though). I was seriously contemplating running a 6x2 log-type intake with the center two being the primaries. I see your point on that manifold being run on all four all the time. Makes complete sense. I hadn't thought about it too much. I was just afraid of over-carbing the motor. Would have to go with an in-line 4x2 if I want the progressive setup. I will absolutely run a 6x2 if I'm not going to over-carb the motor. I really wanted that anyway.

Now what are your thoughts?

Thanks for your input Bean!! How do you like that carb so far? Any issues I should weigh in my mind?

 

I just saw this also and it got me thinking that I could do a 4x2 like this also:

Is that someones car on here?? Awesome!

Or I could go with the regular Weiand Drag Star or run the U-fab log...


Any thoughts? Sorry if this is straying off the 94 topic a bit...

 

Keep asking questions! I'm following this one closely too. Iv'e got a staggered 4x2 Offy and a box full of 8ba's so this is answering a lot of my ?'s too. I was also concerned about trying to run pri/sec with my manifold.

 

Aspromised here is the identification charts from MAC's auto restoration specialists. This chart can help in identifying the carbs that you pick up from swaps. As for the internals, I am lost as you are. I am currently running an 8BA motor with twin 94's one is a 8RT and the other is a 59.