Reference

The book cover that I blatantly copied for info for the following posts in this thread. The book is evidently out of print.

A picture breakdown of a Holley 5200 (Thanks Wrench459).

 

The book cover that I blatantly copied for info for the following posts in this thread. The book is evidently out of print.

A picture breakdown of a Holley 5200 (Thanks Wrench459).

This is an old thread, but timely for me: my 1952 MGTD with a Pinto/Mustang II 2300cc 4 cylinder motor has a Holley 5200 in it! Also, if anyone, other than me, is interested:

https://smile.amazon.com/Holley-520...860503/ref=sr_1_1?ie=UTF8&qid=1514913946&sr=8-1&keywords=holley+5200+carburetor

$40. Used but so is my carb!

Harold, Thanks for digging up the thread!

Doug

Just an update: There was 1 book at $40 + shipping (which I bought). The next cheapest is $44 w/free shipping, but $4 sales tax (in AZ). Both of these were rated "Good". At the high end of the price scale is a book rated only "Acceptable", but priced at $650! No, it is NOT a misprint, somebody thinks this old book is really rare and valuable! HECK, I could buy 3 carbs and just throw them away instead of working on them!

 

Holley 5200 U.S. Applications

Ford – Pinto, Mustang II and Capri 4cy. &V-6
Chevy – 5210 introduced in the ‘73 L-11 perf. version of 2.3L Vega
Pontiac – 5210 introduced in ’77 on the new 2.5L ‘Iron Duke’ engine
AMC – 5210 on the Audi powered ’77 Gremlin
Chrysler – 5220 introduced on the ’78 1.7 VW/Audi Dodge Omni & Plymouth Horizon

 

Holley 5200 (Size Matters)

Most models primary venturi diameter is 26mm and the secondary is 27mm. Throttle bore diameters are 32mm and 36mm with a 43mm center spacing on a metric flange. The stud spacing measures 47mm x 93mm.

When introduced, this carburetor only came in one size, 270CFM at three inches of mercury. In 1978, a 235CFM model was introduced on Ford and Mercury 4-cyl. engine with a 23mm primary venturi and 27mm secondary. Since 1979, Chevettes have been equipped with a 245CFM model with primary and secondary venturis of 23mm and 29mm.

 

Holley 5200 Economaster Carburetor

Holley 5200 Economaster was introduced in 1975. One change to the 5200 was the substitution of a double boost venturi for the standard single booster on the primary side.

There is a slight loss of airflow capacity -about 20 CFM - with the double boost venturi.

While the loss in power is indiscernible to the average driver, Economaster versions should not be used for competition.

The overall economy gain for the 5200 is between 5% and 10% when compared to the original carburetor. Testing following EPA-type procedures.

 

Holley Feedback Carburetors

The vacuum feedback system (Holley 6500) was introduced on the 1978 Ford 2.3-liter engines in Calif. Application was extended nationwide in 1981.


The electronic feedback carburetor was introduced in the 1980 model year for the Chevette (Holley 6510) and Omni/Horizon (Holley 6520) for Calif. only. Application was extended nationwide in 1981.

Holley introduced an 'open-loop' system that could be controlled by the driver.

In this system, the feedback system is replaced by a computer and driver-controlled switch. The solenoid-controlled air bleed is eliminated, so the duty-cycle solenoid affects only the fuel flow.

The solenoid is controlled from an 11-position switch that changes the duty cycle--the percentage of time the solenoid is closed--from maximum rich to maximum lean. On the 5200 series the duty cycle varies from 30%--maximum rich--too 80%-- maximum lean. This is equal to about 12 jet sizes.


P.S. I will add a few pictures to this thread and give credit for the info that was almost 100% copied from a book I have and will then open the thread for whatever comments or questions that may follow.

 

Fuel Inlet Size info

Three seat sizes are currently used (remember this was back in the day ) on 5200's: 0.0785 in., 0.089 in. and 0.095 in.

Increasing inlet seat-seat size is an good-news/bad-news story. The good news --fuel-flow rate will increase. The bad news --fuel-handling control will be sacrificed. Don't install a larger seat unless your engine really needs the extra flow. If you install a larger seat and get no measurable performance improvement, reinstall the original seat.

Harold

P.S. This should pertain to Weber DGV carbs as well.

 

I HOPE I'm done moving posts!

This post was primarily for those subscribed to let them/you know that I've opened the thread for comments or questions.

I'm not an expert on this subject. I know of one forum member who has WAY more experience with these carbs than I ever will. Just hope this will answer some questions. I know it won't end the debate as to whether it is inferior as a replacement for the Solex or Weber DGV series carbs nor was it intended to.

I know you didn't have a choice but thanks for bearing with me anyway. :haha:

Harold

I HOPE I'm done moving posts!

This post was primarily for those subscribed to let them/you know that I've opened the thread for comments or questions.

I'm not an expert on this subject. I know of one forum member who has WAY more experience with these carbs than I ever will. Just hope this will answer some questions. I know it won't end the debate as to whether it is inferior as a replacement for the Solex or Weber DGV series carbs nor was it intended to.

I know you didn't have a choice but thanks for bearing with me anyway. :haha:

Harold

Hey, the records stuck... Harold, this thread would have been perfect in the articles section. You could have put all the info into one post (photos and all) and all comments would have been at the bottom of the article. BTW, we can always "promote" posts to an article.

 

I HOPE I'm done moving posts!

This post was primarily for those subscribed to let them/you know that I've opened the thread for comments or questions.

I'm not an expert on this subject. I know of one forum member who has WAY more experience with these carbs than I ever will. Just hope this will answer some questions. I know it won't end the debate as to whether it is inferior as a replacement for the Solex or Weber DGV series carbs nor was it intended to.

I know you didn't have a choice but thanks for bearing with me anyway. :haha:

Harold

 

The Holley 5200 has some deficiencies compared to the Weber 32/36 DFAV, which Holley bought a licence from Weber.

1-Most of them have no idle jet that is changeable.
2-Most of them have the linkage peined on, so you can't unbolt the linkage.

The big issue for the Opel people is that the linkage is backward to the Weber DGV series. This means you have to make the linkage you have work on the other barrel and have it turn the other way.

The Weber 32/36 DGAV / DGV series carburetor is superior in all aspects to the DFAV / Holley 5200. There are some cars which the DFAV is better. Some Mitsubishi, Most VW.

 

The Weber 32/36 DGAV / DGV series carburetor is superior in all aspects to the DFAV / Holley 5200.

Is the Weber DFAV superior/inferior/or equal too the Holley 5200? Some specific applications did utilize fixed restrictions instead of changeable jets. Universal 5200's did not have this drawback though.

Harold

P.S. Not a fan of the 5200 but can't believe it's that bad when used in the correct applications.

 

I have heard from more than one source through the years that the Holly/Webers were not the best carb. I was told once, not sure if it is true or not, that Weber pulled the license because they were getting a bad name from the Holley/Webers. I heard that Holley's tolerances were not as tight as the Webers, too.

 

I think that is not true about the license being pulled. Holley 5200 finished as fuel injection started.

 

From the school of hard knocks.
Don't even think about trying the 5200 accelerator pump diaphragm in the DGV Weber.
The plunger is smaller.

 

Been doing it for years. I don't think all diaphragms are the same. I would go into NAPA and just have them pull 5200 application diaphragms until I got one that matched and then buy several. :yup:

I might have to rethink my next purchases. :thinking:

Harold

 

Holley 5200 differences that Ive noticed: Jets are totally different numbers....power valve at base of fuel bowl is a 3 piece affair: jet, plunger and itty bitty spring, the Weber is a contained unit (with all 3 pieces together in a brass cylinder) The idle jets dont have O-rings behind them, they are tapered at the base. The Weber has provisions for nylon bushings at the ends of the throttle shafts that can update to roller bearings while the 5200 (my version is an R7760 circa 73 Pinto?) does not have these bushings or provisions for them, only the shaft is teflon coated (maybe) and the 2 ports above the accelerator pump are plugged on my 5200, I think the weber has some sort of controlled restriction on one of these, but my gasket is solid over these. The electric choke does not seem to have a heated bimetallic spring in the normal Weber electric tab on the white plastic choke housing but seems to have a very small surface mount heater element on the plastic plate UNDER the metal choke cover ti indirectly heat the spring? It also has a threaded boss in the cover for some unknown screw. Mine also has the double booster on the primary.

 

I think the last time I handled a 5200 was in the late 80's. We could either run a Solex or the 5200. Ford guys had the same option.
IIRC, there were various CFM ratings for the Holley 5200 carburetors. Several variations were used because of the changing emissions standards. GM, Ford and at least briefly used by Chrysler as OE carburetors.

Harold

 

revisiting another 5200 I bought straight off a barn find 74 Pinto 2.0. I noticed the secondary idle jet has no air bleed over it, its a plugged passage. The primary has a big air bleed drilled. Is this by design, no idle jet air bleed on the secondary side? This Holley license built is very clean. I hope to use it on a Mazda 2.0 in a B2000 as these have a chance to be tuned while the Stock Nikki doesnt have available jet options.