Paul,
  While you are working on the Holley carb . . .some of the guys flying VWs use engine oil to warm the carb body directly.  One installation I'm aware of uses a very small welded-up box with small "oil in, oil out" lines, the box is just clamped to the side of the carb at the throat.
Pros:
      Very little impact on performance.  The incoming air is warmed only a slight bit, so the density of the air charge stays about the same.  Ice doesn't form because the inner surfaces of the carb are too warm.
        No need to remember to add carb heat--the carb is kept warm all the time.  In planes with carburettors, icing is still a major source of loss of engine power.  We all stay vigilant and for most of us adding carb heat is automatic as we reduce power, but sometimes our patterns get disrupted or the environment is more favourable to icing than we'd thought.
        About the same weight as a carb heat setup.  No cables, air ducts, air plenum’s, additional muffs on the exhaust, etc.
Cons:  Adds some additional places for oil to leak.

With the Wankel, we have plenty of warm oil . . .


mark waldron


Sounds like a good idea.
Carb heat is mandatory or the FAA will not sign off on your experimental
air plane.

The drawback to continuous carb heat is slightly less power as you mention.
That may or may not be a problem in your specific application.

One of the upsides is slightly better BSFC. Most Lycoming engines
pass the intake runners through the oil pan for that reason.
The carb is bolted to the bottom of the oil pan.

I plan on a butter fly valve in the carb scoop. I need a scoop anyway
as the carb protrudes through the cowl. When the butter fly valve is closed
the carb gets plenty of hot air from under the cowl.


Paul Lamar

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