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Ok, next question regarding carb choice

What would you do ???


  • Total voters
    14
I bought a used Edelbrock 800 AFB carb and recently went through it thoroughly. It's a very strong performer on a 440 stock engine - seems a bit rich at idle but then all old cars do these days on junk gas. Biggest issue is hooking up a divorced choke if you are a slave to originality. I managed to do so with some bits off an old 340 AVS I had but it's not quite as nice a job as Lewtot184's example - but it functions well. If not a slave to originality just put an electric choke kit on it and wire it to the 12V side of the ballast resistor. You may have to play with the kickdown linkage a bit to get it just right - but that probably applies to Holley or Edelbrock. I have 3 Holleys on other cars and I find pluses and minuses with both. Holleys have more leakage paths due to wet bowl gaskets and bowl screw gaskets. I've found you need to be careful setting the accelerator pump on the Edelbrock so that it properly re-charges between throttle openings. Holleys are nice in that the fuel bowl levels can easily be adjusted and checked. I prime my cars before starting and the Holleys are a bit easier as I use a mustard type bottle to fill the float bowl through the vent. The Edelbrock can be primed through the bowl vent near the primary rods but I usually just dump a little fuel down the primary throats. Both are subject to percolation when hot - if room and insulator gasket helps. I just like a Carter or Edelbrock on my GTX since that's essentially what it started out with. For a car with a heavily modified motor that probably doesn't matter.
 
AR67GTX, I did quite a bit of work on a friends 427 corvette with an 1813 carb. this is a 4spd, 4.11 rear, about 400hp 427. when I first started working on the tune-up the car wouldn't take off in first gear cleanly, burnt dirty. re-curved the distributor, helped some. finally I really took off after the carb. it came with .113 primary jets, .107 secondaries, and 68x47 rods. put .107 jets up front and stuck some .104's in the back. cleaned up the casting flash around the slot that feeds the accelerator pump in the float and replaced the big squirter with a .024. bingo! the car would take off from a stop in second gear better than it did in first before the work. no more hesitations, helped the dirty burn noticeably; not perfect but much better. the carb performs very well from a performance stand point. actually exceeded my expectations.
 
Edelbrock AVS2

The annular boosters are fantastic. And you can set it up single feed or dual feed. To me, they are very trouble free and easy to tune. Rods and step up springs are a couple minute job to swap out. To swap the jets is more like 10 minutes as you remove the top to get at them. No fuel spill. One work, get a phenolic carb spacer.
and they aren't expensive!
 
AR67GTX, I did quite a bit of work on a friends 427 corvette with an 1813 carb. this is a 4spd, 4.11 rear, about 400hp 427. when I first started working on the tune-up the car wouldn't take off in first gear cleanly, burnt dirty. re-curved the distributor, helped some. finally I really took off after the carb. it came with .113 primary jets, .107 secondaries, and 68x47 rods. put .107 jets up front and stuck some .104's in the back. cleaned up the casting flash around the slot that feeds the accelerator pump in the float and replaced the big squirter with a .024. bingo! the car would take off from a stop in second gear better than it did in first before the work. no more hesitations, helped the dirty burn noticeably; not perfect but much better. the carb performs very well from a performance stand point. actually exceeded my expectations.

I would have to go back and see what I jetted mine at but I stayed pretty close to Edelbrock's recommendations. I discovered someone had been in it before and the jetting was screwed up. It also had a bad bog from idle and I finally figured out after a bunch of measuring that I had to raise the accelerator shaft height far above the Edelbrock manual and rebuild instructions for my car. And I'm not talking about just a little bit higher. This was with a brand new - specific to my carb - Edelbrock accelerator pump and not a generic one from a kit. That was necessary in order for the umbrella seal to rise above the bottom of the accelerator well slot as cast in the body so it could fill with fuel. Other options were to grind down the shaft length or lower the v-notch but I managed to get by with raising the pump height. After that it responds instantly and strongly when I mat the throttle from idle.
 
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