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New or Rebuilt Carter AVS 4966S

Carter AVS

  • Lose it

    Votes: 0 0.0%
  • Use it

    Votes: 13 100.0%

  • Total voters
    13

gtx-

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Any thoughts on this Carter AVS carb.
Seems this one has been sitting on 70-71 Chryslers with 440 engines after a quick look up.
Is it worth purchasing a rebuilt kit or better to look out for a decent new carburetor, any recommendations would be appreciated, i have no limited budget, just want the best for the car/block.
I want to car to be running as smooth as possible, no high performance parts.
I have added some pictures of the AVS carb.

IMG_1494.jpg IMG_1495.jpg IMG_1496.jpg IMG_1497.jpg IMG_1498.jpg IMG_1499.jpg
 
Put a kit in it, its cheaper than a new carb. If you dont know how to do that find a friend who can help. Its worth a shot
 
Put a kit in it, its cheaper than a new carb. If you dont know how to do that find a friend who can help. Its worth a shot
Worth the shot indeed, and more fun than installing a new one, i did one years ago on a 455 rocket oldsmobile :)
 
I don't see a PCV connected nor a vacuum advance tube.
I would suggest connecting both of these.
 
I don't see a PCV connected nor a vacuum advance tube.
I would suggest connecting both of these.
Still have to do that after the rebuild, thanks!
Previous owners said it wasn't necessary :D
 
Nothing wrong with an AVS. Kit probably because the accelerator pumps tend to dry out. Check throttle shafts to see that they don't wobble in the base. If so they should be bushed. One suggestion I found first hand helps idle quality a bunch with current gas quality: enlarge the idle jet some. I can't recall the size but search on this forum, this is where I learned about it. Easy to do and did improve idle appreciably on mine. In fact I think I have the correct bit at home. PM me if you're interested.
 
1971 Carter AVS 4966s came on the NON HP 440
If you where to flip it over , you will notice it has the smaller primary bores

Around 630 cfm depending upon who you ask

If your fine with that on a 440 , nothing wrong with that Carter AVS , looks like it might bee original to your car
 
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1971 Carter AVS 4966s came on the NON HP 440
If you where to flip it over , you will notice it has the smaller primary bores

Around 630 cfm depending upon who you ask

If your fine with that on a 440 , nothing wrong with that Carter AVS , looks like it might bee original to your car
Interesting, what would you set-up on a stock 440?
 
Interesting, what would you set-up on a stock 440?
That would work fine on a stock 440. He’s pointing out that a stock 440 HP (375 HP) had a super similar but larger primary bore carb. That one is probably about 750 cfm. Probably worth 5-10 hp.
 
Use or send to to me... I really like the old carters, some say a Holley makes more power but I beg to differ.. Reliable as the day is long ! If you do buy another brand carb companies do rate CFM differently ..
 
Any thoughts on this Carter AVS carb.
Seems this one has been sitting on 70-71 Chryslers with 440 engines after a quick look up.
Is it worth purchasing a rebuilt kit or better to look out for a decent new carburetor, any recommendations would be appreciated, i have no limited budget, just want the best for the car/block.
I want to car to be running as smooth as possible, no high performance parts.
I have added some pictures of the AVS carb.

View attachment 1178265 View attachment 1178266 View attachment 1178267 View attachment 1178268 View attachment 1178269 View attachment 1178270

WHY do you have the PVC inlet connection AND the carb's fuel evaporation/bowl vent plugged/capped off. By capping the PCV will result in an extremely rich idle fuel mixture and low idle RPM. Capping the fuel bowl vent connection will cause hot starting/flooding issues. Additionally, why was the ported vacuum advance port capped? Did you change the didtributor? The small vacuum fitting on rear of the carb may have been connected to the Air Cleaner's hot air vacuum diaphragms and since you have changed the air cleaner assy. Since the Carter 4966-S carb was used on low performance, auto transmission 440 applications, it is slso missing the hot idle solenoid actuator on the choke side of the carb. Since your pixs show the lack of kick down linkage, I assume a 4 speed transmission. In this case, the carb would have been a Carter 4967-S, which would have totally different metering jets/rods, for the HP application. In spite of these short commings, invest in a quality rebuild kit and consider reconnecting the capped connections as this will allow a smoother idle and off idle transition operation. Just my opinion of course.
BOB RENTON
 
WHY do you have the PVC inlet connection AND the carb's fuel evaporation/bowl vent plugged/capped off. By capping the PCV will result in an extremely rich idle fuel mixture and low idle RPM. Capping the fuel bowl vent connection will cause hot starting/flooding issues. Additionally, why was the ported vacuum advance port capped? Did you change the didtributor? The small vacuum fitting on rear of the carb may have been connected to the Air Cleaner's hot air vacuum diaphragms and since you have changed the air cleaner assy. Since the Carter 4966-S carb was used on low performance, auto transmission 440 applications, it is slso missing the hot idle solenoid actuator on the choke side of the carb. Since your pixs show the lack of kick down linkage, I assume a 4 speed transmission. In this case, the carb would have been a Carter 4967-S, which would have totally different metering jets/rods, for the HP application. In spite of these short commings, invest in a quality rebuild kit and consider reconnecting the capped connections as this will allow a smoother idle and off idle transition operation. Just my opinion of course.
BOB RENTON

WHY do you have the PVC inlet connection AND the carb's fuel evaporation/bowl vent plugged/capped off. I bought this as is and have not unplugged anything.
By capping the PCV will result in an extremely rich idle fuel mixture and low idle RPM. Capping the fuel bowl vent connection will cause hot starting/flooding issues. I noticed that, will rebuild the Carter 4966

Additionally, why was the ported vacuum advance port capped? Did you change the didtributor? The small vacuum fitting on rear of the carb may have been connected to the Air Cleaner's hot air vacuum diaphragms and since you have changed the air cleaner assy. I have not changed anything yet it was like this when i bought it.


Since the Carter 4966-S carb was used on low performance, auto transmission 440 applications, it is slso missing the hot idle solenoid actuator on the choke side of the carb. Since your pixs show the lack of kick down linkage, I assume a 4 speed transmission. This is a three speed automatic..


I think the PCV should be connected like this:


upload_2021-10-14_11-41-5.png


upload_2021-10-14_11-36-16.png upload_2021-10-14_11-40-49.png
 
Last edited:
WHY do you have the PVC inlet connection AND the carb's fuel evaporation/bowl vent plugged/capped off. I bought this as is and have not unplugged anything.
By capping the PCV will result in an extremely rich idle fuel mixture and low idle RPM. Capping the fuel bowl vent connection will cause hot starting/flooding issues. I noticed that, will rebuild the Carter 4966

Additionally, why was the ported vacuum advance port capped? Did you change the didtributor? The small vacuum fitting on rear of the carb may have been connected to the Air Cleaner's hot air vacuum diaphragms and since you have changed the air cleaner assy. I have not changed anything yet it was like this when i bought it.


Since the Carter 4966-S carb was used on low performance, auto transmission 440 applications, it is slso missing the hot idle solenoid actuator on the choke side of the carb. Since your pixs show the lack of kick down linkage, I assume a 4 speed transmission. This is a three speed automatic..


I think the PCV should be connected like this:


View attachment 1179504

View attachment 1179502 View attachment 1179503

Thank you for the additional pix. Yes, the PCV would be connected as you indicate. Since the distributor appears to be aftermarket with no vacuum advance, yes, the vacuum advance port on the carb would be capped as well as the small port on the rear of the carb. Comment: If you intend your car to be a cruise car with with the A/C functional, IMO, you need the vacuum advance to be functional for smooth engine operation and better fuel milage. If racing the car, it may not be needed. But, if you want vacuum advance, the distributor will need to be replaced to one with vacuum advance capabilities, such as a Mopar electronic distributor or something similar. Others will have their opinions or recommendations.
BUT....since you note that your car has an automatic transmission, it ABSOLUTELY NEEDS the kick down linkage that attaches to the carbs throttle linkage and connects to the transmission to control the transmission's line pressures and shift points. Without this control, the transmission will eventually fail due to low internal operating pressures. This should be #1 on your "to do" list....but, this is just my toughts.
BOB RENTON
 
Thank you for the additional pix. Yes, the PCV would be connected as you indicate. Since the distributor appears to be aftermarket with no vacuum advance, yes, the vacuum advance port on the carb would be capped as well as the small port on the rear of the carb. Comment: If you intend your car to be a cruise car with with the A/C functional, IMO, you need the vacuum advance to be functional for smooth engine operation and better fuel milage. If racing the car, it may not be needed. But, if you want vacuum advance, the distributor will need to be replaced to one with vacuum advance capabilities, such as a Mopar electronic distributor or something similar. Others will have their opinions or recommendations.
BUT....since you note that your car has an automatic transmission, it ABSOLUTELY NEEDS the kick down linkage that attaches to the carbs throttle linkage and connects to the transmission to control the transmission's line pressures and shift points. Without this control, the transmission will eventually fail due to low internal operating pressures. This should be #1 on your "to do" list....but, this is just my toughts.
BOB RENTON

Since the distributor appears to be aftermarket with no vacuum advance, yes, the vacuum advance port on the carb would be capped as well as the small port on the rear of the carb. Comment: If you intend your car to be a cruise car with with the A/C functional, IMO, you need the vacuum advance to be functional for smooth engine operation and better fuel milage. If racing the car, it may not be needed. But, if you want vacuum advance, the distributor will need to be replaced to one with vacuum advance capabilities, such as a Mopar electronic distributor or something similar.
I only will use it for cruising the car and nothing more then some burnouts, I will rewire the engine bay and ordering this something like this mopar distributor with ecu:
https://www.classicindustries.com/product/mn1115.html


BUT....since you note that your car has an automatic transmission, it ABSOLUTELY NEEDS the kick down linkage that attaches to the carbs throttle linkage and connects to the transmission to control the transmission's line pressures and shift points. Without this control, the transmission will eventually fail due to low internal operating pressures. This should be #1 on your "to do" list....but, this is just my toughts.
Thank you for your detailed comments, this will be my number one priority after finished all the body work.
 
Since the distributor appears to be aftermarket with no vacuum advance, yes, the vacuum advance port on the carb would be capped as well as the small port on the rear of the carb. Comment: If you intend your car to be a cruise car with with the A/C functional, IMO, you need the vacuum advance to be functional for smooth engine operation and better fuel milage. If racing the car, it may not be needed. But, if you want vacuum advance, the distributor will need to be replaced to one with vacuum advance capabilities, such as a Mopar electronic distributor or something similar.
I only will use it for cruising the car and nothing more then some burnouts, I will rewire the engine bay and ordering this something like this mopar distributor with ecu:
https://www.classicindustries.com/product/mn1115.html


BUT....since you note that your car has an automatic transmission, it ABSOLUTELY NEEDS the kick down linkage that attaches to the carbs throttle linkage and connects to the transmission to control the transmission's line pressures and shift points. Without this control, the transmission will eventually fail due to low internal operating pressures. This should be #1 on your "to do" list....but, this is just my toughts.
Thank you for your detailed comments, this will be my number one priority after finished all the body work.

Once again, thank you for your acknowledgement. Regarding the Summit link, yes this what you need...but consider talking with @HALIFAXHOPS, on this site, as he is very good when it comes to Mopar ignition systems and components....he may be able to supply what you need that has been tested. Some of the current Mopar offerings originate in China and are of dubious quality and have been known for problems after installation. When sourcing the transmission control linkage, try using a request in the WANT TO PURCHASE section of this site or searching FOR SALE SECTION......just a thought. The same thing applies to the missing A/C suction and discharge hoses and the additional parts needed when converting to R-134A. Let us know how you make out....... PM me if I can help further....
BOB RENTON
 
The small vacuum fitting on rear of the carb may have been connected to the Air Cleaner's hot air vacuum diaphragms
Any harm capping that rear fitting ?
 
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