Comparing Edelbrock Carburetor Models: Which One is Right for You?
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- เผยแพร่เมื่อ 28 ก.ย. 2024
- Today we'll look at all the Edelbrock carburetor models and give you the pros and cons of each so you can make the right decision for which one is best for your application.
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I’m running a 500 AVS on my mild 318. Had it tuned and it’s fantastic,the only thing we did for improvement was to remove the choke flap from the front Venturi as it was thought that it was a restriction? Well it certainly made a difference in how the engine performed after its removal and I do not need a choke on cold starts, starts fine,just got to feather the throttle for maybe 30 seconds and then she’ll idle just fine. Carby went on in 2019 and NEVER given me any grief since!
From now on in I shall always run edelbrock carbs. Set and forget.
I have run then for years and it is basically a big 2 barrel with the secondary as an assistant. If you focus on that it will be a great carb.
They’re extremely dependable, good carburetors when put into the right situation.
What Edelbrock carburetor would you recommend for a SBC 385 stroker with a RPM air gap intake and a 235 at 50@ comp cam 500 lift , 9.8-1 compression E-Tec 200 heads, on a street machine?
What did you come up with after watching the video?
The annular boosters are offered as a upgrade for the performers
No, they aren’t.
I have a mildly built 360 in a 1969 Dodge dart with an auto trans. I just bought the car from an estate so I have no idea the exact cam it has or any other engine specs. It has enough cam to give it a nice lope and an Weiand Stealth intake manifold, headers, and duel exhaust, max RPM of 6500. The current carb is a 81670-1 Holly Stree Avenger 670 manual choke that is way to rich, I would prefer an electric choke carb. The car will spend most of it's time cruising with occasional drag and drive events and two or three yearly trips to the drag strip. I run Shell V power nitro + Premium gas or Sunoco uktra 93 for fuel. What is your recommendation for an Edelbrock carb CFM and model? Thanks
@@moparv104x4 always an extremely difficult situation when you don’t know who did what before you bought it. If you still feel like it’s making power up to 6500, then the math will tell you the 650 should be just fine. You also mentioned doing drag and drive events which is an entirely other demand on the engine and I’m not sure the edelbrock is the best choice. So it’s decision time. Which one is more important to you? Cruising around town, or max effort at the drag strip?
I have a 383 stroker and I do believe it has a slightly upgraded Cam and roller rockers and all that I plan on driving it lightly what do you recommend
@@jamesshriver5909 kind of depends. You’re on the right path defining how you’re going to drive it. Knowing the cam specs would really be helpful here so you’ll know the power range and max rpm. Roller rockers means nothing at this point. Break it down further on the driving type. Just a cruiser? A few burnouts here and there? Max rpm? Occasional drag strip or autocross?
Ive been doing some research on carbs here lately since my fitech efi has been so troublesome. I really like the avs2 but heard they dont do well with low vaccum cams. I have a gen 1 355 smallblock with a howards retro fit hydraulic roller cam. 525 lift 227 and 232 @ 50. 1800 to 5600 operating range. Only gets 8-10 hg vacuum. I would appreciate any carb recommendations. I called edelbrock and the rep was really short with me i could tell he was ready to clock out for the day. All he said was the avs would work fine. I would rather hear that from you. Thanks muscle car solutions!
@@chadwensing6062 the question is what did you build the engine/vehicle for? Focusing on spending time at the track? That cam (depending on the LSA) is really designed for solid mid range performance. So making that assumption, a 4150 style carburetor will flow a lot of more fuel and help you achieve that more rich condition that a track vehicle will like. If you just chose a big cam because you like the sound and it’s still very much a cruiser with some occasional track time or just some spirited driving, the AVS2 will operate just fine in that condition and with that amount of engine vacuum.
As far as Edelbrock goes, they are extremely short staffed these days. Much like most of the bigger brands. I can tell you the performance aftermarket has been beat down since Covid, folks giving up and retiring early with no one to replace them, and an extremely poor economy with inflation driving costs of everything much higher. Not to get off on a rant here but….it takes forever to train someone for a tech line. Even more if it’s for cam selection type tech work. Those folks used to be all over the place and eager to jump in and learn and offer that service. Today? We’re all old, fat and looking to retire! It’s dire to say the least. I’m hopeful things will find their way and we’ll see some sort of resurgence in the market. Unfortunately that path hasn’t shown itself yet.
How’s that to end on a positive message? 😄 Sorry. I felt like typing it out. Have a great day! 👍
Yeah I hear ya lol. Thanks man. It's a cruiser for sure. I do like to get a little rowdy in it though. It's a 109 lsa in a 86 c10 suburban with stock converter. I will research the avs2 a little more. Thanks again
You think the 650 or 800 cfm?
@@chadwensing6062 sounds like for that set up I would use the 650 and be perfectly fine as a cruiser.
I'm assuming that 8-10 hg vacuum is at idle position ?With that moderate cam,you'l probably need more initial ignition timing in your distributor and/or vacuum advance connected to manifold vacuum,which will raise idle rpm,making you adjust the idle speed down,closing the throttle plates more and increasing idle vacuum,also helps with carby idle to transition slot tuning, if applicable,My 355 has a 234/244 @ 0.050" solid FT running well on 20deg initial-32 full advance ignition timing on the distributor,no vacuum advance,but I will be experimenting more with adding vac advance.Disregard all of the above if you are using an optimised efi ignition timing map or programmable timing lol
Doesn’t the altitude that you are running your engine at have some effect on how you set your air and jets and or metering rods
Yes! We did a video on tuning at higher elevations.
@@MuscleCarSolutions I have not seen it on the TH-cam I will check and see if I can find it I am building a 390 fe engine that was bored 30 thousand and an has a 10 to 1 compression and didn’t have a carburetor firgured out to use yet I am leaning towards a Edelbrock 650 cfm carb and getting the proper guts for it for this altitude where I live it’s about 7000 ft above sea level and going into the mountains it can be upwards of 10,000 feet this engine is for a 73 ford f250 4x4
@@scottscheuerman8714 just know that at that elevation, you’re need to run much leaner. That old 390 doesn’t spin 6500 rpm in a big heavy 4x4. 650 might be too big. Check out the video for tuning at altitude and also watch the video on how to choose the right CFM and see if your thinking changes on what size to run. I can tell you based on the little info you provided, I would choose a 500 and it would tune very easy at that altitude and probably even down lower elevations.
So i have a 5.8L 351 bronco, has a 600cfm summit. Its acting up and want to change it. Not sure which to choose
Well, your first step is really to define the situation. You know the CID. Now define the rest of what’s in the video. You’ll be better equipped to make the right decision.
@@MuscleCarSolutions thank you!! Definitely got a new follow from me. Appreciate the content.
@@TheBDLS23 don’t hesitate to ask any questions along the way. Always happy to help if I can. Best of luck!
Which carb would do better in a mild 4×4 off-road Ford 408 stroker
Check out the video I did on how to choose the right size carburetor. Need some more information to make that recommendation.
@MuscleCarSolutions what information do you need? I am new to the after-market performance engine world
Quad 48 IDA's
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First
Good work! 😀
I saw ur video show up yesterday, I saved it for this morning. Drinking coffee and hearing your input on carburetors pretty good stuff! 👍
Hope all is going well with the Vino build! Keep those updates coming!
Avs is a good carb. Had a carter avs on a stock 300 hp 327 sbc-had no trouble even connected to a stock mech fuel pump-did not flood.
I have an Edlelbrock 750 on my '66 Charger. Great carb. Highly recommend.
I have a big cam Chevy 348 with a 1406. I am running an electric pump, regulator and guage and keeping it at 6psi. I have had an absolute horrible time getting it dialed in. Should i put all my time and attention into a Holley 1450 instead double pumper? I have no money in the 1406 Edelbrock.
@@ericdolby1622 1406 is jetted real lean from the factory, they're set up as a fuel economy carb for a smaller displacement small block. I'd move on to something better suited to your engine
🔔😎🇺🇸
Run them since 1960.
Biggest problem peiple have with them is that they are so simple... Carb and people. 😆 Haters are completely lost about tuning and refuse to learn.
They’re slightly more complicated, but given the tools provided they are the easiest carb to tune.
Love your work, learning heaps.
Would you have a recommendation for my 351 Cleveland, closed chamber 302 heads, 218/224 Hydro flat tappet Comp cam. Not running headers, stock exhaust manifold and 2.5 exhaust and Air Gap inlet manifold + 1/2 open spacer. Currently running a 1406 with 1405 jetting and pink step up but it seems lacking, should I got to a 750? Initial timing runs at 16 degrees + 18 mechanical all in by 3200 + 16 degrees vac. Thanks 🙂
I’m glad you’re enjoying the videos! You’ve got a lot going right. One thing about that cam and intake combo is it likes to breathe. That cam though is all done by 5500. A little out of the range on that intake, but good on the bottom end. Adding headers would help tremendously. I’d be more inclined to try that first, then make some tuning adjustments to the carb before giving up on it. The tough thing about the 1406 is it’s calibrated (primary and secondary boosters) for economy. Changing the rods and jets was a good idea, but you’ll still be limited by those boosters in the 1406. I did a video recently on the 1411 which is calibrated in the same manner as the 1406. It explains a lot of you’re interested in knowing the why. But, I’d still try to tune it. You might find it to work out as you work though the tuning chart. For your current set up, the 750 would be too big.
@@MuscleCarSolutions Thanks heaps for the response 🙂
I did watch the vid about the boosters but like you say, they arent available separately.
Ill persevere and see what I get out of it, the tuning chart is great and may even go down a needle size (already went to a 101 primary, maybe even upgrade to a 650 AVS2 later down the track.
It seems to want more fuel (seat of the pants) as the jetting from the 06 to 05 made a huge difference.
Do you think the timing is in an acceptable range? Running manifold vac too. Thanks
@@1Coolbanana yeah for sure on the timing. See if it likes more fuel to go with it. Follow the tuning chart on this one. You can also make a quick confirmation on more fuel by going to the top hole (closest to the picket point) on the accelerator pump. See if it likes it.
@@MuscleCarSolutions Changed to top hole to get rid of some WOT bog and that fixed it.
@@1Coolbanana that’s good info. Keep feeding it fuel! You can also change the step up spring as well. Bring in the power mode fuel sooner. The step up springs are an awesome little tuning point most don’t use. See if that makes it better or worse.
Hi,
I have a 1990 Edelbrock 1405 Carb on a SBC 383 Stroker with an Isky 280 cam and was wondering if
I would gain anything in performance and reliability upgrading to the newer technology AVS 1905 ???
I will say the Car starts and does run well. Appreciate your thoughts, and Thanks for all the great video's I've learned a ton !!!
Take Care,
CK
@@CKirk2727 the AVS2 annular primaries are a great reason to upgrade. The drivability of that carburetor is significantly better than the performer series. You’re not going to gain more reliability from that change.
I got the avs2 for my tbi 350, I had to put the biggest jets in it to get it to run right and stop pinging. hope it holds up if I put better heads/exhaust on it - would hate to have to repurchase a carb(if so I might try holly)
Always follow the tuning chart. Making arbitrary changes does more harm than good. Use the step up springs for a tuning point. They’re not a static choice. Timing is extremely important. The whole package is tuned together.
SPRINGS
@@MuscleCarSolutions at the end of the day, too lean is too lean. I backed off timing till it literally wouldn't start - still pinged. tried every spring swap, still pinged. I'll put a wideband on it before I really drive it, but just test driving with the big jet seems to fix it
@@olov244 right, but just because you made a random jet change, doesn’t mean that’s the best combination of rod/jet. Follow the tuning chart. They’re designed to work together!
Are you going to run the vrs on your Chevelle,? Keep the videos coming
Absolutely! The 950 will be out by the time I’m ready to get the car back on the road. Looking forward to it! Thanks John!!!
Just bought a 650 AVS2 for a stock 318. Too much carb?
@@igokarts4510 probably. Watch my video on how to choose the right size and you’ll understand why.
I’m running a 500 AVS on my mild 318! The cam is a comp 268H,stock heads,edelbrock performer intake,full 2.5 inch exhaust with extractors and HEI ignition. Mine made 210 hp at the wheels and that’s with a 727 auto behind it!
I find it a very responsive carby,never given me any issues either. After much research,I chose the 500. Perfect match.
Man I’m wanting to 4brl swap my 289/302. Found a decent Amazon intake, and I’ve got an edelbrock 1406 sitting at home already.
I have a chevy 350 .60 out 195 afr heads stock bottom end Weiland intake howards cam rated up to 6800 rpms 104 intake centerlobe. Which carb would work best
I love that carb. Those are the things I love. Put that on my roller Cammed 428 Ford FE.
Right part, at the right place in the right situation. That combination always wins!
Can I ask what size CFM did you get? I have a 428Cj installing a roller cam also
@timfarrell2211 check out my video on how to choose the right CFM. It has the answers you’re looking for.
Nice video, thank you. I have 650 cfm AVS2 and I think this is really better choice for mild performance engines.
Which Edelbrock is best for Chrysler 400 engine?
I have a mild 305 with a Summit 1785 cam (450/450 lift, 218/218 duration, and 106 lobe seperation), Edelbrock Performer EPS intake, 416 heads, and long tube headers. I’m trying to decide between a 500 and 650 AVS-2 carb. Which would you say would be better? It’s in a 1970 C10, just a cruiser for the most part.
With that application, the 500 will be easier to tune and have better throttle response. The 650 is also an option. If it’s just a cruiser, I’d choose the 500.
Had lot of problems with a Brand H carbby I had bought new and ran for over 15 years. I believe that particular carb was just never right. Last year I bought & installed a new 1906 AVS 2, 650 CFM, on my very mild Ford 357" Windsor w/AOD tranny. Excellent ! Drivability improved 100% with only an idle, and choke, adjustments. I rate it AAA+, and am very pleased with it. I do have to be careful with it, though, as the right rear tire will go up in smoke if I don't ease away from a dead stop. LOL. But I can live with that....
....RooDog....
Image how much better it will run when you tune it! 👍
Im building a sporty sbf 306(afr heads, 281hr cam, roller rockers, etc. hoping for 350ish hp at the flywheel) for my '94 ranger v8 swap project. Ive been searching and searching and have learned a lot about holleys vs Edelbrock style carbs. Obviously, in general if you're racing then the holley and for a daily driver you go with the Eddy. However, ive also found that a 650cfm eddy will make less power than a holley 650cfm. Can you tell me or make a video on the actual power loss here? Im leaning towards an Edelbrock 1905(AVS2 650 cfm manual choke) but if itll kill my power then maybe not. Thank you.
You’ll get a bunch of internet folks making claims on things like that, but NONE of them can provide dyno sheets to PROVE it. Doubtful I’ll do a video like that anytime soon. Dyno time costs money and it’s extremely difficult to recover it here. While I’d love to see the results, the cost doesn’t make sense for me. Plus you’re asking one thing then demanding another. If you’re building a 350 hp driver, then the Edelbrock carb will perform as it’s supposed to. If all you’re concerned about is top end power, then the Holley will likely be your best bet.
QUESTION ::::Hi 30 over 350 ,stg 3 cam , headers 3 inch exhaust, bought Holley 600 , but after this video , thinkin avs2 but 600-650-750-800 , 800 mite be a bit much hopin you’ll say more is better and go with 750 . Hope ya got time to make a recommendation, just assembling now , so want the rite carb , and I want manual choke , good old hit the foot feed a couple times pull the choke till she fires and push choke half way in style QUESTION
I’d direct you to my video on how to choose the right CFM first. There’s some important things in that video to help you make a size decision.
Since you have done quite a bit of research on carburetors;
What do you suggest for a Dodge 360 La engine in my 1985 w350 truck ?
The stock carburetor that is on there is running like crud it only gets up to 55 mph and then falls on itself and is very hard starting I think the choke is all messed up it is the stock Rochester Quadrajet.
So I can get another newer rebuilt one hopefully it'll work because it does have a stock spread bore intake manifold or would it be worth it to go to in Edelbrock avs2 something like this will it Mount to a spread bore intake manifold?
Edelbrock doesn’t make a universal carburetor in a spread bore design. You would need an adapter along with the carburetor.
Edelbrock carburetors are excellent for your moderate horsepower street use.. I've seen where people have used or tried to use those carburetors on higher performance applications and they just don't perform as expected..
They can, but it really falls on the experience level of the tuner. They do have their limits however and sticking with that 600hp and below number seems to do the trick. Then again, Musi uses an 800 AVS2 on his 555 675 HP crate engine for Edelbrock. So it’s possible, but again falls back on the tuner.
Small block Mopar with a tunnel ram. Going to run 2 500cfm AVS2 carbs on it.
I have a progressive/1 to 1 linkage kit for sale on my website. Will give you the adjustability to tune those in properly.
I'm still running a Carter on my 302. It's been running well since I've owned it.
👍 Rock on!
I'm using a 4psi regulator seems to work fine
Generally 4.5-6 is the best range. If it’s just a cruiser, you’ll still have enough flow at that psi to keep the bowls full. The more aggressive the driving, that drop will usually make the engine unhappy. If the engine likes it, go for it!
I have a AVS 1906, on a
84 Chevy Truck.
The Throttle Linkage on the Carburetor is hard to accelerate,
My Gas Pedal got to hard to accelerate.
:To Test issue,
I removed the following:
TV Cable, and
Throttle Cable form the linkage of the Carburetor,
And Return spring.
And it is Hard to Accelerate by Hand.
¿Do you happen to have an idea for this issue?
What intake? You need to make sure the throttle blades aren’t hitting or the linkage on the outside isn’t hitting anything.
@@MuscleCarSolutions
sbc intake:
Edelbrock Performance RPM
I will go ahead and check outisde mechanisms make sure nothing is hitting,
and also check Throttle Blades, make sure they are not Binding.
Thanks for the info 👍🏽
@@MuscleCarSolutions
I found the Problem,
My accelerator pump went bad,
if I push down with my thumb
on the acutual accelerator pump the whole linkage mechanism moves perfect, without having no bind.
I will go through your videos, see if you have some on replacing accelerator pump.
Thanks.
@@elchapoyo make sure you get the linkage clocked correctly so it doesn’t bind the pump. Good job finding the issue!
What is like to know is more about dual quad applications. My daily driver charger has a tunnel ram and two 750 performers. It has always stumbled a little from a dead stop, I’m thinking two AVS 800s would probably solve that issue.
Your daily driver has a tunnel ram? Why do you think more is better?
@@MuscleCarSolutions I don’t necessarily want to go up in size, they just don’t make an AVS carb in a 750 format. I’m thinking the better throttle response of an AVS would help a lot.
@@darrylsmith7908 how do you know the 500 wouldn’t be better?
@@MuscleCarSolutions I’d have to try those 500s and see what they do. My Torino has a low rise dual quad (two 650s) and it runs like a fuel injected car so I figured the 650s or 750s would work great on the tunnel ram since it has a larger intake pulse, which is why I chose it. I could be wrong but that’s why I’m asking you 😉
@@darrylsmith7908 really hard to say. I don’t know a thing about the engine or set up. You’d have to share all the details before I could begin to offer any advice. I did a short video on the only two four set up so far. But yeah I’d need to know a whole lot more before I could help you make any decisions.
Wouldn't it make more sense to cut out the middle man and just buy a Holley or Carter AFB?
carter doesnt make carburetors anymore dummy.
Anything other than an edelbroken is right for me
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This was a wasted video. For my application "none" of these. I got a single plane spread bore intake on my big block mopar with a square flange AVS 800, I already talked to Edelbrock about making spread bores and they don't any more, that sucks. I would pay almost anything for bigger secondaries on an 800 AVS 2 carb.
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You need to do a little more homework. The manual choke style is more for performance. The electric choke is more for stock use. There are differences in the acceleration pump in them.
Go check out my video on the 750 booster differences. We discussed all that in detail. The difference between the manual and electric choke carburetors is the boosters. The pumps are the same between any of the performer series manual and electric choke carbs.
@@MuscleCarSolutions that's the video I sent. Still the boosters make a big difference.
I'm currently running a 600cfm manual choke style. I'm fixing to drop a 1972 750 cfm manual choke off a Ford 390 on my Stang.
@@charlesespenshade absolutely they make a huge difference. It’s THE reason why the manual choke carbs are listed as performance and the electric choke carbs are more economy. It’s pretty remarkable the differences we showed on the 750. The 600s are even more dramatic.
@@MuscleCarSolutions , I'm glad to say that I traded a Motorcraft built by Holley for my 600 cfm even up. I'm not a fan of Holley's at all. My 750 I got from eBay.
It's not who is building them. It's using the proper carb for your use. Knowing how to tune them is a big help also.
By the way, I ran a 600 on my Stang to begin with. Now stepping up to a 750 CFM.
I have the AVS 2 650 on a modest street built 400 SBC love it, perfect fit once tuned and rejetted a bit larger. using silver step up spring and higest throttle booster arm position.
Amazing what a little bit of tuning will do. Makes them so much more fun to drive! Good work!
I just had alsi installed a progression ignition HEI In place of custom curved hei setup ivworked on for about a week. You should check out progression ignition systems channel its a game changer. Totally mappable timing curve on your soart phone or tablet that you can do at home took abou6 hours of driving and tuning chart as I drove around. 520 bucks for all usa made hei from this company even the computer chip is usa made the quality us astounding 9k rpm spark perfection best money ever spent on a setup can be tuned by you to your engine with over 100 salable cart curves. Once it's tuned ND set to your custom curved you don't need to run the app on phone or tablet it's set and forget tech.