Thread: Edelbrock carb problems

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Originally Posted by IC2

Lean is mean, Dave, that is until you start burning plug electrodes - but you knew that

Now I wish I could find that exhaust piping formula that I used to size for my car. Had I been left to my own guesstimate, would probably have used 2.5 instead of 2.25

I've got a link to buy the software for designing step headers, collectors, and the entire exhaust system.. Got to order it someday, it's only like $45.00. Shows the optimum length of each size in a step header, overall tube length, ideal collector size and length, etc. Definitely going to have it before I build another set of headers!!!!!

Here are some good reads:

Amazon.com: Scientific Design of Exhaust and Intake Systems (Engineering and Performance) (9780837603094): Philip H Smith, John C Morrison: Books

Here are some good reads:

http://www.amazon.com/exec/obidos/AS.../wallaceracing

Here is some decent read(s):

http://www.amazon.com/exec/obidos/AS.../wallaceracing

With Glenn's help and the Edelbrock tune up graph, should be able to make an Edelbrock work like a dream on the street--as long as it's sized correctly to the engine you're running....

Well ya opened the topic about headers.....................

Any chance you bought<got> two rebuilt carbs in a row??.

Edelbrock Reconditioned #18064 Thunder Series AVS Carburetor 650 cfm, Electric Choke, with EnduraShine finish

Those primary jets seem abit big for your set up.Ya know do a search for Edelbrock's tech line to see what they suggest.Nothing like the manufacture to help you out.Let us know what you found.

They were both new - the Holley I used in between the 18064's ran great (after a little adjusting) Holley was an old 4160 which if I remember right is 750cfm. Which even confuses me more. Thanks for your input.
Ed

You said Thunder model. You might look at the AVS air door and tweak it a bit before you start changing internal parts.
The stock setting on the AVS air door is one and a half turns tight from where the door just barely closes.* The maximum setting is one full turn tight past that, or two and a half turns from gently closed.* Increasing the amount of tension will allow for a smoother transition, but it will start to hurt your acceleration at some point.* Decreasing tension will improve throttle response, but it will introduce a hesitation under hard acceleration if you go too far.*
*

Originally Posted by angrystroker

You said Thunder model. You might look at the AVS air door and tweak it a bit before you start changing internal parts.
The stock setting on the AVS air door is one and a half turns tight from where the door just barely closes.* The maximum setting is one full turn tight past that, or two and a half turns from gently closed.* Increasing the amount of tension will allow for a smoother transition, but it will start to hurt your acceleration at some point.* Decreasing tension will improve throttle response, but it will introduce a hesitation under hard acceleration if you go too far.*
*

Have tried 1/4 turn from closed to 2 1/2 turns - full open does best but as you said still hesitates.