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Old 08-15-2007, 03:19 PM
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Carburetor Recommendations Chevy 305 4bl

Looking for carb recommendations for a Chevy 305? Here's what we have built: bored cyls .060, flat top pistons, stock overhauled heads, Speed-Pro CS1014R Cam, Edlebrock Performer 4 barrel manifold, MSD Street Fire HEI Distributor, Mechanical Fuel Pump, & last but not least an Edlebrock 1400 carb. I would like to stay with the electric choke but this carb is a pig out of the hole. No vacuum from the metered port but plenty off the manifold so am running vacuum advance off manifold. Have played with timing quite a bit but can't get any torque from idle. It does run like a striped A<~ ape once you hit 1500 RPM. Was trying to build a mild performace engine for my son that would still get somewhat reasonable gas milage. Any ideas GUYS????

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Old 08-15-2007, 03:28 PM
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Q-jet set up for a 305 with electric choke. Call summit racing. Jet carbs builds them.

good power
good driveability
good durability
great MPG

what are the cam specs?
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Old 08-15-2007, 03:36 PM
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Camshaft Specs: 1500-4000 RPM Range,278 intake/288 exhaust Adv Dur, Duration @.050 204 intake/214 exhaust, Valve lift 420 intake/443 exhaust, Lobe C/L 112.
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Old 08-15-2007, 03:36 PM
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I take it you are settin the timeing with the vac can unhooked. Try ported vac and see if it changes anything, if not throw the edelbroke away and get a good SP holley 650.
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Old 08-15-2007, 03:36 PM
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Quote:
Originally Posted by maverick19642001
Camshaft Specs: 1500-4000 RPM Range,278 intake/288 exhaust Adv Dur, Duration @.050 204 intake/214 exhaust, Valve lift 420 intake/443 exhaust, Lobe C/L 112.
Are you running a stall with this cam?
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Old 08-15-2007, 03:57 PM
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A Q-jet would be perfect for your setup. A friend of mine recently picked up 50% better mpg by switching from a holley 670 to a Q-jet. (with no other changes) 8/12 mpg went to 12/18 mpg. Yes, the holley was working correctly. We tried different jets, power valve, squirters, secondary springs, ect. The holley ran great, it just sucked gas. Engine is a 350 with a similar setup as yours. Power was the same with both carbs.

What gears, what tranmission type, and in what car?
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Old 08-15-2007, 04:04 PM
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I don't know. My transmission shop fixed me up with the torque converter after they saw the engine setup and before they brought the overhauled transmission back TH350. When taking off from a stop the engine boggs or stumbles, pump the gas pedal again and she'll go. Have tried moving the accel pump link on the carb for a bigger shot but not much change. Timing adjustments have been made with vacuum can disconnected. I have NO vacuum from the metered port off the carb, have tried the different colored Edlebrock springs (All of them) for the step-down rods but still have NO vac from metered port. I do have plenty right off the manifold, that's why the can is being sucked from there.
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Old 08-15-2007, 04:08 PM
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What Car

Vehicle is a 79 GMC Caballero (El Camino) TH350 Transmission & Stock Rearend. I don't know the gear ratio, if I remember its a 7.5 diameter gear if that tells anything.
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Old 08-15-2007, 09:23 PM
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rear gear is more than likely a 2.41, perhaps a 2.29.

sounds like the prob your having with the Edelbrock is part throttle lean.

my suggestion would be switching to a Quadrajet. my current Quadrajet is P/N 17059204, 750CFM, 75 jets, 49K rods, DR secondary rods on a G hanger. idle screws turned out 3 1/2 turns. light springs on the dizzy, base timing set at 4* BTDC.

this is on my 1979 Malibu with a .040 over 305 and the same cam with a 2400 stall converter on a TH350 trans.
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Old 08-15-2007, 09:34 PM
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Since you already have a great carb, invest in a calibration kit (50 bux). Set your power stage in the primaries the next step richer, use the pink springs, use full manifold vacuum at the can, and set your distributor up so that you have a full 36* of advance all in by 3000 RPM (without the vac can). A good distributor should have 20* to 22* of mechanical advance. Change the weights and springs until you get the full advance in by 3000 RPM. Adjust it for 36* total and then add the vac. Hopefully, your vac can is limited to about 10*. Now, wherever your initial sits after this is fine. Initial is irrelevent if all else is working properly.
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Old 08-16-2007, 04:52 AM
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Since you already have a great carb, invest in a calibration kit (50 bux).
Ayuh,......

Along with This Manual,.... You should be able to Properly Tune the carb you have Now.......
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Old 08-16-2007, 07:16 AM
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I would disagree with the great carb comment but I do agree with trying to get it to run right with your current carb.

I had two of those carters and both developed accelerator pump sticking issues. They both ended up in the trash can after a year of use.
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Old 08-16-2007, 07:35 AM
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The 1400 is calibrated for emissions/fuel economy. I bought one of the Summit Q-Jets and love it. Unfortunately I just sold the car it's on and they wanted the carb so I'll have to buy another one for my next ride but I won't hesitate to pay the bucks, it was money well spent.
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Old 08-16-2007, 03:40 PM
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Quote:
Originally Posted by 454C10
I would disagree with the great carb comment but I do agree with trying to get it to run right with your current carb.

I had two of those carters and both developed accelerator pump sticking issues. They both ended up in the trash can after a year of use.

Edelbrock is built by Weber and is a fine carb. In fact, I run one on my 78 Camaro after removing the 750 Hollet chokeless race carb. Chassis dyno shows 6 more HP and 13 more LB/FT of torque from Ede. And, it is perfectly reliable when I cruise it. It is super easy to tune and you wont spill a drop of fuel while changibng jets and rods. No leaks because the gasket is above the fuel level. I'll stand by my statement. Great carb.
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Old 08-16-2007, 04:32 PM
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first go to page 23 on the complete carb manual link above that bondo posted....then go to the tuning pages

agree with greg and bondo....no reason it shouldn't perform very nicely on your mild motor....mine has for 10 years

you do know rpms have to be 1500+ before there is any ported advance
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