|03-17-2013 11:34 AM|
I have a problem with this. Which ever carb, holley or edelbrock, I have always been able to dial it in. ALWAYS. As long as the carb was for the application it worked well. If you are bogging it isn't the carb design necessarily. Qjets, afbs, avs, thermoquads, etc are really good carbs in their app.
As for timing, after you swap the cam in a driven vehicle, you will need more base timing and a curve to drive around on. 99% of the packages I built , required manifold vacuum to add advance at idle for a complete burn.
The vehicles that I built to race needed the timing locked out for best results with 3600+ stall and 4.10+ gears.
The only time I used ported was if on factory stock econo vehicle and the manual called for ported in the diagram.
|03-17-2013 09:15 AM|
|BigMo||I have been fighting this 1406 EdelBOG for awhile now. It had the typical off idle bog and after installing a new pump, and using the different adjustment holes with no real improvement, just a little bit better. Well, guess what the trick ended up being.....BENDING the friggin rod a little at a time until it finally would give an instant fuel shot........then I fiddled around with the step up springs, starting with the heavy one, working to the light ones until "waaalaaa", the damn thing goes pretty good from off idle. NOW to figure out the secondary huge "hole" or bog when they kick in.....|
|02-21-2013 01:51 PM|
I think some of the problem was too low of a stall speed and the fact that eddy carbs rely on air velocity rather than a squirter on the secondary side.
I got an offer I couldn't refuse and sold the truck in march of 2011, else I would have a better answer concerning the converter. I had a similar setup with less motor and a holley 1850 with a hesitation problem that cleared right up after switching the torque converter....
FWIW, the squirters should discharge at the first hint of throttle, might want to start there (new acc pump?) before messing with the counterweight.
|02-21-2013 11:17 AM|
Oh crap, I just noticed how old this thread is......my apologies.....
|02-21-2013 11:16 AM|
Off idle hesitation with Edelbog.....
Im glad you found youre prob with the Edel 1406. I have one on a warmed over small block and it will not "tip in" for crap. I tried the longer stroke hole on the accel pump with no real result. After hearing your solution, i will be pulling the dang thing apart this weekend. I too noticed it takes a good move on the throttle to get gas out of the squirters.....where did you get the parts from, Summit?
|08-13-2010 07:58 PM|
|pepi||Just some information for interested parties, the Thunder series has an adjustable air dam mounted above the secondaries. Like the Rochester Q jets.|
|08-13-2010 02:11 PM|
Finally a little follow-up. After waiting over two weeks for edelbrock to reply to my email, they said that they no nonger reply to emails Since I am rarely off work in time to call their tech line (today being an exception) I tried adding a few grams to the air valve counterweights. 95% of the hesitation is now gone, seems I need just a tad more weight and all is good.
I have to wonder now if the 1405 counterweights are heavier than the 1406's?
|06-11-2010 12:03 AM|
|sqzbox||Good deal! glad to hear you got it going! Have fun!|
|06-10-2010 11:40 PM|
|06-10-2010 08:50 PM|
Following up on my other replies in this thread, I took the car out for the first time since I removed, disassembled and cleaned the 1406. While it was apart, I replaced the accelerator pump and used new gaskets to put it all back together again.
The high idle problem (the reason I took the unit off the car) has disappeared. Apparently the accelerator pump was hanging up on the last portion of it's return stroke and that was not letting the primary butterfly to close completely most of the time. Also, as a side benefit, the off-idle to WOT stumble has completely disappeared. Hope something here helps the OP.
|06-08-2010 01:34 AM|
|sqzbox||That makes good sense. Sounds like your on to something!|
|06-07-2010 08:37 PM|
As an aside, I pulled my 1406 off the engine today to clean it up a little and check to see if all the butterfly linkages were operating freely. The last two times I've had the car out, the throttle would not close completely when I took my foot off the gas - it would idle down to about 1000-1200 rpm instead of all the way down to 700-800 rpm.
Anyway, I noticed while I had it off that the accelerator pump was not shooting any fuel on the very first advance of the throttle. It would start to shoot after about an 1/8" of throttle travel. Also, when I removed the linkage between the throttle and the pump and moved the pump up and down I feel a momentary but noticable 'catch' or hangup as the pump is returning after depression. My diagnosis is that it needs a new accelerator pump for starters. And seeing that the pump spring seems to provide the last bit of closure on the primary butterflys (through the linkage) that may also be part of the problem.
Anyway, the only reason I mention this in this thread is the reported stumble by the OP (as well as my stumble although slightly different) after stabbing the throttle, which I believe is due to the accelerator pump not delivering enough fuel immediately causing a momentary lean condition until the secondarys kick in and remedy the situation. I'll let you know after I replace the pump.
|06-07-2010 07:59 PM|
I e-mailed edelbrock about this last week, still waiting for a reply.
|05-29-2010 10:36 PM|
|Rhansen||There is a 4 hole wooden spacer under the carb now. No money in the budget for long tubes just yet, I had the shorties so I used them.|
|05-29-2010 10:03 PM|
After re-reading your initial post, I believe you need a bigger carb. 1406 sounds a little small for your mods. I would think in the area of 650-700 cfm might work better. Also, the shorty headers don't scavenge the exhaust as well as long tubes. Have you experimented with any spacers under the carb?
4 hole or open plenum? Not much room for that under the hood of an S-10 huh?
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