I always increase the playback speed to 1.5

Application is very important, what engine its on, how many cubes, cam specs, gear ratio, stall, weight of the vehicle, and intended use all matter a lot. The Edelbrock carbs make all my Pontiacs slower and use lots more fuel, the engines are too large for the carbs, and a 455 can handle a really fast secondary opening rate because they have high vacuum, and an 850 is usually on the small side for CFM. My 340 likes a small carb, and I have one of those cheap AFB like Demon carbs on it, uses more gas than the Qjet I had on there, but it doesn't drown that poor little engine at WOT. The Cuda is a rough application for a carb, small 340, 3.23 gear, stock stall, in a relatively heavy car with factory exhaust manifolds on it.

YES!!! nothing like a big block anything with a quadajet sitting on top! 30 mpg on the primaries, and flushing the toilet on the power making secondaries, with the most AWESOME sound...the deer were VERY afraid!!!!

plus u can build them up to a 1150 by opening it up

I caught a squirrel in the rad fan of my car the other day. I thought of you. It was the squirrels fault.

@@ripvanrevs lol

Squirrels get at the bellows, don't they...?

Let’s not forget the hot idle compensator too. Or the built in main well leaks. Lol.

@@ripvanrevs I'm always mashing the brakes for those little fellas. I'm not gonna go all Geico squirrel commercial and crash off the road but so far I've done ok,I'll look back for a road stain and won't see one. 😬

The AFB from Carter and Edelbrock, doesn't matter which, is the least tunable and lowest power producing carb of everything he had on the table. They are wonderful for people who don't know how carbs work, how to tune, and do not really modify their engines. They are calibrated for stock engines between 300 and 350 cubes, you can bolt them on and go because there simply isn't enough tuning ability to make a difference, you get what you get. For a small block powered daily driven truck they are perfect, because you aren't trying to get the most power or mileage possible from them, they just need to idle and run. The reason for multiple carb intakes in the 50s and 60s was because the AFB can't flow enough air to feed a big power engine without more than one of them. On the other end of the spectrum the Qjet is VERY tunable, to the point it is excruciatingly easy to screw one up if you have no idea what you are doing. People don't know how they work, how to tune or modify them, and so they think they don't work well. Once you know how they function and what to do with them, they are easily the best street carb made. Set it and forget it until the gasoline varnishes the inside of the carb so bad it clogs stuff. With the Qjet you will have mileage and power, with excellent drivability, but you have to know how to get that from them. It was always amusing when I would loan a Qjet or Holley to a guy who wanted to make his car faster, so he could replace the AFB on it. They never wanted to give my Qjets back, because they were set up right. We dropped a full second off one guy's Luv truck with its ZZ4 with a carb spacer, Holley 3310, secondary spring kit, and a bit of timing advance over his combo with the AFB. He could barely get it in the 13s, I spent 40 minutes on his truck and it was running mid 12s. He said it even picked up some mileage driving it around town. My friends who don't know carbs all run Eddy's, and its a good thing. They can really mess up a Holley fast. Great little carbs for the people who just aren't into getting all the power, mileage, and being able to tune it. You can do it with them. but it takes a hell of a lot longer to make an E carb run right. Don't even get me started on the Edelbrock Qjets... what a mess they are.

@@SweatyFatGuy I don’t disagree. I run an AVS2 800 cfm on a 454 and I’ve been playing around with a AVS2 650 cfm and 1411 750 cfm on a mildly built SBC 400. They’re not daily drivers, but they are also not hot rods. I just love cruising around in my old trucks and Eddys serves that purpose well.

@@SweatyFatGuy Very well spoken , Sir .. a carb design that runs trouble free and on oem straight 6 cylinder, v6, and virtually every cubic inch v8 GM produced .. for 20+ years is a very sophisticated design and being production line installed on some Ford and Chrysler vehicles attests to that .. in '72 i rebuilt my first Qjet and it was a fuel geyser but i went back thru it and it ran on my next 4 vehicles .. since then i've built hundreds for street and race vehicles at my shops and the Chevy dealer i worked at as a young man .... during that time i pored over anything written by Doug Roe, Brad Urban .and others .., i spoke at length with a Rochester engineer who'd visit at the GM training center where the dealer would send myself and our techs to .. best of all because of the number of carbs produced the basic core carbs can be had at low cost and sometimes free .. the mention of the thermo quad as competition for the Qjet is a fallacy .. just in the engineering alone .. no cracked plastic fuel bowls,their silly kinked ,cracked accelerator pump circuit hoses had to have been an after thought .. I'm thankful that every part needed to build and tune a Qjet are readily available

Edelbrock are fine for guys that just have a mechanic work on all their stuff.. Holley is for guys that actually work on there cars.. pretty simple.

@@every-istand-ophobe6320 whatever 🙄

I keep getting distracted by an old burn mark on one arm of this sweatshirt I'm wearing. Beater clothes for the shop. It's a black spot and I keep thinking a bug is crawling on me 😂😂

AVS2 can also be used in hilly area and even off road racing if you change it around

I went and tried an edelbrock again recently and got an AVS2 because so many people were raving about it and the drive ability and part throttle response rivals any holley I’ve experienced. Main issue is the fuel evaporating off fast if it sits

@@Terminxmantry a phenolic spacer or the insulating thick gasket they sell. Helps a lot with this especially if used in marine applications

I started having issues getting parts for them . stuff like the rear hangers and even the rods . also a common thing i always looked for was top plate that was pretty straight and base plates that throttle shafts wern't worn. was seriously considering getting reamers to install bushings for throttle shafts . the biggest issue was going to the salvage yards they want $36 for the carborators even with worn throttle shafts. by accident found out how to get them for $15 which used to be the price. i pulled a 800cfm off a car the throttle shafts were bad had lots of play took it to the front trying to work a deal didnt happen so took the carb back set it on the dash for next payday? come back Friday the carb is gone asked a worker he said they put loose carbs in the scrap barrel ??? shore enough there it was now $15?? I dont know why they could just sell me the carb first time as scrap since I showed the guy they were worn and I just needed a few parts from this one? Man zi miss the days of actualy haggling for parts some days you got a deal and somedays not as much of a deal So yes UTG I get the deal with the edelbrock it's part of the game? you can Take it apart somewhat that's fair play to check it and yousualy if they rather you didnt it's time to go down on price till either it's time to walk away from it or get it down to parts price.

Yep, the T-quad is my favorite carb too. And I found out by accident that a 780 cfm works like magic on a 318 or 340. Lots of cfm seems to be what the small blocks like. I had a vacuum secondary 650 Holley and had nothing but trouble and couldn't get it to perform that well, and a buddy gave me a 780 T-quad off a Cordoba with a 400 big block. I thought it would be too much carb for my 318 (mild build, high rise intake, headers, 340 cam, etc), but it was magic. That thing would just scream when I put my foot in it.

You don't even need gas really ,got some rubbing alcohol in the medicine cabinet? Just some juice to temporary plug a possible leak. Haha literally anything liquid ,even water, and listen for engine rpm change as usual.

As far as qjets go, I buy parts carbs any chance I get. And if I need a jet or rod that I don't have you can easily get singles/ pairs of jets on ebay whatever size you need

What you have the timing set at. Gas mileage on my truck tanked really bad for some reason

They look good, think they are offered with a polymer fuel bowl/ main body. Would like to try one out.

@@craighansen7594 I've used many and suggested many. The result is the same; huge improvement and rarely need much adjustment.

I've been using a Holley 4010 carb and it does okay. I've leaned the jetting as those annular boosters really flow the gas. It's on a modified chevy 350 with headers in a 1969 Chevy c 20 pickup.

it's going to be fixed!!

Carburetors: The original analog circuit.

OH NO!!!

3bbl sounds rare. Never heard of one

@@allanmcelroy9840 I don't know a lot about em except vids and seen one or 2 , but yeah they were legendary from what I hear.

the holley dominator replaced them...they were developed for NASCAR

@@allanmcelroy9840 not as rare then as they are now. I think it was 950 CFM. It was a real powerhouse. But it , OR I had tuning issues. Hindsight would have kept it.

I still see them on gas pulling trucks from time to time.

Dominators are double pumpers. They were designed specifically for racing, they have a larger footprint to allow for larger venturis for more airflow. If memory serves the standard 4150 double pumper is limited to I want to say 950 cfm. Yes nowadays you can get pro form main bodies and create kind of a hybrid between a 4150 and a dominator and get around 1050 cfm airflow. But anyway the dominators larger size allows flow rates up to 1450 cfm from a single 4 barrel.

I have one in my garage right now sitting on a shelf

On my '72 Sebring Plus w/400 4sp had a 815cfm thermoquad. Multiple tunings w/ different rods & jets let me set it up good w/ .509 cam, electronic dist total timed @ 31° btdc. Had a dist. mark for starting/daily driving@ 6°btdc. Lots of memories!

I'm pretty sure it was 1030 cfm, if I remember correctly.

Could be it's been a while.

Seriously I’ve never seen that. We are talking about a quadrajet right? What in the hell happened to the ramp or as I have always called it the cam. I’m not being an ass just really curious.

I didn't see the video, but here is something take into account. The Holley 950 is actually an 820 CFM carb (I know, I know...didn't make sense to me either when I first learned about it) and out of the box, it is calibrated as a true race carb. If the 440 in question had conservative cam/compression/porting/timing the 25 horse difference with the smaller carb calibrated for street type use makes sense.