Very true!

Couldn't be said better. But computer control is so shiny! It must be so good , lol

@@70ixlr86 ha ha ha oh well my hubby is just an old soul i guess. He doesnt know anything else.

Glad you like them! I love learning this stuff

💯% AGREE WITH YOU!!!!!

Pretymuch everything is a secret… 🙄

Learning is what makes all of this so much fun! Thanks for sharing it!

Awesome!!

Thanks! This was so informative! This is why I love watching your videos! Keep up the great work!!

thank you for being here Jared!

There's a big reason why your 85 c10 came with a 5.0-liter 160 hp V-8 and a 2023 Silverado 5.3 starts at 310 hp.

@@MrTexasDan Plenty of carb'd engines out there from the factory that exceeded 310hp long ago. In 1985 GM was using the 305 for fuel economy and it had no compression or cam in order to pass emissions regulations. The LS with a carb on top of it won't lose any HP, the HP is all in the Head design and cam profile. The EFI just helps with daily drivability.

@@OldBeaterGarage There were smoggy 5mpg beasts that got better than 310hp. Not many. And today low-end v6s are doing 300+ hp.You forget that even more strict emission regulations are in place today, along with poorer gasoline. So what's the difference between then and now? Well, the combustion chamber got better, which accounts for some of the improvement. And ... wait for it ... EFI.

@@MrTexasDan yes EFI is good for MPG but it is not the reason why modern engines make more HP which you originally alluded to. In the 70s and 80s the tech wasn’t mature enough to make the cars meet emissions standards so they did what they could with what they had. Which meant lowering compression and reducing the cam duration and lift, which killed hp. There were still V6s making the power you speak of in the 80s as well albeit turbo and EFI but on top of a Buick motor designed in the early 1960s. Even in the early 60s a puny 3.5 liter engine was pushing into more power numbers with Turbos and water meth. The modern stuff is not new miracle tech.

Thanks man!!

@@Stapleton42 you gotta try to make this comment happen

I don't know about this guy's carbs, but Pro Systems carbs are as near perfect out of the box as one can be. My buddy Alan's, All Motor on race gas, 80s Olds S/C Cutlas had run 8.16/165 for 15 years with both a 540 & his 555(Reher & Morrison told him his engines make 50 more HP than theirs). He bolted on a Pro Systems carb, never touched the curb idle speed or A/F adjustments & went 7.96/168 first pass out of the trailer in Phoenix, in June, with an Altitude Air Density of 4,000 feet(that's 7.70s/173 at sea level with 70 degree air).The guy that owns the Fuel Injection University in Parker, AZ. & also tunes the Elite Motorsports Pro Stock cars told Alan in private convo, that "F.I. doesn't do ANYTHING better than a properly tuned carb". BTW, Dyno tuning is a waste of time & $$$ because the jetting & timing is NEVER the same in the dyno room as it is on the track because the loadings & atmospheric conditions are NEVER the same!! My 89 C1500 NASCAR look hot rod with a 409ci small block & a 750 CFM Holley Street HP Dbl Pumper carb makes almost double the HP & gets better fuel economy than my 2004, 2WD Tahoe. It did, however, take considerable time & a lot of knowledge to properly tune it.

Carbs & some of the builders are amazing. My buddy has a Super Comp door slammer that had run 8.16 without the stop for 15 years with both, his 540 & later rendition 555 BBC. He did nothing other than order a carb from Pro Systems, built on the bench & never seeing the car. He bolted it on, did NOT touch the idle A/F adjustments not the curb idle & went 7.97 first pass out of the trailer.

Carby

Agreed.

But it’s basically dead now. In fact fuel injection is dying too. Battery powered are taking ober

I've tried to explain the benefits of the colder IATs that carbs offer to so many people, and most just won't listen.

There are some pretty good How To books you can buy..... even Holley has a great book from 20-30 years ago. Many others though and after you REALLY get the basics down the other stuff will get much clearer. Then YOU can write a book. ;) LOL

Oooor, make video. JAJAJA

@@cakraft24 OOORRRR maybe you should if it's that easy. HAJAHAJA

BULLSH!T!!!! Holley carbs can get excellent fuel economy & work GR8 at all RPM & throttle opening! Maybe you need to learn to actually tune a carb. The new performance Holleys have all the adjustability that Webers have had for decades!! One of the best tuners alive runs the "Fuel Injection University" & tunes the Elite Pro Stock cars & several of the factory shootout cars & he will tell you in private that FI doesn't do anything better than a "properly tuned" carb! Thermo Quads & Carters(Edelbrocks) have been JUNK forever. Holleys, Webers, Quadrajets, the 60s Motorcrafts top loaders, & the 70s Ford spreadbore ARE the best carbs ever manufactured & are highly tuneable, IF one actually knows how to tune a carb!

What you're mentioning has nothing to do with FI vs carbs. Any ECM can control everything you mentioned without controlling the air intake & fuel mixture. An MSD box can regulate the timing. Retarding timing reduces HP & IF you need it, you don't know how to tune or setup bite for sh!t!! BTW, Traction control is illegal in most types of racing in the U.S. IF FI is so GR8, please explain the reason that NHRA Pro Stock cars have run 1/10 second & 10 MPH slower(except for 1 pass, at Gainsville with 1,400 ft BELOW sea level air, still didn't come close on MPH) than they did with carbs, ever since changing to FI. & NASCAR engines still get the same fuel mileage they did with carbs, even though the HP has been reduced by 35-40%!

thank you Dean!

I haven't had a hotdog from Pinks, but I am probably gonna get a pink carb in the near future, lol.

Thanks man I’m glad you found it!

That’s awesome!

Thank you Travis!

@@Stapleton42 have you ever thought about doing a video with smarter every day? To make a high speed video showing a carburetor in action. He really gets technical when explains things. You could build a clear intake manifold. Then put food coloring in the fuel to see if you can see it moving through the manifold. He made a clear carburetor for a small engine. It was really cool to see how the fuel moved in the carburetor. If he's willing to do it I could help increase your views as well.

Thanks man!!

Glad you enjoyed it!

@@Stapleton42 Bill Pink certainly has a good base of information and mechanic level knowledge with carburetors, as he explains in this video. A. However, Bill only described the single carburetor type design with multiple venturis, with the commonly used primary/secondary arrangement, design, also with a four barrel design, with which this single carburetor is attached, affixed, bolted upon a single intake manifold with air flow into each cylinder head. B. Bill does not describe the issues, problems, lacking with carburetors, compared with fuel injection and the reasons all basic level to higher performance engines within racing to production shifted to fuel injection, especially earlier within European engines along with the early Corvette LT1 engine for the Corvette SS and production C1 1960-2, C2 1964-7 [only revived used beginning in mid-1980's (C4 1984, GM MFI, SFI especially V-6). 1. all MB "E"=Einspritzen=fuel injection from 1970's - early were mechanical as the LT1 2. Japanese also added FI earlier than most USA manufactures C. The descriptions Bill PInk presents as recorded in this video are clearly lacking the actual physics, principles, as Lake Speed, Jr. and other expert level individuals which have been interviewed, recorded, and posted on this channel. D. Also Bill PInk, actually distorts the realities about racing teams and use with engineers 1. Bill Pink may be similar age with me [63+], perhaps, since his father Ed, was born the same year as my mother; 1931 2. All liquid fuel rockets, for military and space applications were developed, designed by actual scientists and engineers -a. Werner Von Braun, german scientists, physicist, developed the first 'modern' liquid fuel rockets for Germany; V2 used during WWII. -b. a close friend, PhD Chemistry, Princeton Univ, born 1931, worked on liquid fuel rocket development at Johns Hopkins Applied Physics Laboratory, of rocket engines for US Military & NASA. E. All advanced, winning racing teams began having automotive engineers involved in development within their racing teams, especially since 1960s 1. Cosworth, engine designer, developer - engineer 2. Zora & Mitchell - GM engineers 3. Ferrari, Lamborghini, Porsche, Koenigsegg, Bugatti, Mercedes-Benz, etc. all developed by engineers 4. all early and advanced aircraft, spacecraft, ships, engines, turbine, jet, etc. developed, designed by engineers 5. Every racing team which Ed Pink became well known, involved with, since late 1960' onward and Bill Pink during his racing team carrier have engineers involved in the design, development, along with NASCAR, NHRA, IHRA, IndyCar, IMSA, FIA, F1, F3, G1, etc. F. Having engineer level expertise as Lake Speed, Jr, as he was involved with Joe Gibbs Racing [maybe still], also with TRD, Penske, Chevrolet Performance, PME, etc., certainly every motor vehicle, component manufacture, from the major, international, aftermarket, performance, racing, etc., all have, use engineers to design, develop their products, along with many companies were and are initiated, developed, started, owned by engineers within motor vehicles and certainly other modern technology, especially electronics [though MS, Tesla, Plantir, PayPal, ebay, fb-meta, some others were not - though key originators, partners involved were/are engineers] All The Best, Sincerely

Bill told us a good story after this video. We have the footage but have not used it yet!

@@Stapleton42 I think you should put a video together of all the "speed secrets" they used. We've all heard of the lead slugs inside the roll cage, and carbs used that open up a great deal once the air cleaner was screwed down on restrictor plate tracks.

😂😂

Glad it was helpful!

Morgan Co, TN here.

If the configuration and calibration is done correctly it can be

Yeah, I watched up until he said that a carb "listens" to the engine and implied that EFI just pushes in fuel. What rubbish. If he only knew how EFI monitored and reacted to the environment and the engine far, far more comprehensively and quickly than a carb.

@@MrTexasDan So basically neither you or Cruiser knows how EFI or Carbs work nor pays attention what your being told... or you just don't know what a metaphor is. A Carb "listens" to the vacuum signal of the engine and responds accordingly... where as EFI does in fact push in fuel (fuel INJECTOR, anyone?) based on a program... and one of the biggest drawbacks of EFI compared to a carb is throttle response.... a carb can react much more quickly than EFI.

I bet you can!

Wow that is a lot of information lol. Thank you Wayne!!

That's a ton of detail lol. You know how to tune.

Thank you for being here for it Tony 💪🏻

Thanks Ryan good to know!

Thanks man! Maybe I am not sure yet

Thank you David!

Did I miss any mention of accelerator pump cam profile? asking for a friend... :)

Bill looks just like him too its uncanny

You got it!

Very interesting!

Glad you enjoy it!

Nerds*

One thing that those new to carburetors face is very simple, but needs focus: metering block. One side [jets & power valve] manage fuel, the other side [emulsions & bleeds] manage air. Coordinating the two is where tuning begins. As brought up in the video, emulsions are worth their own discussion. To a point, sizing up emulsions [for the same size high speed air bleed] can increase fuel delivery, as the column weighs less & picks up velocity faster to the boosters - counter intuitive at first glance.

thank you Michael!

Thanks man!

Thats awesome