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| Holley 8007 390 CFM versus Carter AFB 400 CFM? https://slantsix.org/forum/viewtopic.php?t=56727 |
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| Author: | spacecommander [ Mon Dec 15, 2014 10:29 pm ] |
| Post subject: | Holley 8007 390 CFM versus Carter AFB 400 CFM? |
I have both of these and live at 5500'. Re-jetted the Holley a few steps leaner for altitude and put in a new power valve. Have done nothing with the Carter as I've never monkeyed with a Carter before. Is rejetting the AFB relatively simple? What about the mechanical secondaries of the AFB versus the vacuum secondaries on the Holley? Or should I just toss one on, try it, take it off and try the other? The manifold goes on in a week or so . . . . The vehicle is a 1982 W150 4x4 with manual transmission. |
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| Author: | Rick Covalt [ Tue Dec 16, 2014 3:36 am ] |
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The Carter is every east to adjust. You can change the metering rods and step up springs in about 2 minutes. Just look at the Carter manual and see which metering rods you have in and which you need. If you are not sure what size jets are in the carb, then you would need to take the top off and remove the jet to see what size is in it. The AFB has a secondary air door above the throttle plates and even though the secondaries may be wide open, it will not begin to flow until that air door is pulled open. Rick |
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| Author: | spacecommander [ Tue Dec 16, 2014 6:51 am ] |
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Quote: The Carter is every east to adjust. You can change the metering rods and step up springs in about 2 minutes. Just look at the Carter manual and see which metering rods you have in and which you need. If you are not sure what size jets are in the carb, then you would need to take the top off and remove the jet to see what size is in it.
Thanks. I'll get a Carter manual and look at the forum to see where a starting point is for jet sizes and metering rods.
The AFB has a secondary air door above the throttle plates and even though the secondaries may be wide open, it will not begin to flow until that air door is pulled open. Rick |
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| Author: | ceej [ Tue Dec 16, 2014 8:33 pm ] |
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The Carter may not need to be adjusted. Try it first. If you've got an A/F gauge, it'll tell you what's happening. I run A/F and Vacuum with a tach. That tells me which circuit is giving me grief based on my throttle setting.. My experience with Carters has been, base calibration, less pump shot. Holley, more pro-active. Changes in altitude and temperature can have big effects. Holley carbs, set up properly, can make more power cfm rating for cfm rating, assuming eveything is stoich. They are just a pain in the butt. You can change the jets in a Carter/Edelbrock without breaking a gasket that will leak fuel. Bravo. CJ |
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| Author: | spacecommander [ Wed Dec 17, 2014 10:11 am ] |
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Quote: The Carter may not need to be adjusted. Try it first. If you've got an A/F gauge, it'll tell you what's happening. I run A/F and Vacuum with a tach. That tells me which circuit is giving me grief based on my throttle setting.. My experience with Carters has been, base calibration, less pump shot.
Thanks. Thinking about A/F meter, will get vacuum gauge. Just waiting on muffler to come in so it is drivable.
Holley, more pro-active. Changes in altitude and temperature can have big effects. Holley carbs, set up properly, can make more power cfm rating for cfm rating, assuming eveything is stoich. They are just a pain in the butt. You can change the jets in a Carter/Edelbrock without breaking a gasket that will leak fuel. Bravo. CJ |
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