Who really knows Carter and Edelbrock carbs on here?

[SUPERSTOCKRACER]

402? wanna trade?
Doug

dont you have 572-13 385cc indy's? thought yours flowed well over 410-415.

 

[dvw]

dont you have 572-13 385cc indy's? thought yours flowed well over 410-415.

Nope, -1 Hand ported by MCH, Old sheets show 380.
Doug

 

[SUPERSTOCKRACER]

Nope, -1 Hand ported by MCH, Old sheets show 380.
Doug

I got wrong information sorry
how many cubic inches

 

[dvw]

I got wrong information sorry
how many cubic inches

572,285/292@112, .799", 14.7 Weisco flat tops .043 ring gas port, BME 7.100" rod,2.25" int -1 Indy by MCH, Jessel belt, T&D 1.7 individual shaft, 7/16" trend pushrods, 750 Eddys, Indy C25 intake, GZ vacuum pump. Only ran 10" vacuum and 32 degrees timing for initial tests.
Doug

 

[SUPERSTOCKRACER]

572,285/292@112, .799", 14.7 Weisco flat tops .043 ring gas port, BME 7.100" rod,2.25" int -1 Indy by MCH, Jessel belt, T&D 1.7 individual shaft, 7/16" trend pushrods, 750 Eddys, Indy C25 intake, GZ vacuum pump. Only ran 10" vacuum and 32 degrees timing for initial tests.
Doug

Doug, I thought you had a indy 440-25 intake on your car. I tried 32 degrees yesterday and it didn't like it,went back up to 35 degrees and woke up the car big time. just was testing new motor but the track couldn't hold the power the track was green.Cold,damp and no sun.

 

[dvw]

Doug, I thought you had a indy 440-25 intake on your car. I tried 32 degrees yesterday and it didn't like it,went back up to 35 degrees and woke up the car big time. just was testing new motor but the track couldn't hold the power the track was green.Cold,damp and no sun.

Misprint on my part , manifold is a 440-25. Track was cold and windy last week,this week it was snowing Saturday. Maybe next week. I made a bar change today. Trans is next.

 

[Moparmatt72]

Nice clean motor.

 

[Budnicks]

Misprint on my part , manifold is a 440-25. Track was cold and windy last week,this week it was snowing Saturday. Maybe next week. I made a bar change today. Trans is next.

that sure is a perty engine there...

 

[daredevil]

that sure is a perty engine there...

Sure is.

 

[Meep-Meep]

Here's what I get out of that reply. Well tube = emulsion tube. Bottom of well tube before discharge nozzle = inside the cluster where the emulsion tube presses in. Drilling this restriction out will pass more emulsified fuel into the air stream.

One thing to note that on all carbs the holes along the emulsion tube can be different sizes, quantities and positions depending on the carb. Changing the size, location and quantity of those holes will affect the mixture at different loads and RPM ranges. For example if you want to richen up the top end you would close off or make smaller the top holes. Weber carbs have a ton of different emulsion tubes that allow a basic carb body and venturi size to run in different applications. I would not mess with emulsion tube holes unless you have a way of seeing the effect. The size of the high speed bleed is a way of adjusting when the main discharge comes in and that probably shouldn't be messed with either.

 

[SUPERSTOCKRACER]

Here's what I get out of that reply. Well tube = emulsion tube. Bottom of well tube before discharge nozzle = inside the cluster where the emulsion tube presses in. Drilling this restriction out will pass more emulsified fuel into the air stream.

One thing to note that on all carbs the holes along the emulsion tube can be different sizes, quantities and positions depending on the carb. Changing the size, location and quantity of those holes will affect the mixture at different loads and RPM ranges. For example if you want to richen up the top end you would close off or make smaller the top holes. Weber carbs have a ton of different emulsion tubes that allow a basic carb body and venturi size to run in different applications. I would not mess with emulsion tube holes unless you have a way of seeing the effect. The size of the high speed bleed is a way of adjusting when the main discharge comes in and that probably shouldn't be messed with either.

thanks for your reply, makes sense.
so what would you do to the carb if i want to run Q16 oxygenated fuel and i'm already at .116-.119 jets.
i'll need to go up 6 jet sizes so an internal mod would be necessary to keep these jets the same and not go lean.

 

[Meep-Meep]

I'm not familiar with that gas since I don't run it in my street junk, but if the chemistry requires to err on the rich side then as you know more fuel must get into the engine somehow. Opening up the passage in the booster venturi where it makes a right angle turn into the discharge tube is a start and possibly even opening up the discharge itself. There should be a soft plug in the back of the cluster that will gain access to the cross drill for the main discharge. Opening up these passages will pass more of the emulsified fuel mixture into the air stream and that should make the mixture delivered to the engine richer.

- - - Updated - - -

Oh, and to keep the same mixture ratio with the larger jets you might have to add a small hole up high in the emulsion tube or increase the high speed bleed diameter to allow more air. Most of the Eddy carbs don't have a lot of emulsion tube holes so I'd tread lightly there. I'm wondering if you just start by opening up the internal passages in the booster cluster and see where that goes. And remember increasing the diameter of a tube follows the inverse square law, where doubling the diameter = a 4 times increase in flow. Sneak up on it. Do you have a mill to do these mods on? And I hope you have an O2 sensor or race pack to check the final mixture result.

 

[SUPERSTOCKRACER]

I'm not familiar with that gas since I don't run it in my street junk, but if the chemistry requires to err on the rich side then as you know more fuel must get into the engine somehow. Opening up the passage in the booster venturi where it makes a right angle turn into the discharge tube is a start and possibly even opening up the discharge itself. There should be a soft plug in the back of the cluster that will gain access to the cross drill for the main discharge. Opening up these passages will pass more of the emulsified fuel mixture into the air stream and that should make the mixture delivered to the engine richer.

- - - Updated - - -

Oh, and to keep the same mixture ratio with the larger jets you might have to add a small hole up high in the emulsion tube or increase the high speed bleed diameter to allow more air. Most of the Eddy carbs don't have a lot of emulsion tube holes so I'd tread lightly there. I'm wondering if you just start by opening up the internal passages in the booster cluster and see where that goes. And remember increasing the diameter of a tube follows the inverse square law, where doubling the diameter = a 4 times increase in flow. Sneak up on it. Do you have a mill to do these mods on? And I hope you have an O2 sensor or race pack to check the final mixture result.

Yes i have all the provisions to make the changes correctly. I have a racepak with dual o2 sensors to monitor both banks.I really appreciate the advice,Have you ever done the mods before?

 

[dvw]

thanks for your reply, makes sense.
so what would you do to the carb if i want to run Q16 oxygenated fuel and i'm already at .116-.119 jets.
i'll need to go up 6 jet sizes so an internal mod would be necessary to keep these jets the same and not go lean.

I'm surprised it needs to jet up that far. Secondary jetting starts at 107, 119 is 11.1% larger area. Primary starts with 113 jet and .047 power step on the rod. 119 with a .037 rod is 20.5% larger area.
Doug

 

[SUPERSTOCKRACER]

I'm surprised it needs to jet up that far. Secondary jetting starts at 107, 119 is 11.1% larger area. Primary starts with 113 jet and .047 power step on the rod. 119 with a .037 rod is 20.5% larger area.
Doug

Doug,thanks we are at sealevel alot of times and usually only get DA of around 1400-1800 in bad air..
O2 's dont lie. .116 in bad air and .119 in good air with C14 and i'm at 12.8-13.1 .i tried Q16 last summer and left the .116 jets and i think i did some detonation to the motor. cant make this mistake again. i have a whole drum of Q16 so id like to use it up.

 

[Meep-Meep]

I have been climbing in and out of carburetors for a long time but never did this mod. If I were to do it I'd tread lightly or perhaps look at other possibilities why you are so close to detonation. Not trying to redesign your whole setup, but if the carbs are too big the airflow slows down and produces a weaker signal at the booster venturi and that can actually make the mixture lean.

I just looked up the Q16 and it sounds very impressive. They say better vaporization, which may mean it's more intake temp sensitive. If you cool the motor down a bit, or somehow just the intake, this might make a difference.

 

[cryplydog]

pie are round, cornbread are square.

 

[SUPERSTOCKRACER]

Well never underestimate SSR!.lol
I went out yesterday with the hemi and with switching back to edelbrock 800 carbs and using Q-16 and richening it up all the way with .119 metering jets and 6849 metering rods gave me a A/F reading of 12.23 & 12.09 in 3900 DA. 91 degrees with 48% humidity and BP of 29.84.
Air was terrible and using the fattest jets I had I have just a little more room for error. If the air gets better, I will be flirting with disaster.
So my assumption was correct.
That being said, switching from Holleys back to the edelbrocks made my car go its fastest ever this year in terrible air.
Time to drill out 8 more jets to .122

 

[blue_stocker]

Contact Val Hedworth as he used to be THE S/SS carburetor man, worked hundreds (if not thousands) of Carters over the years. He can probably give you some info, if he'll talk to you, nonetheless, it's worth a try...

HEDWORTH CARBURETORS: 707 S Missouri St Macon, MO 63552 Contact Info: 660-385-2536

 

[rumblefish360]

I love it! The Carter's made my car go faster! And in terrible air!

Congrats!!!!!