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Old 08-11-2017
Thor 1211 Thor 1211 is offline
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Default Carburation

conventional wisdom for a 2.8 conversion calls for a 390 CFM Holley. I have buddies who swear by Edelbrock carbs and claim things like "If they don't work right out of the box, you can send them back" etc. I see that there is a 500 cfm (the smallest) 4 barrel Edelbrock that has a lot of interesting features and a manual choke. Does anyone have a comment or advice concerning the suitability of this carb for a 2.8 conversion
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Old 08-11-2017
Bill Blue Bill Blue is offline
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Originally Posted by Thor 1211 View Post
conventional wisdom for a 2.8 conversion calls for a 390 CFM Holley. I have buddies who swear by Edelbrock carbs and claim things like "If they don't work right out of the box, you can send them back" etc. I see that there is a 500 cfm (the smallest) 4 barrel Edelbrock that has a lot of interesting features and a manual choke. Does anyone have a comment or advice concerning the suitability of this carb for a 2.8 conversion
A comment on the carb design, but I have no idea of its suitability. Way back when, I bought a 390 to bolt onto my AMC 6, don't remember if it was a 232 or 258. Regardless, the 390 was a mess. One flat spot after another. The speedshop owner said it was jetted for small Chevy V8's. He took it back and gave me a Carter 410. Worked beautifully out of the box. A few years later, the 410 was bolted onto an AMC 360. Once again, absolutely no problems. It is a good design and is very flexible, but I would hesitate to say it is that flexible.

I do think a Carter 410 would work better than the 390. Finding one in good condition might be a problem.

Bill
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Old 08-12-2017
Thor 1211 Thor 1211 is offline
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Default Carburation

Thanks Bill.
The only reason I make the inquiry is because Sven Pruitt in his book recommends the 390 with the aftermarket dual plane manifold and V6 Jose recommends it as the only way to go. I am assuming that the barrel set up and bolt down configurations are the same on the Edelbrock, but maybe the fitment requires further study. Also, I have a concern that a 500 cfm might be over-carburation with a 2.8 in pretty well stock state of tune otherwise.
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Old 08-12-2017
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DanR DanR is offline
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Thor, You refereed to Sven's Book.... His section of the Carburation is an excellent one.

Since obtaining His Book I refer to it reguarly. Helped me on the 390.

After installing and testing three (New) out of the box 390 Holley 4 bbl's on my Commodore Blue V6, I have come to the conclusion there is nothing wrong with the Carb's...

Timing was and is my major problem with the idle.... Lots of help comes for the Guys on this Forum... I might get it straight yet

DanR

P.S. The 500 I believe from all I've read is too much!

Last edited by DanR : 08-13-2017 at 10:23 AM. Reason: spelling
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Old 08-12-2017
Bill Blue Bill Blue is offline
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Originally Posted by Thor 1211 View Post
Thanks Bill.
The only reason I make the inquiry is because Sven Pruitt in his book recommends the 390 with the aftermarket dual plane manifold and V6 Jose recommends it as the only way to go. I am assuming that the barrel set up and bolt down configurations are the same on the Edelbrock, but maybe the fitment requires further study. Also, I have a concern that a 500 cfm might be over-carburation with a 2.8 in pretty well stock state of tune otherwise.
The brutal truth is that if you are looking for over 125 hp carburetion, the 390 is the only game in town. Maybe a pair of Holley-Webers. Fun fun fun. Does one of these buddies have an Edelbrock 500 laying around you could test?

EFI would be best (always is) but getting there would be a trip!

Bill
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Old 08-12-2017
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There you go again Mr Bill, puttin' them temtations in front of me (EFI).

DanR
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Old 08-12-2017
Thor 1211 Thor 1211 is offline
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Default Carburation

I'm waiting for Jose to wade in.

In the mean time, I suppose I could do some calculations and see how much air/fuel 2.8 litres could draw and maybe 500cfm is too much for effective flow/intake charge speed. I'll look into it and get back.
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Old 08-12-2017
RootesRacer RootesRacer is offline
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I have seen DCOE to small bore 4bbl adapters, both in the single and twin configuration.

If the height is not too great, a single 45 DCOE will flow up to 400 CFM per carb with the right chokes.
Apples and oranges with regards to what CFM means on a 2bbl versus a 4bbl plus the differences in the suction pressure specifications but I am absolutely sure a pair of 45 DCOEs will out flow a 4160 and have a great deal more dimensions in tuneablity.
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Old 08-13-2017
Bill Blue Bill Blue is offline
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Quote:
Originally Posted by RootesRacer View Post
I have seen DCOE to small bore 4bbl adapters, both in the single and twin configuration.

If the height is not too great, a single 45 DCOE will flow up to 400 CFM per carb with the right chokes.
Apples and oranges with regards to what CFM means on a 2bbl versus a 4bbl plus the differences in the suction pressure specifications but I am absolutely sure a pair of 45 DCOEs will out flow a 4160 and have a great deal more dimensions in tuneablity.
Could you put all that into the context of the original question? i.e. if 800 cfm of DCOE's would be fine, does that mean a 500 Edelbrock would not be too large?

Bill
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Old 08-13-2017
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Quote:
Originally Posted by Thor 1211 View Post
I'm waiting for Jose to wade in.

In the mean time, I suppose I could do some calculations and see how much air/fuel 2.8 litres could draw and maybe 500cfm is too much for effective flow/intake charge speed. I'll look into it and get back.
If 500 is too much, has anyone tried an Autolite 4100 4V with the 1.08 bore? This would put it at 480 CFM. The Autolite 4100 is probably one of the most reliable carbs ever built. There was a 1.06 bore made with 450 CFM, but they are probably hard to find. Info can be found at http://mustangtek.com.
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Last edited by MikeH : 08-13-2017 at 09:34 AM.
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