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HA HA on the Holley – When I was about 19, I took one and threw it as far as I could throw it and then I went and got a M****craft and put it on the car I was working on. Never had another problem!!!
Back to the subject at hand – the 600 and 750 refer to CFM, or “Cubic Feet Per Minute”, and refers to airflow the carburetor is designed to handle. The ability of the engine in your Imperial to suck air through it is a function of the bore and stroke of the engine, valve duration (how long the camshaft keeps the valve open), valve lift (how high off its seat the cam raises the valve), and valve timing (when, during the crankshaft rotation, i.e., piston position in its travel in the cylinder, the valve is opened and closed). (Don’t confuse “VALVE timing” with “IGNITION timing”.) Valve timing, duration, and lift are determined by the design of the camshaft.
There is no point to putting a carburetor with more flow capacity than your Imperial was designed to inhale. If you check the specs of your original carburetor (hopefully, listed in the FSM (Factory Service Manual – see the club website), try to stick pretty close to that, unless you’re going to be doing major engine modifications.
--Brooks In Dallas Holley Hurler
-----Original Message-----
Funny thing is that the design of te Edelbrock carbs is very close to that of the carters.
The Edelbrocks are very easy to work on, and quite trouble-free on the long run. Take good care in chosing a properly sized one, for normal cruising, a 600cfm will do usually, if you prefer a more aggressive driving style, a Performer 750, or even the AVS will be the better choice. The adjusting itself is not hard on any Edelbrock.
I've seen a lot of trouble with Holleys (leaking), so
I would avoid those. On 11/27/07, roqinrl@xxxxxxx <roqinrl@xxxxxxx> wrote: The Edelbrock carb did not work for me on a couple of Mopars. Consider a brand new Carter AFB. Great carb and very simple to tune (if needed). Mark Fink |
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