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Lots of good info above..... I can't believe drivability isn't out the window with a 10 drop in the primaries.

Cudos on the SP-2P. Got one on the shelf i'll probably never use...lol. Let us know how much better she runs when you get it sorted out.

Ask Away! with Jeff Smith: Adjustments for an Edelbrock AVS2 Carburetor with a Slight Hesitation

It's possible the sec'd air door is opening too quick.

My simple response is, put a 6.5 in and forget it. As far as the slight bog, that could be another issue. You may be able to run a little more initial timing and that would help your overall performance. While the stock primary jet sounds small, Some models of Holleys were built that way. Why...

Could it be something as simple as a fuel filter acting weird.

Might need to up the nozzle size. I know some have needed it, and the Eddy 1475 kit seems a little hard to find.

Try and borrow one or get a cheap stock replacement to test before buying a good one.....if you really think that could be the problem. P.S. Just saw the pic in your welcome thread. Absolutely beautiful car...:thumbsup:

Coil itself could be the issue...

I believe all the AFB/AVS carbs had similar base plates. You may need to look at the real early WCFB's if that's important to you.

What intake do you have. Some have a port on a runner. Not perfect, but better then nothing.

Performance aside, the LD is one of the prettiest manifolds for it's day. If only Mopar would have contracted it for the 340 production line like Chebby did with the Winters foundry for their performance engines.

Well you have plenty of gear for that carb. I assume it's vacuum secd. Be nice to know the list number to see what the secondary plate has for jetting. Depending on how ''mild'' it is and what intake you have, you may be able to up the PV some and drop the squirter down a little. As far as the...

So you went from one carb to another and still had issues. Make sure you go through all your vacuum lines as it could be a leak somewhere causing a problem with both carbs.

It's fun trying different carbs and i agree the Holley DP looks racey, but with that beautiful air cleaner on top no one will know the difference. After seeing what you have available now, instead of spending big dollars on another new one, i'd tune on that 700 some and i think you'd be happy...

Since it seams to like more carb, if going the avs route, i'd probably just step up to the 800, as long as the 1.75 bores will work with a little massaging. It might sound like a little much by most standards, but i think it would be tunable enough to give you the best of both worlds.

Maybe something in the Holley Brawler series could fit the bill at a lower cost? Looks like they have some that are street oriented and still have a lot of adjustability with bleeds and such. My main thought is whatever you choose, you have to get the pump shot right for that large plenum. Oh...

I wish you luck on finding the true answer. I have to think you have them in the correct configuration. Looks to me that 90 degrees from where you have them would do nothing on a inline manifold. Honestly, i'd like to know what the thinking was in the first place and how well it would run...

I'm sure i missed something, but you manually filled the bowl and got a pump shot. So if the bowl won't fill by cranking the engine and all the lines are clean, it has to be the pump, something with needle or the vent is clogged. You didn't mention why the carb was off in the first place. Was...

As said, it depends what you want to use it on. On a small head 273/318 it will be strong with a 6500 or so shift point if it's cammed right. Just incase you want to go higher with a small engine, the much hated "Torker 340" with it's medium port size will add another 1k or so. :)

Welcome to the site Joey. :thumbsup: I'm old school, so i always consider budget on a question like this. I've seen & heard some FI Chevy LS engines that sounded very radical, but they had some expensive Inj & timing systems to get them right. That 408 will make plenty of power for a nice...

Vacuum port on the secondary lid tells me it's been modded for a 2x4 setup somewhere along the line. Bowls may have been changed then too?

Don't want get to far off the OP's question which was about manifold vac adv. I just want to say that on a engine that pushes the initial and is close to being octane challenged, the ported system can lead to a rattle off idle. Like in a original higher compression muscle car running on today's...

If all the engine did was idle with manifold vacuum i would agree. But keep in mind the off idle starts from a stop lower the timing during that load. I always cheated my a/f to the rich side anyways. I think we're just picking around the edges on this and i have no problem playing with the...

Regardless of the source, disconnect and plug the vacuum. Set your initial then do the a/f and adjust your idle speed to what's appropriate. If you chose the manifold vac source, once it's plugged in, just reduce the idle speed back to your original setting.

I'd prefer a stock intake for your application also. Maybe @RAT ROD AL could help you out. He's probably only about 150mi. from you?

1st off, love the car. 2nd, i have no first hand knowledge of how a blow thru carb operates, so i'm just spit ballin' here. When i saw that you played with the 4 corner idle and saw some temporary results it had me thinking it may have been acting rich? If so, is there a chance your fuel...

I have a thought, why not just run the Ultra? 1/2 throttle or less, the engine doesn't know the difference. Maybe if the DP blows the tire off down low with your 408, but mileage or drivability shouldn't be much different.

Assuming it's a 80770 mdl, it has a factory installed #31 squiter. Plenty for a dual plane intake. The primary jet is #70, "might" be a little lean for your application with that size carb. And the PV is a 6.5. No reason you couldn't step that up to a 10.5 with that cam & vacuum. As far as idle...

Hopefully your timing is in a good place. Last place you need to mess with is the secd. side right now. How much cam is in the engine and what's the jetting frt/back. Vacuum numbers maybe? A hot/failing coil can cause issues like that too.