I don't know a lot about carbs, but I knew that CFM is the air flow rating of that carb, and what CFM you want depends on the demands for air that engine requires. Jetting adjustments don't change air flow, it allows greater fuel flow into the air stream of the carb. My favorite style of carb is the pressurized carb they had in the old Packard V-1650 airplane engines, which was almost a mechanical throttle body injection.
A lot of people also don't realize different types of air cleaners and such serve as cfm restricters, as UTG has mentioned in a past video, so they really aren't getting the cfm that carb allows. My 600cfm edelbrock on my stock 429 BBF is limiting me to 4600rpm it sounds like when it should be able to do 5k, 5.5k no problem. Working on getting it the 670/680cfm Holley it needs or a 750cfm Holley with vacuum secondaries so I have that extra range when I get around to doing a cam and roller rocker swap.
Yeah CFM is cubic feet per minute of air you can put the biggest jets known to man and still have a 600cfm carb or what ever it's rated for unless you change the venturies size on the carb the CFM will always remain the same
UTG you made me laugh when U tossed that cigarette I NEED that to help read the plugs ! Did a Four corner idle circuit 750 Holley No power valve once i figured the jetting was like a lite switch . Thanks for the video Much better than how was taught in school .
I have always loved the Quadrajet..when I was a kid EVERYBODY wanted a Holley...and they all pulled them off and just gave them away..so I had boxes of them..had every size jet and metering rod they made!
Back in the 90s I would get 850 Holley double pumpers from chevy guys who tried to run them on their 305 or 350 by jetting it with 56/62 because someone told them that would work on their circle track car. They could never get it right, so they assumed it was a bad carb. I have carb Shop and other somewhat high end carbs I got for $100-$175 from those guys, because they don't know how a carb works. Throw 82/88s in them and they work great on my 455s.
if you can't read the Exh. O2 you won't be able to correctly tune a Engine. ya you can get close and run your Veh. but that doesn't mean it is running it's Best. You need all 3 to dial it in correctly. O2 reading, AFI readings , & what do the plugs look like. this has worked for me!! good stuff Tony
Another great video. Two things I have taken away. 1) I did not know you could run different size jets in the corners of a Holley. I thought they had to go up and down as a pair. 2) Edlebrocks are kind of trick. I was brought up in a Holley family so that is just what I ran on my cars. I might have to give an Edlebrock a chance. Keep up the great work!
1) That is super advanced tuning on a handbuilt motor. And a single 4bbl doesn't have corners anyway, unless your foot is in it so much that the secondaries are always open. Oh right, Tony. 2) You don't need to adjust jetting enough to justify metering rods, unless you're Tony. You've got the power valve, accelerator pump, and even idle screws if you must tweak a Holley mixture one evening. Your family was correct, Holley is superior over any Carter. And Edlebrock makes manifolds, not carburetors. What year is this?
I used to fix Edelbrocks by installing Holleys. Now I finally understood how to tune Edelbrocks too and I agree with Tony they can be made to run extremely well too.
It depends on what type of intake manifold you're running. If you're racing with a single plane intake, then yes, you can fine tune a holley corner by corner, but if you're daily driving with a dual plane intake, you have to consider it more side to side than corners, since dual plane intakes feed two cylinders on each side with each plane. So If the two middle cylinders on one side and the front and rear cylinders on the other side are rich or lean, you have to look at which side of the carb feeds the plane that feeds those four cylinders and tune it that way. But honestly, a daily driver usually doesn't need to be THAT finely tuned anyway.
Man, I wish you would have been around when we were tuning my dad's vette. After a lifetime of Holly he decided to go to an Edelbrock for it. It took days of fucking around until we figured it all out. It was our first and only try at them, we went back to the Holly's we were used to.
Not gonna lie. Less than 30 seconds in and I just died a little (more) inside. I didn't even think that was possible. Not the story, or "jetting up to a 750" (because yeah). I mean me being able to be any more dead inside. But that story managed it. Congrats.
Hi Uncle Apocalypse....back in the 80s, i rejetted a carb at my parents kitchen table, ended up snapping a screwdriver and busting a floor tile after the carb fell off the table lol
@Michael the MAN It came stock with an AVS one with a crack so I swapped in an AVS 2 from edlebrock. It works for now, and while I have an upgrade in mind, there's a million other things I'd rather put money into since it's just a driver. That being said, a tuneup would go a long way (hence my request) .
There is as always something that I can learn from your videos. I've most been doing early a-bodys (due to loving the design and size) for some thirty years now- and your videos provide an "aha" every now and then. You are a good learner from trivia to crucial. Thanks and keep up the good work!
@@shelbyavant5081 I can't see why anyone wouldnt run anything but a full cam in their v8 back then. Install a 3/4 cam and give up 2 cylinders ? I guess the advantage would be less cylinders , less weight , and everyone knows less weight is faster...those guys musta been on to something.
@John Johnson If I had a dime for every 3/4 race cam story (NONE of which were around I might add)..not sure which liar birthed that jewel..but it has gotten some miles! lol
Derect fuel injection is the smooth peanut butter to the carburettor full crunchy goodness. Keeping the weight of knowledge you have on the basis of how vehicles work alive is so important in an age of fault codes and clean handed mechanics. Keep it real and honest like you do so maby the youth of the industry may learn a trick or two.
With edelbrock style carbs , I have found that changing to a smaller secondary squirter helps out if you have a bog when you initially hit the throttle. Love your tech tips & useful information Tony 👍🏻🤘
Brother you are a old school mechanic and you remind me of my pop's which passed in 2016. You explain things to a T that most people don't even think about. I would like if I could meet you personally and just hear your knowledge visers mine. I think they would be pretty close to similar and I owe most of mine to my pops. Miss my hotrods but I have 91 HD Softail Springer Evo and my son Omega 350 thumper to play around with. You ever want to hit me up go for it I would be honored to listen to an old school mechanic that has your knowledge. Great in sight videos you share. Thanks you old F....R lol jk I'm not too young myself lol Thanks again UTG Andy South
I used to run Holley's with the mechanical secondaries and dual accelerator pumps. They were great carbs once the pump cams and jets were set up right. Only problem, Holley got cheap and the metering blocks started warping often so I went to the Edelbrock AFB and those offer a much broader power curve than the Holley. Thanks for the video Tony!
Great video Uncle Tony, just starting my learning journey with the basics I wouldnt have even thought to ask the question if both sides could have different size jets! Uncle Tonys garage is where personality handshake bangs the hell out of knowledge!
Good video uncle Tony This shit is all forgotten I’m glad someone is out there teaching it Here in Australia i used to have a Stromberg Carby on one particular motor back in the 1980s I took it to the Webber man his name was John Carlo he’s probably dead now the point being he put a gas analyser on the exhaust pulled out this kit fiddled with changing the emulsion tubes and jets on the tubes different combinations and he had the car on the rolling road and that thing by the time he was done ran like magic Years Reaching through the drivers window just bump the starter from stone cold it would fire up and ran perfectly
You are so right about carb ignorance! I’ve even heard guys say they changed their engine to larger displacement by swapping heads! 🤯. After I have heard that nonsense for long enough, I ask them 2 questions. 1- what’s the bore size, 2- what is the stroke? Then I tell them to pull out their phone and open the calculator app. Type in bore x bore x stroke x .7854 x the number of cylinders. When they say “that’s not right!”, you have to ask the conversation ending question. How does a part that has no effect on bore or stroke make your engine larger? 🤔
Coming from performance EFI setups I'm extremely familiar with AFR and air intake temp gauges. Those two have been the best aids I've had in quickly learning carbs. Looking forward to your take on plug readings.
Loved the old Norton Commando s you had to adjust each carb by feel.and guys with the CB 750s would think they were smart by junking the airbox and go individual filters and not understanding why they couldn't balance the carbs. This guy is right on the money
Hey Uncle Tony's garage!!, I hear your frustration!, and understand it!!, when people say; I jetted my carburetor!!, NOW has bigger CFM!!! I'm a truck driver!!, people ask ME!, why do they call it a fifth-wheel!!, if it doesn't turn?????
Yup, I was telling a friend about an old yard trailer with a king pin that was so worn it would jump out of the 5th wheel, He told me his father had the exact same problem on his ford pick up, but it was the "front wheel, not the 5th one"
Really well explained uncle Tony if you are ever down under at a car show l promise only to come up and say g'day to you and uncle Kathy looking forward to seeing reading your plugs regards Anthony from down under
Afr gauges are extremely helpful and can get me extremely close as I can see what’s happening and where in the rpm range it does and adjust as necessary. I do agree though reading the plugs afterward and making small adjustments to get it near perfect is necessary to get the most out of the car
I need an AFR gauge. Fell in love with using tools to help with carb tuning when I started using a digital tach for idle mixture tuning. It's kind of amazing how far off the ideal spot is from where it "feels" like it is.
Hey UT, why do you always hear about not putting on a carb that’s ‘TOO BIG’ but a lot of stock muscle cars had multiple carbs that total a thousand cfm or more? Maybe you could do a short video on this subject sometime? Thanks.
"a lot of stock muscle cars had multiple carbs that total a thousand cfm or more?" Need a citation for that. As far as too big, it only matters when you're driving normally. If it's a drag car, there's not really a "too big." But getting stupid and putting 1000+ CFM on a 289 or even stock 460 truck motor will give you really shitty throttle response, especially down low. The carb is like "half throttle... full throttle... quarter throttle...? No idea."
There are actually so many different carb sizes, most factory multi-carb setups weren't that big, even though it seems like they should be. For example, most 3 x 2bbl setups use something like a 350 cfm center carb and the two auxiliary carbs are only about 200 cfm each, for a total of 750. Dual 4bbl setups often use two very small carbs, like 400 or 450 cfm each. The dual 4bbl set up chevy used in the mid 50s on their little 265 and 283 were only around 325 cfm. Don't quote me on the exact numbers, I'm just going by memory.
With Big block Mopar sixpack setups, the center carb is rated at 350cfm. Those main barrels are the only ones directly linked to a mechanical linkage. The two 450cfm outboard crabs are operated via vacuum pods. So , the extra 900cfm combined capacity is only called upon when the demand is there, just like a Holley vacuum secondary carb. So with a sixpack if you're just cruising and keep your foot out of it, 90% of the time your rollin around town utilizing roughly 350cfm or less. When you mash it the capability is there to utilize the full 1,250cfm via the vacuum pod arrangement.
I feel your pain uncle Tony it's hard not going ballistic when people talk out their ass and know nothing about cars and think you're stupid enough to believe their story
Uncle T T T Tony and the Jets... Thank you uncle Tony! We may not all be infectious disease scholars and warriors, but we all can keep humanity moving forward
I was at work one day on break and was talking to a kid who had recently hired on. We started talking about cars and out of the blue he tells me that his mid 90s mustang with stock wheels has a 700hp engine in it that he and his uncle put together over a weekend. I was honestly speechless. I pretended it sounded reasonable just so I wouldn't have to argue with him.
I met a guy once who said he had a '69 Z28. He was telling me about all the races he'd won with it, and I said, "yeah, those 302s were pretty hot little engines". He froze and looked at me like I was retarded and said, "302? It wasn't no damn FORD".
1.) While working parts I had a guy come in looking for a water pump for a 69 Firebird with a 400. I sold one to him, he came back about an hour later and said it was the wrong water pump I said "Cool that happens and I apologise, and asked " Is the car here?" and it was, so I said let's take a look. He had a small block Chevy in the car (could have been a 400 Chevy I am not to keen on identifying small block Chevys). I said you got a Chevy engine in you Pontiac. He replied Chevy 400 or Pontiac 400 they are all the same. I did not even bother arguing I just sold him a small block Chevy long neck water pump. 2.) I had a 64 El Camino that I had out a 396 in. A customer asked me what engine was in the Elco I replied a super-mild 396. He went onto tell me a story about a 69 Chevelle he and his brother had with a 396 that would do a 170 MPH with just headers and an aftermarket intake manifold.
@@bertamusprime618 I've heard the chevy/pontiac thing before. People think GM is GM and all the divisions use the same engines. Some of the confusion comes from the fact that in the 70s, some GMC trucks were equipped with Pontiac engines. Further confusion came in the 80s when GM consolidated its brands and actually did start using all the same engines in every division, resulting in Chevy engines being installed in Pontiacs, particularly small block 350s and 305s in firebirds. And of course, everybody from that era thought they could go 150 mph + simply because most speedometers only went to 100, so anything above that was open to interpretation. LOL
A lot of people dont know on edelbrock carbs is that the electric choke carbs are set from the factory for economy and the factory manual choke carbs are more for performance . So like if you have a 600 electrical choke you can use a 600 manual choke tuning chart to improve your 600. Also i had in my 600 manual choke stock springs = 5 orange did a vaccum test after fully warmed up and it said 18 on the gauge so you have to take that number ÷ by 2 = 9 so i had to use the biggest numbered springs in my edelbrock tuning kit which is silver . It improved the performance /response in my mildly built 318
To Need Metal. It’s the magnets on the fuel lines that cause the gasoline molecules to line up that gives 50 HP extra. So add in the carb spacer and that’s 100 HP extra for very little cost and effort.
You should also do a video on Mikuni carbs. I know this isn't a motorcycle/go kart channel, but I know you're at least a motorcycle guy and could provide very useful information on Mikunis
AFR, per cylinder is the only way to be accurate, but very expensive, I do not see using that in vehicle, maybe runstand or dyno tuning scenario, even the newer EFI engines are not equal in distribution, I think the front two and rear two cylinders are a bit lean, not much you can do, be sides putting slightly high or lower flowing injectors in cylinders requiring more or less fuel, ( same as the jetting you explained ) Richard Holdner tested multiple o2 in a LS and it was way off from what I expected, not extremely off , but you must tune to the highs and lows, let the in-between cylinders be where they end up, great video!
I would like too see a custom dual racked 4 carbs each side " a carb for each cyclinder ..use Mikuni VM 34/ 36 /38 mm slide bore carbs on a V8 engine. High bred manifold. I bet the throttle response would be way better then the toilet bowl cfm four main jet design of the automotive design ..like the hilborn fuel injection of the past . Except the belt driven fuel pump .. keep up the great post's .. love you Uncle Tony
One of the first things I learned when doing mechanical work is that it's easier to start with the right parts. My favorite suppression is "Direct Fit." On the first date?
I remember a guy at a car show coming up to my car and telling his son "Yep, it's a kit car". I came up and told him that it (a Pantera) was the real deal and pointed to the VIN number telling him he could look it up when he got home, I added that the kit car was actually more rare than the real car. Since I looked like a hippy freak he looked at me all screwy and told his kid "Yep, it's a kit car". I said "Well, if you want to be ignorant that's your business". Lol, he probably thought it was a Lambo!
I like to read plugs also it can tell you alot about how the engine is running. Although with modern fuel injection i often see alot leaner looking colors on plugs these days then i have go digging at fuel trims o2 sensors and lots of other data to determine if everythings good to go takes a while.
I sympathize with you. It's hard to run across someone who thinks they know what they're talking about and they act like the ultimate authority. Sometimes it's all you can do to stand there and say, "Uh-huh" while inside you just want to set them straight but you just know it won't do any good. Then you have to spend 15 minutes trying to recover from the blatant ignorance.
It is amazing how fast information is lost, I'm kinda stuck in the day, I didn't get a fuel injected engine until the late 90's and I put a carburetor in it!
Cut the bottom of a plastic motor oil container to make a handy drain cup to catch the fuel when you remove a float bowl screw from a Holley. Also as I recall, the difference of the Holley 3 digit "emissions" jets is they are machined to closer tolerance. And in my dumbest moment I never confused a carburetor's fuel metering with it's air flow rating, i.e. thinking I can "jet" a 650cfm to a 750cfm, and I never met anyone else who thought that, but I don't get out much.
@Michael the MAN Nick spends a lot of time talking about nothing before he gets to anything informative, I don't see why he's so popular. Every underhood situation is different so you'll probably improvise something that fits next to the carb with your manifold and plumbing, and it will probably be from an item that would have otherwise ended up in the trash, especially if you don't have $$$ like Nick probably does.
This dude in the neighborhood had a 69 superbee factory pistol grip Dana rear 456 440 he put a tunnel ram w two thermoquad carbs on it cam headers ECT.he was a rough neck a had quit school in 9th grade.all he did was work a job a on his car. Street raced to support it.100$ a run no excuses.he could a would drive the blood out of it.he made thermos moan like no other! He was rebuilding a trans one winter morning for a friend in his kitchen w gas (cleaning) (old school) a turned on gas stove a it exploded killing him.(but he was doing what he loved) RIP!!!! And Id never seen any one out run him !
Reminds me of when I had just butt dyno'd my Holley 750vac secondary on my 308ci Holden, put it on a real dyno, (no changes to tuneup) and it got to about 5000 and it smoked the tyres, went side ways done a tank slap 3 times and almost jumped off the
CFM (Cubic Feet Minute) is the air flow rating though the carburetor. The carburetor jettin is setting air to fuel ratio ideally about 14.7 to 1. After setting the carburetor few time, you can able set a carburetor without using any fuel meter but it's good tool to have. What type carburetor need to run the engine correctly. It depend on the engine setup and the RPM range will the engine run. 500 cfm, 650cfm, 850cfm, etc.
this is why tuning for AFR needs to be on the conservative end to account for different cylinders, say running low to mid 12s on an NA car during PE instead of shooting for a 13
The only thing I don't like about tuning the jets/rods on an edelbrock is that they don't make EVERY size jet and rod. They skip around a lot which makes you have to mix and match rods and jets to get it just right. If you're on the border of a good tune, but the next available rod size is actually 3 sizes bigger, you can't just change the rod, you have to then change the jets to the next size smaller, and start over with the rod tuning.
Oh, man, I've run into that same guy at the car shows. I think I'll drill the keys out on a 0-1850 enough to turn it into a Dominator to sell him... But, on a happier note, I like how, at the 2:15 Mark, when you mentioned the word "feed" a second time, somebody pipes up... FWIW I don't think the top echelon of tuners take a given lambda reading over the MPH... If they do, I've got a vacuum-secondary Dominator for sale - cheap
Uncle T, something that would make your plug reading video stand above the rest would be to take a known perfectly jetted engine and fuck it all up so the viewers have an actual before/after jet number to correlate with the color. Other channels I've seen show rich or lean plugs but lack reference to how far off it is.
Lol, never heard that one! Wait, that kinda applies to my Predator carb. Flows between 390-930 cfm depending on only what the motor needs...Love that carburator. Have it on two motors.
What? Is it a variable venturi or are they talking out their ass based on the fact that an engine can't draw more than it can draw. Ohhh, it is a variable venturi. Hard pass.
I want to get an air/fuel gauge and dial it in, and change it all over to E-85. I will need to change out the idle air bleed and the high speed air bleeds
Love weber carbs, to change the jets, dont even need to take apart anything, the jets are acessable from the top of the carb. Only need to take off the air cleaner if there is one
Swapping venturis can get you a bit more range but you'd have to rejet fuel, air and probably alter emulsion tubes. For mainly density differences I've had best luck just changing the air jet, fuel if there's a big temp difference as well.
people really need to start fiddling with lawn mowers and dirtbikes, i only have a little exp with downdraft automotive carbs, but have been fiddling with dirtbikes and snowmobiles since i was a kid, they are a lot more similar then they are different
I swear, both Scotty Kilmer and Uncle Tony drip knowledge. The difference, I can''t watch too much Scotty because his hands go around him so fast it's distracting (Maybe ADHD?). Uncle Tony puts out the knowledge without the hand gestures (thank you) and, without sensationalism. No Click Bait (Well, there was that one...) Just pure, old fashioned knowledge. If Uncle Tony were to stop, he would probably build up and explode. He has so much to share. I love this channel. Since I was starting from zero mechanical knowledge, I an starting to learn.
Insert, Metering "ROD" joke here... His Carb has a narrow urethra I tell you what. Ding Dang Dag Gum Drill It Out! That's what real men use to do^___^ Men that had things made of brass that is^__~
Uncle Tony, another great video thank you! But I have a question for you; I have a REALLY gacked up, nasty, Edelbrock carb that I got for free... I need to clean it before anything else! What would my uncle Tony do to clean this thing? Thanks again!
Dude, Harbor Freight ultrasonic cleaner. It's a crappy ultrasonic, but it'll work for a carb or two. And no dirt (and few finishes) can survive an ultrasonic cleaner. I've had it take anodizing off. Type 3 is safe, but apparently anything less goes bye-bye.
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I am extremely happy you didn't try to cram all of the carburetor knowledge you have into one video. Thank you. It makes it much easier to digest.
My GOD we needed this so badly. Thanks Uncle Tony, it's amazing people at car shows have brain cells at all!
Nice info. Still haven’t figured out how to get my Rochester float bowls out of my thermoquad to work in my predator
I could only like this once, sorry.
@@shelbyavant5081
But you can go 🤣🤣🤣🤣🤣🤣🤣🤣😂😂😂
good luck with that lol
I heard you need to use Holley power valves for that
I don't know a lot about carbs, but I knew that CFM is the air flow rating of that carb, and what CFM you want depends on the demands for air that engine requires.
Jetting adjustments don't change air flow, it allows greater fuel flow into the air stream of the carb.
My favorite style of carb is the pressurized carb they had in the old Packard V-1650 airplane engines, which was almost a mechanical throttle body injection.
A lot of people also don't realize different types of air cleaners and such serve as cfm restricters, as UTG has mentioned in a past video, so they really aren't getting the cfm that carb allows. My 600cfm edelbrock on my stock 429 BBF is limiting me to 4600rpm it sounds like when it should be able to do 5k, 5.5k no problem. Working on getting it the 670/680cfm Holley it needs or a 750cfm Holley with vacuum secondaries so I have that extra range when I get around to doing a cam and roller rocker swap.
Yeah CFM is cubic feet per minute of air you can put the biggest jets known to man and still have a 600cfm carb or what ever it's rated for unless you change the venturies size on the carb the CFM will always remain the same
My dad has bad breath
Volumetric efficiency.
@@jamesharris5232 air cleaner?
My favourite guy at the car shows is the one who says they had a 440 Hemi 6 pack ....... yup I've Been told this many times
I mean.... he didnt say it was a stock arrangement!
@@DrewLSsix No, they always tell you it came that way from the Ford factory. True story!!!!!
Here in Idaho, every car with a sbc is claimed to have a engine out of a Corvette...
All of you are so right.
@@Freedomquest08 Yeah , a '78.....
UTG you made me laugh when U tossed that cigarette I NEED that to help read the plugs ! Did a Four corner idle circuit 750 Holley No power valve once i figured the jetting was like a lite switch . Thanks for the video Much better than how was taught in school .
Hell yea thats a joint,i just burned one while watching......
This is awesome. Keep up the good work! I've learned a TON in the past month of watching your vids!
I have always loved the Quadrajet..when I was a kid EVERYBODY wanted a Holley...and they all pulled them off and just gave them away..so I had boxes of them..had every size jet and metering rod they made!
As a car computer programmer guy watching your videos really helps looking at the roots where all this electronic crap came from.
"My inner world goes black" LOL that was hilarious. Great info as always!
How do I reduce fuel consumption in my ke70 car in terms of jets?
Very cool on the explanation of changing the individual jets on the Holley to balance out the cylinders. Thanks UT!
Even at 62, I learn something in every UTG video. Thanks Tony. Stay safe Uncle Tony and Kathy.
That was an awesome intro! Had to rewatch it a couple times for the comedy gold aspect 😂
Back in the 90s I would get 850 Holley double pumpers from chevy guys who tried to run them on their 305 or 350 by jetting it with 56/62 because someone told them that would work on their circle track car. They could never get it right, so they assumed it was a bad carb. I have carb Shop and other somewhat high end carbs I got for $100-$175 from those guys, because they don't know how a carb works. Throw 82/88s in them and they work great on my 455s.
We ran a 2bbl Holley with 88 jets the problem we had was the power valve was rated at 4in of vacuum when we changed it to 12 it even better
@Michael the MAN you're amusing.
if you can't read the Exh. O2 you won't be able to correctly tune a Engine. ya you can get close and run your Veh. but that doesn't mean it is running it's Best. You need all 3 to dial it in correctly. O2 reading, AFI readings , & what do the plugs look like. this has worked for me!! good stuff Tony
Another great video. Two things I have taken away.
1) I did not know you could run different size jets in the corners of a Holley. I thought they had to go up and down as a pair.
2) Edlebrocks are kind of trick. I was brought up in a Holley family so that is just what I ran on my cars. I might have to give an Edlebrock a chance.
Keep up the great work!
1) That is super advanced tuning on a handbuilt motor. And a single 4bbl doesn't have corners anyway, unless your foot is in it so much that the secondaries are always open. Oh right, Tony.
2) You don't need to adjust jetting enough to justify metering rods, unless you're Tony. You've got the power valve, accelerator pump, and even idle screws if you must tweak a Holley mixture one evening. Your family was correct, Holley is superior over any Carter. And Edlebrock makes manifolds, not carburetors. What year is this?
I used to fix Edelbrocks by installing Holleys. Now I finally understood how to tune Edelbrocks too and I agree with Tony they can be made to run extremely well too.
@@cudatali I had a factory Holley 2 bbl. 500 cfm on my 360 Fury. Best carburetor ever.
It depends on what type of intake manifold you're running. If you're racing with a single plane intake, then yes, you can fine tune a holley corner by corner, but if you're daily driving with a dual plane intake, you have to consider it more side to side than corners, since dual plane intakes feed two cylinders on each side with each plane. So If the two middle cylinders on one side and the front and rear cylinders on the other side are rich or lean, you have to look at which side of the carb feeds the plane that feeds those four cylinders and tune it that way. But honestly, a daily driver usually doesn't need to be THAT finely tuned anyway.
Man, I wish you would have been around when we were tuning my dad's vette. After a lifetime of Holly he decided to go to an Edelbrock for it. It took days of fucking around until we figured it all out. It was our first and only try at them, we went back to the Holly's we were used to.
Uncle Tony is the friggin man! I was planning on doing a FI setup on my next build, but Tony has renewed my confidence in the CARBS!!!!
Not gonna lie. Less than 30 seconds in and I just died a little (more) inside.
I didn't even think that was possible. Not the story, or "jetting up to a 750" (because yeah). I mean me being able to be any more dead inside. But that story managed it.
Congrats.
Hi Uncle Apocalypse....back in the 80s, i rejetted a carb at my parents kitchen table, ended up snapping a screwdriver and busting a floor tile after the carb fell off the table lol
My parents never let me rebuild carburetors in the kitchen, I had to do it in my bedroom.
This video finally got me to understand how jets work/differ. Can you do a video on tuning a Carter style carb?
@Michael the MAN It came stock with an AVS one with a crack so I swapped in an AVS 2 from edlebrock. It works for now, and while I have an upgrade in mind, there's a million other things I'd rather put money into since it's just a driver. That being said, a tuneup would go a long way (hence my request) .
Pete, the Carter AVS is functionally identical to the Edelbrock AFB style we did here
Sweet, I just watched it and learned a bunch more, thanks man!
There is as always something that I can learn from your videos. I've most been doing early a-bodys (due to loving the design and size) for some thirty years now- and your videos provide an "aha" every now and then. You are a good learner from trivia to crucial. Thanks and keep up the good work!
Man, I can relate. Jetted up to 750, that's hilarious. The other one that gets me, it has a 3/4 cam.
Yea, back when they only made four different cams, right!?🤣🤣🤣
@@shelbyavant5081
I can't see why anyone wouldnt run anything but a full cam in their v8 back then.
Install a 3/4 cam and give up 2 cylinders ?
I guess the advantage would be less cylinders , less weight , and everyone knows less weight is faster...those guys musta been on to something.
@John Johnson If I had a dime for every 3/4 race cam story (NONE of which were around I might add)..not sure which liar birthed that jewel..but it has gotten some miles! lol
they always have a 3/4 cam
@John Johnson 3/4 pounder!. Make sure you dont over exhaust. Humans run best with a little backpressure.
Thanx Tony. Helps me to feel human watching your videos. Please keep posting ,almost got me wanting Mopar!
Derect fuel injection is the smooth peanut butter to the carburettor full crunchy goodness. Keeping the weight of knowledge you have on the basis of how vehicles work alive is so important in an age of fault codes and clean handed mechanics. Keep it real and honest like you do so maby the youth of the industry may learn a trick or two.
With edelbrock style carbs , I have found that changing to a smaller secondary squirter helps out if you have a bog when you initially hit the throttle. Love your tech tips & useful information Tony 👍🏻🤘
Brother you are a old school mechanic and you remind me of my pop's which passed in 2016.
You explain things to a T that most people don't even think about.
I would like if I could meet you personally and just hear your knowledge visers mine. I think they would be pretty close to similar and I owe most of mine to my pops. Miss my hotrods but I have 91 HD Softail Springer Evo and my son Omega 350 thumper to play around with.
You ever want to hit me up go for it I would be honored to listen to an old school mechanic that has your knowledge.
Great in sight videos you share.
Thanks you old F....R lol jk
I'm not too young myself lol
Thanks again UTG
Andy South
I used to run Holley's with the mechanical secondaries and dual accelerator pumps. They were great carbs once the pump cams and jets were set up right. Only problem, Holley got cheap and the metering blocks started warping often so I went to the Edelbrock AFB and those offer a much broader power curve than the Holley. Thanks for the video Tony!
Great video Uncle Tony, just starting my learning journey with the basics I wouldnt have even thought to ask the question if both sides could have different size jets! Uncle Tonys garage is where personality handshake bangs the hell out of knowledge!
Excellent video. Looking forward to the plug reading video to complement it.
Good video uncle Tony
This shit is all forgotten I’m glad someone is out there teaching it
Here in Australia i used to have a Stromberg Carby on one particular motor back in the 1980s I took it to the Webber man his name was John Carlo he’s probably dead now
the point being he put a gas analyser on the exhaust pulled out this kit fiddled with changing the emulsion tubes and jets on the tubes different combinations and he had the car on the rolling road
and that thing by the time he was done ran like magic Years
Reaching through the drivers window just bump the starter from stone cold it would fire up and ran perfectly
You are so right about carb ignorance! I’ve even heard guys say they changed their engine to larger displacement by swapping heads! 🤯. After I have heard that nonsense for long enough, I ask them 2 questions. 1- what’s the bore size, 2- what is the stroke? Then I tell them to pull out their phone and open the calculator app. Type in bore x bore x stroke x .7854 x the number of cylinders. When they say “that’s not right!”, you have to ask the conversation ending question. How does a part that has no effect on bore or stroke make your engine larger? 🤔
Even though I will probably never rebuild a carb, I appreciate the fuck out of these info dumps it's like pure dopamine pumped directly into my brain
Great tip on changing the individual jets while reading the plugs of the cylinders they feed!
Coming from performance EFI setups I'm extremely familiar with AFR and air intake temp gauges. Those two have been the best aids I've had in quickly learning carbs. Looking forward to your take on plug readings.
Uncle T, your earlier video on spark plugs removal and breakdown was phenomenal.
Your videos are so good, informative and well presented. Thank you.
Loved the old Norton Commando s you had to adjust each carb by feel.and guys with the CB 750s would think they were smart by junking the airbox and go individual filters and not understanding why they couldn't balance the carbs. This guy is right on the money
Hey Uncle Tony's garage!!, I hear your frustration!, and understand it!!, when people say; I jetted my carburetor!!, NOW has bigger CFM!!!
I'm a truck driver!!, people ask ME!, why do they call it a fifth-wheel!!, if it doesn't turn?????
It doesn't turn? LOL.
Yup, I was telling a friend about an old yard trailer with a king pin that was so worn it would jump out of the 5th wheel,
He told me his father had the exact same problem on his ford pick up, but it was the "front wheel, not the 5th one"
Thanks man. Another great video I needed to see
Really well explained uncle Tony if you are ever down under at a car show l promise only to come up and say g'day to you and uncle Kathy looking forward to seeing reading your plugs regards Anthony from down under
Afr gauges are extremely helpful and can get me extremely close as I can see what’s happening and where in the rpm range it does and adjust as necessary. I do agree though reading the plugs afterward and making small adjustments to get it near perfect is necessary to get the most out of the car
I need an AFR gauge. Fell in love with using tools to help with carb tuning when I started using a digital tach for idle mixture tuning. It's kind of amazing how far off the ideal spot is from where it "feels" like it is.
Hey UT, why do you always hear about not putting on a carb that’s ‘TOO BIG’ but a lot of stock muscle cars had multiple carbs that total a thousand cfm or more? Maybe you could do a short video on this subject sometime? Thanks.
Because people put Dominators on 289s.
"a lot of stock muscle cars had multiple carbs that total a thousand cfm or more?"
Need a citation for that.
As far as too big, it only matters when you're driving normally. If it's a drag car, there's not really a "too big." But getting stupid and putting 1000+ CFM on a 289 or even stock 460 truck motor will give you really shitty throttle response, especially down low. The carb is like "half throttle... full throttle... quarter throttle...? No idea."
There are actually so many different carb sizes, most factory multi-carb setups weren't that big, even though it seems like they should be. For example, most 3 x 2bbl setups use something like a 350 cfm center carb and the two auxiliary carbs are only about 200 cfm each, for a total of 750. Dual 4bbl setups often use two very small carbs, like 400 or 450 cfm each. The dual 4bbl set up chevy used in the mid 50s on their little 265 and 283 were only around 325 cfm. Don't quote me on the exact numbers, I'm just going by memory.
I knew a guy with a Vega GT that he put a 4bll intake on. It would bog and then scream and still not really be fast, lol
With Big block Mopar sixpack setups, the center carb is rated at 350cfm. Those main barrels are the only ones directly linked to a mechanical linkage. The two 450cfm outboard crabs are operated via vacuum pods. So , the extra 900cfm combined capacity is only called upon when the demand is there, just like a Holley vacuum secondary carb. So with a sixpack if you're just cruising and keep your foot out of it, 90% of the time your rollin around town utilizing roughly 350cfm or less. When you mash it the capability is there to utilize the full 1,250cfm via the vacuum pod arrangement.
I feel your pain uncle Tony it's hard not going ballistic when people talk out their ass and know nothing about cars and think you're stupid enough to believe their story
Old school knowledge, younger people think they know everything. Back in the day we didn't have computers to tune a car. Just experience.
Uncle T T T Tony and the Jets...
Thank you uncle Tony!
We may not all be infectious disease scholars and warriors, but we all can keep humanity moving forward
I was at work one day on break and was talking to a kid who had recently hired on. We started talking about cars and out of the blue he tells me that his mid 90s mustang with stock wheels has a 700hp engine in it that he and his uncle put together over a weekend. I was honestly speechless. I pretended it sounded reasonable just so I wouldn't have to argue with him.
I had an Impala once and I aired up the tires to a Corvette.
Damn Uncle Tony. You keep this up and I may be able to get my beater running right. No promises though. The 80s weren’t kind to me.
I think you should explain the formula to match the general cfm of a carb to the engine displacement!
I ran into a guy that said he bought brand new a 1968 Z-28 with a 455. If I was smoking, I would have put it out in his eye
For sure! 😭
I met a guy once who said he had a '69 Z28. He was telling me about all the races he'd won with it, and I said, "yeah, those 302s were pretty hot little engines". He froze and looked at me like I was retarded and said, "302? It wasn't no damn FORD".
1.) While working parts I had a guy come in looking for a water pump for a 69 Firebird with a 400. I sold one to him, he came back about an hour later and said it was the wrong water pump I said "Cool that happens and I apologise, and asked " Is the car here?" and it was, so I said let's take a look. He had a small block Chevy in the car (could have been a 400 Chevy I am not to keen on identifying small block Chevys). I said you got a Chevy engine in you Pontiac. He replied Chevy 400 or Pontiac 400 they are all the same. I did not even bother arguing I just sold him a small block Chevy long neck water pump.
2.) I had a 64 El Camino that I had out a 396 in. A customer asked me what engine was in the Elco I replied a super-mild 396. He went onto tell me a story about a 69 Chevelle he and his brother had with a 396 that would do a 170 MPH with just headers and an aftermarket intake manifold.
@@bertamusprime618 I've heard the chevy/pontiac thing before. People think GM is GM and all the divisions use the same engines. Some of the confusion comes from the fact that in the 70s, some GMC trucks were equipped with Pontiac engines. Further confusion came in the 80s when GM consolidated its brands and actually did start using all the same engines in every division, resulting in Chevy engines being installed in Pontiacs, particularly small block 350s and 305s in firebirds.
And of course, everybody from that era thought they could go 150 mph + simply because most speedometers only went to 100, so anything above that was open to interpretation. LOL
One of my favs is the 69 Camaros at car shows with z-28 emblem and it's a 350 automatic,
A lot of people dont know on edelbrock carbs is that the electric choke carbs are set from the factory for economy and the factory manual choke carbs are more for performance . So like if you have a 600 electrical choke you can use a 600 manual choke tuning chart to improve your 600. Also i had in my 600 manual choke stock springs = 5 orange did a vaccum test after fully warmed up and it said 18 on the gauge so you have to take that number ÷ by 2 = 9 so i had to use the biggest numbered springs in my edelbrock tuning kit which is silver . It improved the performance /response in my mildly built 318
Always thankful for the information UTG👍
Another great explanation. Thanks
2:37 casual cigarette throwin on the garage floor 😂 I can already hear peoples sayin' "omg beware you could start a fire or something" 😂
To Need Metal. It’s the magnets on the fuel lines that cause the gasoline molecules to line up that gives 50 HP extra.
So add in the carb spacer and that’s 100 HP extra for very little cost and effort.
You should also do a video on Mikuni carbs. I know this isn't a motorcycle/go kart channel, but I know you're at least a motorcycle guy and could provide very useful information on Mikunis
the Mitsubishi “Hemi” 2.6 l The 80's were so hot. Chrysler k cars. Any love for those?
AFR, per cylinder is the only way to be accurate, but very expensive, I do not see using that in vehicle, maybe runstand or dyno tuning scenario, even the newer EFI engines are not equal in distribution, I think the front two and rear two cylinders are a bit lean, not much you can do, be sides putting slightly high or lower flowing injectors in cylinders requiring more or less fuel, ( same as the jetting you explained ) Richard Holdner tested multiple o2 in a LS and it was way off from what I expected, not extremely off , but you must tune to the highs and lows, let the in-between cylinders be where they end up, great video!
I would like too see a custom dual racked 4 carbs each side " a carb for each cyclinder ..use Mikuni VM 34/ 36 /38 mm slide bore carbs on a V8 engine. High bred manifold. I bet the throttle response would be way better then the toilet bowl cfm four main jet design of the automotive design ..like the hilborn fuel injection of the past . Except the belt driven fuel pump .. keep up the great post's .. love you Uncle Tony
One of the first things I learned when doing mechanical work is that it's easier to start with the right parts.
My favorite suppression is "Direct Fit." On the first date?
I remember a guy at a car show coming up to my car and telling his son "Yep, it's a kit car". I came up and told him that it (a Pantera) was the real deal and pointed to the VIN number telling him he could look it up when he got home, I added that the kit car was actually more rare than the real car. Since I looked like a hippy freak he looked at me all screwy and told his kid "Yep, it's a kit car". I said "Well, if you want to be ignorant that's your business". Lol, he probably thought it was a Lambo!
I had a guy insist his 383 was “built to 440 specs”. I couldn’t roll my eyes enough at him.
Joe Busch I liked the old days when Mopar guys were the esoteric nuts. Seldom heard such asinine things amongst ourselves.
Who needs an asteroid? We have Corona!
Well if you're talking about Corona Extra I got plenty of that in the fridge
Sucks to be over 80 right now with diabetes and heart disease hahahahahah
Just a slow, very inefficient asteroid.
I like to read plugs also it can tell you alot about how the engine is running. Although with modern fuel injection i often see alot leaner looking colors on plugs these days then i have go digging at fuel trims o2 sensors and lots of other data to determine if everythings good to go takes a while.
Perfect timeing just built a blow through Holley 750 DP.
I just swapped out the disgronificator in my 57 Ford S-10.
I sympathize with you. It's hard to run across someone who thinks they know what they're talking about and they act like the ultimate authority. Sometimes it's all you can do to stand there and say, "Uh-huh" while inside you just want to set them straight but you just know it won't do any good. Then you have to spend 15 minutes trying to recover from the blatant ignorance.
It is amazing how fast information is lost, I'm kinda stuck in the day, I didn't get a fuel injected engine until the late 90's and I put a carburetor in it!
Cut the bottom of a plastic motor oil container to make a handy drain cup to catch the fuel when you remove a float bowl screw from a Holley. Also as I recall, the difference of the Holley 3 digit "emissions" jets is they are machined to closer tolerance. And in my dumbest moment I never confused a carburetor's fuel metering with it's air flow rating, i.e. thinking I can "jet" a 650cfm to a 750cfm, and I never met anyone else who thought that, but I don't get out much.
@Michael the MAN Nick spends a lot of time talking about nothing before he gets to anything informative, I don't see why he's so popular. Every underhood situation is different so you'll probably improvise something that fits next to the carb with your manifold and plumbing, and it will probably be from an item that would have otherwise ended up in the trash, especially if you don't have $$$ like Nick probably does.
Just happened to notice that engine doesn't have a PCV setup. Maybe you could do a video on that.
This dude in the neighborhood had a 69 superbee factory pistol grip Dana rear 456 440 he put a tunnel ram w two thermoquad carbs on it cam headers ECT.he was a rough neck a had quit school in 9th grade.all he did was work a job a on his car. Street raced to support it.100$ a run no excuses.he could a would drive the blood out of it.he made thermos moan like no other! He was rebuilding a trans one winter morning for a friend in his kitchen w gas (cleaning) (old school) a turned on gas stove a it exploded killing him.(but he was doing what he loved) RIP!!!! And Id never seen any one out run him !
Reminds me of when I had just butt dyno'd my Holley 750vac secondary on my 308ci Holden, put it on a real dyno, (no changes to tuneup) and it got to about 5000 and it smoked the tyres, went side ways done a tank slap 3 times and almost jumped off the
CFM (Cubic Feet Minute) is the air flow rating though the carburetor. The carburetor jettin is setting air to fuel ratio ideally about 14.7 to 1. After setting the carburetor few time, you can able set a carburetor without using any fuel meter but it's good tool to have. What type carburetor need to run the engine correctly. It depend on the engine setup and the RPM range will the engine run. 500 cfm, 650cfm, 850cfm, etc.
Uncle Tony. If you ever want to get into drifting let me know! We could use more mopar guys in the sport 🤙
this is why tuning for AFR needs to be on the conservative end to account for different cylinders, say running low to mid 12s on an NA car during PE instead of shooting for a 13
The only thing I don't like about tuning the jets/rods on an edelbrock is that they don't make EVERY size jet and rod. They skip around a lot which makes you have to mix and match rods and jets to get it just right. If you're on the border of a good tune, but the next available rod size is actually 3 sizes bigger, you can't just change the rod, you have to then change the jets to the next size smaller, and start over with the rod tuning.
Oh, man, I've run into that same guy at the car shows.
I think I'll drill the keys out on a 0-1850 enough to turn it into a Dominator to sell him...
But, on a happier note, I like how, at the 2:15 Mark, when you mentioned the word "feed" a second time, somebody pipes up...
FWIW I don't think the top echelon of tuners take a given lambda reading over the MPH...
If they do, I've got a vacuum-secondary Dominator for sale - cheap
2:57 I swear I went looking for my own cat 😂
Thank you for the info
Also talk about plug heat range and how to select.
I was nervous for a minute, I thought 5ohh was commin fer yer stash uncle T
Uncle T, something that would make your plug reading video stand above the rest would be to take a known perfectly jetted engine and fuck it all up so the viewers have an actual before/after jet number to correlate with the color. Other channels I've seen show rich or lean plugs but lack reference to how far off it is.
Great stuff here.
Lol, never heard that one! Wait, that kinda applies to my Predator carb. Flows between 390-930 cfm depending on only what the motor needs...Love that carburator. Have it on two motors.
What? Is it a variable venturi or are they talking out their ass based on the fact that an engine can't draw more than it can draw.
Ohhh, it is a variable venturi. Hard pass.
Thats why I love my Street Demon carb!
I just changed from a 750 Holley to a ProForm 850, decided to go with 76 fronts, 78 rear, no power valve mechanical secondary
I just went to a ProForm on my FE 390, awsome carb still getting it dialed in. I forgot how much of a pain pulling the bowls to rejet is.
I want to get an air/fuel gauge and dial it in, and change it all over to E-85. I will need to change out the idle air bleed and the high speed air bleeds
@@K1LL3R_M1LL3R i wouldnt mind running E85 but its not readily available where im at yet. I would be intrested to see how the transition goes though.
Love weber carbs, to change the jets, dont even need to take apart anything, the jets are acessable from the top of the carb. Only need to take off the air cleaner if there is one
Very informative
Swapping venturis can get you a bit more range but you'd have to rejet fuel, air and probably alter emulsion tubes. For mainly density differences I've had best luck just changing the air jet, fuel if there's a big temp difference as well.
Can’t wait till the video where u explain tuning w/ metering rod springs and power valves
jetting up from 600 cfm to 750 cfm . is like the 100 mpg carbs the oil companies bought the patents to.
Or that scammer who said he drove across the US using 20 gallons of tap water for fuel.
Thank you Uncle Tony. I'm starting to get it, a few more times watching this series and I'll no longer think of carbs as total black magic fuckery
people really need to start fiddling with lawn mowers and dirtbikes, i only have a little exp with downdraft automotive carbs, but have been fiddling with dirtbikes and snowmobiles since i was a kid, they are a lot more similar then they are different
Very informative! Thank you
I swear, both Scotty Kilmer and Uncle Tony drip knowledge. The difference, I can''t watch too much Scotty because his hands go around him so fast it's distracting (Maybe ADHD?). Uncle Tony puts out the knowledge without the hand gestures (thank you) and, without sensationalism. No Click Bait (Well, there was that one...) Just pure, old fashioned knowledge. If Uncle Tony were to stop, he would probably build up and explode. He has so much to share. I love this channel. Since I was starting from zero mechanical knowledge, I an starting to learn.
Dude, Kilmer always Reminded me of those Old Max HeadRoom Commercials.. like he's Gliching hahaha..
@@AtZero138 That's it, I knew he reminded me of something! Now I know. :-)
@@chuckandjenbridges721 Hahaha..
Kilmer's "knowledge" is not all good. His spark plug post was absolutely wrong.
Simple and easy
Insert, Metering "ROD" joke here... His Carb has a narrow urethra I tell you what. Ding Dang Dag Gum Drill It Out! That's what real men use to do^___^ Men that had things made of brass that is^__~
Mhhmm Ummhh.....thata getter done did right
my cuzin did it once, he aint get no complants from his sister
Uncle Tony, another great video thank you! But I have a question for you; I have a REALLY gacked up, nasty, Edelbrock carb that I got for free... I need to clean it before anything else! What would my uncle Tony do to clean this thing? Thanks again!
I usually just drop them in a pan with some gas and brush away
Dude, Harbor Freight ultrasonic cleaner. It's a crappy ultrasonic, but it'll work for a carb or two. And no dirt (and few finishes) can survive an ultrasonic cleaner. I've had it take anodizing off. Type 3 is safe, but apparently anything less goes bye-bye.
Can you do a vid on Holleys dial a jet thanx very very helpfull.