I was having issues with the idle speed of my engine, and I thought it was the axle bushings. After watching this video, I realized I should have looked elsewhere, and it was an improper adjustment. Luckily, I saw this interesting video, and I didn't mess up my carburetor! Once again, you've helped me a lot with your lessons!! THANK YOU
Yep on a brand new no need for throttle bushings but on my old Carter AVS 70 440 app... I've done it and it is rock stable at idle kit cost was $60 but that was awhile ago.
I have had quadrajets, Edelbrocks, and Holleys and they all have their own problems. I really don't have a preference when it comes to carbs. Maybe I'll just switch to an EFI unit.
Good video Brian, especially since I am over in Eastern Washington, and going to drive the 55 tomorrow, even though or Edelbrock has worked really good after the rebuild, just nice to know about the throttle shaft, catch you soon buddy😀😀
The choke plate rattles some on my 1406. It gets annoying at times. I also had that same carb on a Blue Print Engines 400 small block Chevy and I had trouble tuning the idle. The engine came with a A.E.D. 750 HO carburetor based on a Holley 4150 double pumper and I was having an issue of running extremely rich at idle with that carb so I switched over to the 1406 because it was all I had. I replaced all the gaskets and the power valve and it was still fouling my plugs and blowing a cloud of raw fuel out the exhaust. I just found out a couple days ago that it was a tiny gasket under the the primary accelrator pump discharge nozzle was leaking at the base and flooding my engine with gas. It was really hard to see which is why I overlooked it so many times. But back to the Edelbrock is I could not get the idle right no matter what I tried. The AED was 4 corner idle, had holes drilled in the primary butterflies and had an adjustment for the seconadry throttle blade. I guess all carbs have their drawbacks.
True. All carbs have their limitations, but put into the right situation, they all have way more upside. Well, other than the Chinese knockoff garbage out there. Getting the right settings is all about making the combination work. Just takes time and not over looking the other systems that effect a carburetors operation.
@@MuscleCarSolutions I'll look for that one. But the 19053 is listed as black powder coat. Which is the one I'm looking at. Trying to decide between a 1905 and 19053.
I have used AFB's on my '67 SB 300HP Vette (142K miles) since '74 and could not imagine using any other brand I have had very little issues and referenced your videos and found answers. Something I have always wondered about is the dual inlet fuel capability. I don't have a need, but is there any advantage to plumb this, be it street or performance application? Thanks.
Easy! Some cars have the pump on the drivers side and that’s how it was routed from rye factory, and some on the left. The option is open to switch sides if needed. Or if you’re feeling froggy, Edelbrock offers a dual feed option, but I’ve not seen many circumstances where that was a fix to a problem.
Nope! Just follow the tuning chart. Sometimes it’s just a jet change and sometimes it’s just a rod. Sometimes both! The tuning chart is an amazing tool to help walk through that change. One of the brilliant things about the Edelbrock carb.
Biggest problem I’ve seen with the Edelbrock that I worked with is if you have too much transfer slot showing at idle, you will never idle carburator correctly. Seems to be more of a problem on these at least the ones i worked with. so if you can’t get the idle correct, make sure to transfer slot is not showing too much.
Covered that topic extensively in a few videos. For sure not exposing the transfer slot helps get the proper idle rpm and operation in transitioning to power mode. Most of the time, I don’t expose any on a Holley either. AFR will usually prove it’s not worth it, depending on the application.
@@MuscleCarSolutions it would run rich no matter how it got adjusted. I even had a carb guy maybe almost as smart as you (LOL) and he gave up trying. It went back to summit LOL. The qjet ran so much better.
I have a problem with my Carter fast idle. The choke (electric) works fine. But the fast idle has been messed with. I cannot find any info on where or how to put the parts on correctly on the throttle linkage side. Other than that it's been flawless on my 302.
Have a avs2 on a 350 Chevy installed approximately 2 years ago ran great when installed just a little rich no tuning changes made now running very rich from idle all the way up heavy black smoke on rapid acceleration any idea what would cause such radical changes without having changed any tuning?
It’s always difficult to understand why something ran one way and then over time ran differently. I’ll for sure sure always ask these same questions and make most of these same comments on situations like yours. What’s your fuel pressure set to? What size is your carburetor? Have you serviced/cleaned/rebuilt it recently? (Ethanol blended fuel is absolutely awful on fuel systems and carburetors). Likely it’s just the continuous deterioration of a poor situation to begin with. Luckily, it’s fixable!
@MuscleCarSolutions these carbs just flat out work. I have a pair of 800 AVS2s on my hemi. Work great on the street and knockin on the 9 second door at the track with NO tuning except putting in lighter springs.
I was having issues with the idle speed of my engine, and I thought it was the axle bushings. After watching this video, I realized I should have looked elsewhere, and it was an improper adjustment. Luckily, I saw this interesting video, and I didn't mess up my carburetor! Once again, you've helped me a lot with your lessons!! THANK YOU
Hey I’m glad it helped! Congrats on getting the work done! 👍
Again, thank you for the informative video! Wealth of knowledge and well presented.
Very appreciative that you took the time to watch and comment. Thank you!
Another informative video!!! Thank you!!!👍👍
Thank you! Glad you enjoyed it.
Yep on a brand new no need for throttle bushings but on my old Carter AVS 70 440 app... I've done it and it is rock stable at idle kit cost was $60 but that was awhile ago.
Very good carburetors that's for sure.
Yes sir!
I have had quadrajets, Edelbrocks, and Holleys and they all have their own problems. I really don't have a preference when it comes to carbs. Maybe I'll just switch to an EFI unit.
@@ck4181 yeah I did a resto mod to a 65 mustang used a 5.0 fuel e motor it was awesome.
Thanks for the video.
Thanks for watching!
That tolerance has never entered my mind in 40 years of using and rebuilding AFBs. Not a problem.
Good video Brian, especially since I am over in Eastern Washington, and going to drive the 55 tomorrow, even
though or Edelbrock has worked really good after the rebuild, just nice to know about the throttle shaft, catch you soon buddy😀😀
Enjoy your time over there!
Great information as always
Thanks!
The choke plate rattles some on my 1406. It gets annoying at times. I also had that same carb on a Blue Print Engines 400 small block Chevy and I had trouble tuning the idle. The engine came with a A.E.D. 750 HO carburetor based on a Holley 4150 double pumper and I was having an issue of running extremely rich at idle with that carb so I switched over to the 1406 because it was all I had. I replaced all the gaskets and the power valve and it was still fouling my plugs and blowing a cloud of raw fuel out the exhaust. I just found out a couple days ago that it was a tiny gasket under the the primary accelrator pump discharge nozzle was leaking at the base and flooding my engine with gas. It was really hard to see which is why I overlooked it so many times. But back to the Edelbrock is I could not get the idle right no matter what I tried. The AED was 4 corner idle, had holes drilled in the primary butterflies and had an adjustment for the seconadry throttle blade. I guess all carbs have their drawbacks.
True. All carbs have their limitations, but put into the right situation, they all have way more upside. Well, other than the Chinese knockoff garbage out there. Getting the right settings is all about making the combination work. Just takes time and not over looking the other systems that effect a carburetors operation.
How do you feel about the new black powder coat finish on the AVS2 1905?
The black plasma? I have one that I’ve used in a few videos. The pictures and video doesn’t do it justice. They’re a beautiful finish.
@@MuscleCarSolutions I'll look for that one. But the 19053 is listed as black powder coat. Which is the one I'm looking at. Trying to decide between a 1905 and 19053.
@@ericdolby1622 they’ve had that finish out for years. It’s durable and looks good.
I have used AFB's on my '67 SB 300HP Vette (142K miles) since '74 and could not imagine using any other brand I have had very little issues and referenced your videos and found answers. Something I have always wondered about is the dual inlet fuel capability. I don't have a need, but is there any advantage to plumb this, be it street or performance application? Thanks.
Would love to see him answer this. I have wondered the same as the carb I use on my race car has the dual fuel ability as well
Easy! Some cars have the pump on the drivers side and that’s how it was routed from rye factory, and some on the left. The option is open to switch sides if needed. Or if you’re feeling froggy, Edelbrock offers a dual feed option, but I’ve not seen many circumstances where that was a fix to a problem.
Another great video,do you have to change metering rod's and jet's as a pair, I should know this after watching all your videos, keep them coming
Nope! Just follow the tuning chart. Sometimes it’s just a jet change and sometimes it’s just a rod. Sometimes both! The tuning chart is an amazing tool to help walk through that change. One of the brilliant things about the Edelbrock carb.
Biggest problem I’ve seen with the Edelbrock that I worked with is if you have too much transfer slot showing at idle, you will never idle carburator correctly. Seems to be more of a problem on these at least the ones i worked with. so if you can’t get the idle correct, make sure to transfer slot is not showing too much.
Covered that topic extensively in a few videos. For sure not exposing the transfer slot helps get the proper idle rpm and operation in transitioning to power mode. Most of the time, I don’t expose any on a Holley either. AFR will usually prove it’s not worth it, depending on the application.
Awesome info. May buy another AVS2 and hope I have better luck for the 80Z.
What was wrong with the first one?
@@MuscleCarSolutions it would run rich no matter how it got adjusted. I even had a carb guy maybe almost as smart as you (LOL) and he gave up trying. It went back to summit LOL. The qjet ran so much better.
@hybridmusclegarage4590 when did you send it back? I know the warranty guy at Edelbrock. I might be able to get my hands on it.
@@MuscleCarSolutions its been like over a month a ago.
Greetings!, please tell me what is the operating temperature of the v8 engine large block Ford Mustang Shelby GT500 with a volume of 7 liters.
Too many factors at play to give an exact number. 160-220
@@MuscleCarSolutions thanks 👍
I have a problem with my Carter fast idle. The choke (electric) works fine. But the fast idle has been messed with. I cannot find any info on where or how to put the parts on correctly on the throttle linkage side. Other than that it's been flawless on my 302.
Which Carter do you have?
Have a avs2 on a 350 Chevy installed approximately 2 years ago ran great when installed just a little rich no tuning changes made now running very rich from idle all the way up heavy black smoke on rapid acceleration any idea what would cause such radical changes without having changed any tuning?
It’s always difficult to understand why something ran one way and then over time ran differently. I’ll for sure sure always ask these same questions and make most of these same comments on situations like yours. What’s your fuel pressure set to? What size is your carburetor? Have you serviced/cleaned/rebuilt it recently? (Ethanol blended fuel is absolutely awful on fuel systems and carburetors). Likely it’s just the continuous deterioration of a poor situation to begin with. Luckily, it’s fixable!
@@MuscleCarSolutions it’s a 650 carb no rebuild or cleaning since new 2 years ago it does have a pressure regulator
@@MuscleCarSolutions pressure regulator set at 5 psi
It was at 5 I turned it down to 3.5 and it seems to have cured it
I thought that was the choke pull off port
Just to keep it cool. The choke is controlled by the thermostatic spring.
Bcoz its cheap
Made the same way through 50 years of made in the USA in Sanford NC. It just works!
@MuscleCarSolutions these carbs just flat out work. I have a pair of 800 AVS2s on my hemi. Work great on the street and knockin on the 9 second door at the track with NO tuning except putting in lighter springs.
@@barryyount34 imagine how much better they’ll run once you tune them! 👍