i pulled a edlebrock carb off my engine replaced it with a holley and it came alive both where new carbs quadro jet is a way better carb plus u can drill it out easy to work on just u must reseat the fuel bowl on the lead plugs or if it leaks at all it will affect the secondaries. the edlebrock i feel is the worse carb and the cheapest carb on the market junk not worth the money . u do know u will get better performance out of a quadro jet then a edlebrock carb and u can drill it out to 1150 cmf's . i have a bunch of edlebrock carbs most i got from rigs that they put one on and when i get it, it comes off and goes in a pile

My solution I used for your “ugly” was getting the Edelbrock part# 8128. Remove the feed plug on the driver side of the Edelbrock carb and install the part# 8128 dual feed fuel line. It keeps both bowls equally full at all times. So it doesn’t matter if you make hard turns or go off roading like me, after I installed this dual fuel feed line those problems went away.

I got fed up with trying to learn about carburation on my own when I was in my early twenties, so I bought a book from a guy named Doug Roe. This guy was employed at the Rochester Quadrajet factory for General Motors and then I started learning about Quadrajet carburators! I highly recommend this book of his knowledge this man filled the book from front to back where a second grader could start rebuilding carburators! But the guy on a webber carburator video I watched last year said it best! That screw on the side for the throttle plates has no tuning purpose whatsoever! That it needs to be adjusted to where the throttle plates don't come back and contact the bore wall if it were to be snapped back and then released! If you go gettin crazy and and try using the adjustment to raise your idle you will get into the off idle circuit and it will fall on it's face when you punch the throttle from a dead stop! 😉

I hear you talk about heatsoak on carburetors , particularly Edelbrock . one helpful thing that I found is besides using a phenolic spacer , is to also use a spacer on the air cleaner , that is hood space alows for it .  I installed a Edelbrock phenolic spacer which is actually only about a 1/4 " thick , and I also installed a 1" tall spacer between my air cleaner and carburetor in my truck , and it really helped it out a lot with heatsoak , because the extra space lets the heat disapate from the carburetor instead of the air cleaner just holding the engine heat down over top of the carburetor .  and it also has a smoother idle on hot days . Tim from Wisconsin.

I put aclerator pump part number 1468 for a 800 in my 650 avs. It help a lot

I can not overstate how important proper fuel pressure is for proper tuning of your Edelbrock carburetor. My suggestion check your pressure, add a regulator if necessary before you even start tuning. 5.5 psig seem to be optimal for my AVS.

I run two Edelbrocks one on a Pontiac 389 (1964 Bonneville) & one on a GM 305 (a 1978 motor in a 1957 GMC) and both are great.  I do not ever push anything hard so in my world these are near perfect.  It did take time to get the needles, springs and jets within my needs.  Early days it was run it and look at the plugs but now I use an air/fuel gauge.  Not hard to fit and worth the time and makes tuning so very much easier.  I have some videos on this but overall there are more detailed ones.  I have worked with Holley carbs but don't like them as much as Edelbrocks.  I run a Weber on a 1970 Triumph Spitfire and loved learning about them (a sync not progressive) and there the air/fuel gauge was a must.  Just wanted to toss that in.  If anyone out there wants to add an air/fuel gauge be sure to shop around and get the best quality you can.  My first one didn't last but a few days.... just shop and you'll see.  Hope that helps.  Bobby

I but a comp cams thumper kit into my brothers 65 T bird 390 FE, I fitted an Edelbrock 600 CFM electric choke carby, the car had a flat spot when the secondaries engaged. I fitted a set of main jet needles from a non elcetric choke carby, then adjusted the secondary choke plate to come in a bit earlier. Problem solved without dismantling or removing from the motor, including the road test I reckon the whole operation took about 45 minute’s. And to think that I spent hours trying to get the original ford carby to work properly and a new original ford carby was twice the price of the 2nd hand Edelbrock I bought off eBay, now the car sounds good, goes really good and run’s perfectly.

I once went to the drag strip driving my 700cfm AFB by edelbrock, and had with me 4 Holley carbs, it was a test and tune night at the local drag strip and I had a pretty good selection of the Holleys, one was an 830 annular discharge model, another 750 cfm double pumper, a 650 cfm double pumper and last a 600 cfm double pumper, I put each carb to the test and recorded their ET's and trap speed as well as the 60 ft times, after those 4 attempts I saw I had enough fuel to try one more pass, and since there was another hour before closing, (this was at the former LACR strip in Palmdale) I put the 750 cfm AFB back on and give that a try; what a revelation! The AFB beat ALL the holleys everywhere it counted, better ET,  higher trap speed, faster 60 ft initial roll.  From then on I sold off all the holleys and concentrated on learning all I could on testing and tuning the AFB. It paid off with powering my Nova to an 11 second ET and was always reliable and never leaked fuel on the manifold, and its adjustability is just crazy, you can do everything with this carb, its really a work of inspired art and superior to everything out there. I now use a Camaro with a 305 for just transportation and on top of it is a 500 cfm AFB that I dialed in for daily driving, and gets 17 mpg in town and 25 on the freeway. Never has a problem, idles well and always starts easily, plus has a good vacuum signal and powers onto the freeway easily, and has the drivability of a fuel injected car without all the complexity!  Truly the best carb out there and still affordable!!

Takes me back to the days of AFB's & the WCFB's. The AFB's are the hot ticket for inline dual quads with those side mount fuel bowls. Like the Q-jet & Holley's spread bore models the AFB is a very PRECISE metering device. The SOUND of fire walling those Q-Jets with the air cleaner lid reversed & that BAW-WHAW sound when those big secondary sewer lids opened up I can never forget! It sounds like Edelbrock has taken the ole AFB to it's maximum performance level. To put a twist on one of General MacArthur's quotes "Old carbs never die, they just get rebuilt!"

Heat soak fix $30 phonetic inch spacer or wood spacer. Dropped carb temp almost 70°

Question:
I have a 1409 I may be using on a GM marine 4.3 V6. The engine had the GM cast iron marine spread bore intake. Edelbrock says you need to use their 4 hole adapter not an open adapter. I see a number of places selling turn key engines with Edelbrocks and none seem to come with that adapter, I see them using that thin adapter plate. What do you all think? Can’t really change to an Edelbrock intake for this application or else I would. It has a QJet on it now. Yeah it’s complicated! I tried a Holley and had no end of trouble with it….

About the ugly, my Edelbrock AVS used to stutter and stumble on hard lefts just like you said.  That was with a rubber fuel line.  The problem stopped after I installed the hard fuel line 8126 on the passenger side.  It may be coincidence, and I don't why that would have fixed the problem, but it went away after that change.

One my newest but favorite no nonsense channels now. Thank you

Good confirmation of a lot of things I've discovered through real-life work. Especially that sharp left-hand turn issue. That's real! It's a pisser. But I'm glad to know there's nothing I can do about it. 😅

The dual fuel fill should help. Fuel going on both sides

Great video. BUT a hard left turn would uncover the passengers jet, not the drivers side jet like you demonstrated. Did you mean to say a hard RIGHT turn? Thanks for sharing your knowledge and for the quality videos.

On the ugly part I think that the reason you can starve for fuel in a left hand turn is that centrifugal force keeps the fuel from transferring to the driver side. The small capacity of the float bowl is not enough to keep up with demand. That is also the accelerator pump side so that diminishes the capacity as well.

Great video, so helpful, I managed to improve the fuel starvation issue when cornering by having 2 fuel pipes, one supplying each float chamber.

This side of the pond, most seem to use Holly carbs, mostly because of availability.
Over here the most popular applications are for the Buick derived Rover built 3.5 or 3.9 Ltr v8. They rarely make a genuine 250 hp in tuned form. The Elderbrock is night and day better than a Holly for that application.
As for the fuel surge in corners, start with a higher fuel level and twin feeds. Just something we learnt at the track