I really wish all your info was available 15 years ago. I’ve accumulated so much bad info through the years. I stopped trying. I chalked it up to “it runs”. Thank you for helping me rediscover something I loved. I’m the in-between generation where auto shop left and computer class took over. Really had nothing to go on. These really do help.

Thankyou for the time and detail you put into your videos. for the beginner which I am this info is priceless and will be applied on my small block 350 stroker.

A couple of years back you posted a video on how to pick the correct size cfm using max rpm and CI. After viewing that video I picked up a 1901 AVS 2 / 500 with a tuning kit and very pleased with the results, great low end. I was running a Motorcraft 4100 / 600. My #1 issue is Calif gas - ethanol with the winter blend being the worst!

Keep the great work!

You very clearly demonstrate fundamentals of the operation and tuning for carb engines.
Over the years I’ve heard many different thoughts on this subject, your video has helped me understand what’s happening.
Good video.
Re; making multiple changes simultaneously.
Every once in a while I get bold and do it, and often it bites me and causes more effort and problem determination.
Doesn’t matter what type of machine, hardware, or software …. One change at a time is the most productive method.

I run a Holley 4777 650cfm double pump, Edelbrock torker intake on my 88 mustang 347 stroker, C4 transmission, 10:1, Lunati 351W .496 int. 512 exh. Camshaft 3.73 gears and for me its perfect running at the strip.
My 1970 Monte Carlo with 355 CID, vortec heads, Edelbrock performer rpm and a 600cfm Edelbrock carburetor, powerglide transmission and 2.73 gears. It moves and keeps climbing on the freeway.
So I have small carbs on both and tried bigger and it was sad. I think my jets are as close as good, both are regulated at 6.5 psi.

Great video. Looking forward to the 950 CFM to exaggerate the point.

Having that FAST system on there REALLY illustrates something that's not easily conveyed to most people. Is there a way to screen record it an inset it in the video?

Also, I imagine the 950 is going to be a mechanical secondary Holley? I think you might have better results than the smaller AVS just due to the different metering circuits/tuneability of a Holley. Either way, I look forward to the next one.

I love the video. I really wish you can show all the parameters together on a display along with the “issue”. So many things to keep track of I would love to learn a logical path to getting over the finish line.

I have a 383 stroker over 500 hp & tq with 200 intake runners.
I started out with the same carb 800AVS.
It was okay but I wanted a more race carb.
So I bought a Holley 850DP which I was pretty happy with but it seemed to go pig rich at above 6k rpm.
Then I met a race carb guy and he told me my 850DP is just too big for my engine.
Engine masters came up with the same issue.
So he built me a Holley 750 DP and that was just right (the 3 bears 😁)
He told me for a built 350/355/383/400 the 750 Is pretty damn good.

engine master's did a great 650/750/850/950 comparison on a 470hp 383 stroker. the numbers were all very close tq/hp/and vacuum. 750 was the magic carb with the 650 coming in with silver. the engine would only suck in about 600 cfm metered through a carb hat.

1973 nova 350 2bbl... removed top shelve and replaced with.. .  headers Air gap intake and a old school Holly 750 with choke tower cut off.  Ran better than it should have on paper.  went feom 80 mph to 100mph quarter mile traps

Hello and greetings from Germany.

I also bought the 800 AFS2 for my 402 engine. Before that, I had a 700 installed. Now I'm still trying it out and hope to get as much power out of it as possible.

Great channel, keep up the good work.

Good information 👍

Grumpy Jenkins ran 2 Holly 1050 Dominators on a small block Chevy in the 70's in Pro Stock. That does NOT mean that it can be done with daily driving functionality on the street. A car without a performance camshaft and long tube headers and free flowing exhaust is not going to see much if any improvement in power over it's stock 4 barrel carburetor except in extreme examples. Such as an early Chevy 283 engine with a WCFB factory 4 barrel versus a properly tuned 600 vacuum secondary Holley carburetor. With a 4 speed the 283 would show very noticeable improvement on a stock engine. There have been many Stock class record holders with Quadrajet and Thermoquad carburetors and a typical early 70's Quadrajet flows 750 cfm.

My research has led me here. My mopar 318 seems a little weak in peak power with a Edelbrock  1406. I am now thinking I many need a Edelbrock 500cfm avs. Thanks for your channel.

I know this isn’t a Rochester and GM didn’t use them on every engine, but I have the DELco #9 book, all 6 inches of it that shows settings, jets, needles, air-valve settings for everything from 1948-1979. Got a 68 Corvette with a 350 cu in, it shows the carb number and every part & step to be made. This is factory stuff. Many don’t like the Rochester 4BBL because they believe the fuel float bowl is to small! Well, in some configurations it maybe and start to run out of fuel at 89MPH. There are other ways to do this but I found to interesting. Just saying!

It really depends on your heads, cleveland engines especially the 4 barrel heads flow 265-275 cfm. They come factory with an autolite 4300d 750 cfm.

First and foremost, I really do appreciate the amount of detail that you put into your videos. Very informative. I was really curious how a 2” carb spacer would affect the air speed of the mixture going into the engine? Would it possibly counter act some of the negative effects of having a carb that is to large in cam, or would it make things even worse? Thanks for all the info and
Great job on the videos, keep em comin’

Great work as always. Man, for some reason it's fun seeing the GMC move down the road  with the tires squealing lol

Great job!