The some which carb advice
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From: allen,tx
Car: 1985 Iroc-Z
Engine: 305
Transmission: t-5
Need some which carb advice
Ok guys i heres my dilema i converted my car to carb not to long and was going to put a blower on it shortly so i bought a temp setup cheap to get the car to run. Now i want to make it run right. Heres what my car is 87 firebird 350, 5speed, 350 has a comp cam xe262hr cam,stock heads,1.6rr's,super comp shorties,hooker catback,3.73 gears,victor jr intake,750dp holley. Ok as u can guess i have a pretty big bog with that setup. So heres what i am looking at i am buying an edelbrock rpm intake and want to know which one of these three carbs would be the best for my car. 1. edelbrock 600cfm 2.holley 650dp 3. 670 holley street avenger. Also how do u think it should run with the new setup? Also plan to put a 100-150 shot of nitrous on it in the near future.
Last edited by f355bird; Feb 10, 2005 at 08:03 AM.
Joined: Mar 2000
Posts: 43,187
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From: Littleton, CO USA
Car: 82 Berlinetta/57 Bel Air
Engine: L92/LQ4 (both w/4" stroke)
Transmission: 4L80E/4L80E
Axle/Gears: 12B-3.73/9"-3.89
Anything above 1500 RPMs, that setup should not bog. If it is bogging when WOT is applied above 1500 RPMs, you just need some tuning.
That said, Holley makes DPs in 50 CFM increments for a reason - too big a carb will hurt you more than a too small carb when talking about DPs. The 650 will allow you to go WOT at about 1000 RPMs - may not sound like much, but it is signficant.
After saying all that, you really should stick with a DP. Demand-based secondary carbs (Performer/AFB, q-jet, VS) will have to "recover" after every shift, which can only be avoided by powershifting. And we all know what powershifting does to a T5.
Of course, we also know what a blower would do to a T5 as well...
That said, Holley makes DPs in 50 CFM increments for a reason - too big a carb will hurt you more than a too small carb when talking about DPs. The 650 will allow you to go WOT at about 1000 RPMs - may not sound like much, but it is signficant.
After saying all that, you really should stick with a DP. Demand-based secondary carbs (Performer/AFB, q-jet, VS) will have to "recover" after every shift, which can only be avoided by powershifting. And we all know what powershifting does to a T5.
Of course, we also know what a blower would do to a T5 as well...
Thread Starter
Supreme Member
iTrader: (2)
Joined: Jul 2003
Posts: 1,153
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From: allen,tx
Car: 1985 Iroc-Z
Engine: 305
Transmission: t-5
Well with this carb if im close to 2,000 when i roll into it hard it goes but it seems like it lacking it never really screams or opens up plus this car is just weekend car to cruise around so i want to set it up to have brute power low-mid range. Dont plan to ever go above 6,000. Im missing having torque and i want it back.
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Joined: Jan 2005
Posts: 391
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From: Grand Rapids, Mi
Car: 1991 Z28
Engine: 357
Transmission: T-56 waiting to go in!
Axle/Gears: 3.73:1
ive got a brand new 650 DP carb ill sell you if you want it. E mail me at ZCap91@yahoo.com for pics if youre interested
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