Hey man, weather you got an edelbrock or holley matters not. I have seen problems with both of them equally. As a matter of fact edelbrocks in my experience hold a better tune than most. I would check your car with a gas anylizer. GO out and buy holley, you never know your engine might like it better. Its all a matter of your cars choice.

 

how does one carburetor hold a better tune than the other?

 

Some are born with perfect pitch.

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60 Ranchero - Project ( Money Hole )
85 Sport Coupe LG4 - Daily Driver

Just another Hot Rod kid, or thats what they all tell me.
Livin' the Stereotype

 

1)one carburetor has a better designed idle and transition circuit.
2)one carburetor is aluminum and maintains a more constant working temperature.
3)one carburetor doesn't have power-valves that can be damaged or operate inconsistantly.
4)one carburetor has much fewer gaskets and has far fewer places that can develop leaks.
5)one carb has the airbleeds for idle and transition placed in a more favorable location along with better emulsion tubes.

on the other hand, a Holley carb has a better booster design and air-bleeds that are adjustable.
The downsides of the Edlebrock is that it's air-bleeds and needle/seat's are too sensitive to moisture and dirt.

I am working on solutions for the Edlebrock carb to make it at least equal to the Holley in those areas where it is weaker.

 

Hi, new here.
Since we're talking carb vs. carb, anyone know what Holley does differently when they remanufacture a Q-Jet? Having the same off-idle stumble problem, although it goes away with a small brakestand (I don't like doing it that way, though)

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DR Stevens
Car #1:
1984 TA L69 H.O.
750 cfm Q-Jet reman. by Holley, 700R4 /w/ Superior shiftkit, 3.42 lim.slip, 4whl disc, underdrive pulleys, Accel HEI, experimental dual snorkel /w/ hood louver, some sort of weird 3" exhaust soon to be replaced
Car #2:
'91 Firebird/Formula LO3
all stock except K&N air filter (but not for long!!)

 

i've seen a few of these holley reman's. they're lucky to get the fuel curve anywhere close to being even "in the ballpark". or any other area of the carb for that matter. they don't really care. it's like they slap'em together and ship'em.

 

Edlebrock and Holleys have inherently bad designs. The aforementioned about Edlebrocks by ODB and Holley's power enrichment circuit among other things. Any carb loses it's tune the second the air temp changes, how much of the tune it loses is dependant on how well the air can be mainted at the same temp/density which relies on many different situations. One that you can not control is outside barometeric pressure, most can not control air temp (open element), though the preheater tubes aircleaners get much closer than open elements. There is no point in trying to tweak a carb for daily driving because each day is different. The only time worth going "all out" on a carb is at the track. The rest is just to get it into adjustable limits.

Personally, like many things automotive, I do not have a favorite carb, because each has near equal advantages and draw backs. Right now like ODB I am modifing the bad base. I've finally completed my adjustable transition circuits and am working on a metered power valve design (very hard to do if you're not the machinist, lots of back and forth and back and forth).

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1984 WS6 Trans Am Hartop
Former L69 Car under restoration
1984 Trans Am T-tops
4-bolt main 350, performer intake, headers, Holley 650, T-5, hayes clutch, dual elec. fans and 3.23's.
Daily driver and restoration
13.98 @ 101

 

Hmm..that figures, I was wondering how the heck I was getting 23 mpg when I was doing 75 mph on a vacation trip!! Otherwise it's a dog for daily driving, however it's a consistent 14.5 at the track.

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DR Stevens
Car #1:
1984 TA L69 H.O.
750 cfm Q-Jet reman. by Holley, 700R4 /w/ Superior shiftkit, 3.42 lim.slip, 4whl disc, underdrive pulleys, Accel HEI, experimental dual snorkel /w/ hood louver, some sort of weird 3" exhaust soon to be replaced
Car #2:
'91 Firebird/Formula LO3
all stock except K&N air filter (but not for long!!)

 

With all the mods you have don't type that track time too often!! My completely stock 305 TPI wasn't running much worse than that when it had nearly 200,000 miles on it (last summer)!



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1986 Trans AM
305 TPI
200,000+ miles (speedo/odometer non-funtional! Odometer reads 142,000)
4 Wheel Discs
9 bolt Borg Warner Rear (2.77's....oh joy) :P
Completely Stock
Soon to upgrade to a 355 converted from TPI to Carb, Edelbrock 750CFM Carb, Edelbrock Performer RPM Intake, Hedman Shorty Headers, Stock casting pocket ported heads (2.02/1.60 - 65cc), XE268 Cam, Moroso HEI ignition kit with external MSD Blaster II Coil and an MSD 6-AL Box!!
Current project: Keeping my 305 running until I get my income tax returns!

 

Hey, I know it's embarassing, but it's respectable seeing as my engine's never been pulled for a rebuild, and it has a history of having the **** beaten out of it, along with too many people with good intentions but bad handiwork messing with the engine before I got it. Yeah, it's a crying shame, seeing as there's only 95,000 miles on it (which are documented). All soon to change, waiting for the tax return.

DR