The intake used in photo,dose not work well on the street{ low end is poor.,too much space under carb, but works well at the drag strip. Likely both carbs are too BIG for 327.= nether is better; CFM,for a 327 should not be over about 600,except if super mod's* have been done.? As for carb designs,both when in good shape*,work well on engines they fit.
Neither, and what Dana said. Unless it has a very large cam, some serious port work, and you intend to run it at sustained high RPM, you only need a 500cfm carburetor. That should be sitting on a dual-plane manifold.
Also, I noticed that you have centerbolt heads (often mistakenly called Vortec, but that's not what you have). Those are from either a 305, or a 350. If they were sourced from a 305, they have large lumps in the intake ports, to create tumbling of the intake charge. They are NOT high flow heads. While that is fine for the street, what might not be is that they have 58cc combustion chambers. The average size of a combustion chamber in the 327 era was 68cc (some were smaller). On a 4-inch bore, with about that stroke, 10cc's equals roughly one point of compression ratio. You may have just raised your compression by one-full-point. Depending on what pistons are in there, you may now have unacceptably high compression.
If you have both carbs already sitting on a shelf, the Edelbrock is the better option because it limits airflow to demand. If you're looking to buy, something in the 450-500 cfm range is more appropriate. Devin
The Holley is the one that will limit airflow to demand due to the vacuum secondaries. An Edelbrock AVS sort of does that with airvalve on the secondaries, but not as well as the Holley in my experience...
Also, there's no such thing as a "650 Edelbrock ", unless it happens to be the AVS version. 500, 600, 750, and 800.
Minor correction, the 350’s had larger combustion chambers, 63-5 cc. edit: just speaking of F bodies.
It seems to me that before you make a carb choice you may want to research what you have, engine-wise. See if you can get some engine numbers off of the pad on the front of the engine on the passenger's side, maybe a casting number off of the block (back behind the distributor) and heads (pull off a valve cover). Post the numbers or pictures. Maybe some info from the engine builder? That info will help to determine what you have as far as the short block and heads. That intake manifold is probably overkill for your engine but that doesn't mean it won't run ok, it just won't perform at its best. An Edelbrock Performer or Performer RPM (or equivalent) with a 600 cfm Edelbrock or 600 cfm Holley carb are the most commonly seen setup these days. Both are easy to find and not too expensive. But knowing more about the engine is essential to making a good choice. Diggin' those white fenderwell headers!!
I tried an Edelbrock 500 cfm on a 305 and didn't think much of it, performance wise, compared to the stock 2bbl. My 327 did not like a Holley 750 I tried on it. Also tried a single plane intake and it wasn't happy. It is now very happy with a Performer RPM manifold and a Holley Street Avenger 670 CFM carb. My 327 has 462 double hump heads (unported) and a Comp Cams Extreme Energy cam and flat top pistons. Gary
This in a hot rod forum, so most folks here will answer an ambiguous question such as this with a performance answer. But we are also getting questions from folks building non-hot-rods, as chatter on the internet seems to favor answers from folks on this forum. In any event, BEFORE worrying about selection of a non-stock carburetor, the enthusiast should consider: Current state of tune of the engine Proposed state of tune of the engine if other mods are projected Use of engine: street, high performance street, straight-line racing, circle racing, BENCH racing Type of transmission Mass of vehicle for which the engine is being built Once these questions have been answered, one can determine desired carburetor size As to brand of carburetor: generally best to choose that brand which the enthusiast, or the mechanic used by the enthusiast, feels the most comfortable doing modifications and tuning! Jon
The AFB (Aluminum Four Barrel) and the AVS (Air Valve Secondary) both have vacuum operated secondaries. They mainly differ in the way the secondary opening rate is controlled. The AFB has a counter-weighted secondary air valve and works quite well when mated to the correct application. But there are a lot of variations of these carbs to consider if swapping to a different engine combo. You can adjust the secondary air valve opening rate but it can be a tedious procedure. But the changes are more permanent and not easily reversible. The AVS uses an easily adjustable spring-loaded secondary air valve. It adjusts in essentially the same way as the secondary air valve on a Rochester QuadraJet. You just change the tension on the spring with the carb still on the engine. And that makes it very easy to adjust to the differences between using an automatic or manual trans, a stock or high stall torque converter, a 2400 lb. car and a 3800 lb. car, a 3.08 or a 4.56 rear axle ratio, etc.
I realize we are not discussing Carter AFB's in this thread, however, lest the comments might be found by some to bleed over to genuine Carter. I personally find the AFB secondary much easier to adjust than the AVS, however I recognize that the average enthusiast will not have the parts inventory that I have readily available. When adjusting the air valve on the AFB, it is very important to understand the air valve function, and look at how Carter ENGINEERS solved adjustment. I have had AFB's come in where the weights on the air valve were ground to almost nothing, and conversely, where additional weight had been added; when changing the mass of the weights was the incorrect approach. In general large displacement, relatively lower RPM engines require a lower attack angle than lower displacement, high RPM engines ("torquers" versus "screamers"). Example: put a "Chevrolet" AFB on a Pontiac, and expect a secondary transition hesitation. Conversely, placing a Pontiac AFB on a Chevrolet, and the engine will not increase RPM's as quickly as it should. Borrowed from the signature block of a friend on a different forum: "engineers do things for a reason". Carter produced dozens of different attack angle / weight combinations. If one has the inventory, and understands what Carter was doing, pretty easy to install the correct air valve assembly. As Clay mentioned, unlike a spring that can fatigue, once the correct air valve is installed; it never goes out of adjustment. Many may be unaware that Carter offered the AVS as an aftermarket carb once the TQ allowed Chrysler to switch and still pass smog emissions; but while they are listed in the catalogs, Carter sold so many of them that in more than 50 years, and thousands of AFB's, I have yet to see an aftermarket AVS!!!!! Wonder why? Jon
Interesting... I've only seen one AFB with an air valve on the secondary and that was from a 430 Lincoln many years ago. Guess all the rest that I've torn apart have had that part removed over the years. And I know how AVS carbs. work, I've got two of them on the Cad 390 in my '40...
Yikes. All this discussion about AFBs gave me a flashback to an old thread about the actual existence of a true vacuum secondary AFB! https://www.jalopyjournal.com/forum/threads/carter-carb-id-help.518708/#post-5720090 And I'm pleasantly surprised that I even remembered about it from way back in 2010!
Yes, I've found Edelbrocks to be a "set it and forget it" carburetor. Once they're dialed in, they tend to stay that way for quite a while.