I'm Not familiar at all with them. Never hear much about them either. Do they hurt power? Hard to tune?

Semi -easy to tune....Small float bowls, drain to easily before getting the bog out, lack of bigger squirters, and generally you never quite get the afr the way you want with metering rods and jets. Almost need custom rods....Two are best, this way you get two squirters...Great starter carbs. Tough to make them too rich.

They work great for street driven cars. They do give up a little power to a Holley design but the idle circuit is superior. I've run them on a variety of big block stroker motors and they are excellent street carbs.

Andy pretty much covered it... when my ex (Mirada) was street driven I was running the old MP .484 cam (340) and this carb had great street manners. I bought the electric choke for the 750 I had, but never installed it. Engine started quite well without it.

they are great to just bolt on a car, set the idle and go they work great, but to make power and be able to tune it rersonably a holley style is a no brainer to me anyway, the acc pump seems to me a common failure though, then they are really hard to start

Good street carb. Easy to tune - come with an excellent tuning manual. Float bowls are too small for a serious fuel drinker.

I can relate. I've been a Holley guy for a long time and recently was forced to live with Edelbrocks. My FHO Hemi has two Edelbrock 1805 Thunder Series 650 CFM carbs. These are designed for single carb applications not dual so they can dump a lot of fuel and had been leaned out considerably. So recently, I was driving it on the street and it being Fall, the air is really good around here and I when I stepped on it, I could feel the engine lean out and pop. I have a wide band O2 sensor and could also see it leaning out. I knew I was planning on running it at the Nostalgia Drags at Capitol on Saturday and knew I needed to fatten up the carbs. It was a piece of cake. I changed the front metering rods. Think of these like restricting the front jets so they control how much fuel the jets allow. The secondary jets are simple to replace. Just take the top off. It's about the same level of effort as taking the bowls off a Holley except you only have 1 fuel inlet to disconnect instead of 2 and, you need to disconnect the accelerator pump - it's easy with one clip. You can leave the fuel in the bowl while you do it. I changed the secondary jets from .086 to .092 and went to slightly smaller metering rods in the primaries - Tim Banning's suggestions . They allow more fuel through. The only thing that made it harder was the fact that I had 2 carbs to deal with.

So I took it to the track on Saturday. I had no idea how the Edelbrocks would feel. I had no idea how they would perform and if I had the jetting right. I was rewarded with a second pass of 10.03 @ 134 and 1.37 60's. I'm pretty sure I could have run some nines if I had time to experiment with them. Those carbs worked great. Zero issues. The car was deadly consistent. I'm a believer now...

http://www.tdspeedshotz.com/wp-content/g...015-CR-1225.jpg

http://www.tdspeedshotz.com/wp-content/g...015-CR-1419.jpg

I use an 850 Speed Demon and have to say it offers the best of both worlds.

Drivability is great and they perform as good or better than a similar sized Holley.

Can`t stand em, just like vac secondaries and street avengers...........Just my personal opinion, however in dual carb applications apparently they shine.......

because they suck! everyone knows that the holley is the only real carburetor for a muscle car.

oh... wait...

LOL! I like my 1406. It does a great job keeping my papers from flying away when all the doors are open in my shop.

For what its worth I tested a pair of Pro-Systems Holleys on mine this year. It went a best of 9.02 with a string of 9.0x@148+. I reinstalled my old box stock Edelbrocks went a best of 9.11 with a string of 9.1X@148. both sets were jetted very close. Air was with-in a few hundred feet on 4 different days of tests. The track was poor during the Edelbrock tests. 60 ft was off .05 average. Some of that could have been the carbs as well but I feel on a good track it could go 9.0x. The amazing thing is that both sets mph very close.
Doug

Running good with what everyone else thinks is junk is part of the satisfaction of being a mopar guy.

i believe there are two causes for the negative reviews of the AFB type carb. first is ignorance, second is OOTB calibration on the edelbrock carbs isn't ideal. they are very different to tune vs a holley but are much more forgiving when a tune-up error is made. a lot of poor internet advice doesn't help.

Sixpackgut's car ran REAL good w/ the big block and a pair of Edelbrocks on a tunnelram.

The CarterBrocks are not a bad design carb, there are just better choices today for most of us. I rarely install them mainly due to 3 issues; they often have a poor tune out of the box. They are more difficult to tune and to find tuning parts for. And there are superior designs readily available.

Compare the price, tune and design features of the new Street Demons, and I do not understand why anyone would buy a CarterBrock.

because they suck... ok to be fair they work well on a street car, meaning not raced. If you want to go racing with them you'll need two. Not hard to tune, they just don't tune well. If you run a mild BB you'll need the 800 thunder.

I've won a fair amount of races in both Pro and N/SS with them.
Doug

Ran a 1406 on a stock 400 in a big old Newyorker a while back. Came lean out of the box, but easily fixed with needle / jet change. Only issue was it had a tendency to heat soak in real hot weather. Went back to a modified TQ and the heat soak issue went away.

Now that's a sweet looking car