wheres best place to buy edelbrock carb

[BCOWANWHEELS]

I a, thinking about a new edelbrock performer 500 cfm carb for a 307 sbc engine i,am building. anybody have any experience with these carbs ? hows the quality and wheres the cheapest place to buy one. CARB NUMBER IS 1404 MODEL
thanks for all help
bob

[Shyguy]

Summit has them in their catalog.

Jegs probably does also.

Summit has a manual choke model and an automatic choke model.

The manual choke model is a lot cheaper.

Danny

[BCOWANWHEELS]

yea i seen them. my local oreilly,s has them for same price. i was lookin for a good deal i guess.

[highperf4x4]

go to ebay then

[ChevLoRay]

I have an Edelbrock 1405 (manual choke, 600cfm) that I have tried to get a WIW on. I pulled it off of my truck and put it in the box that my Edelbrock Q-Jet was in, and I have the Edelbrock rebuild kit for the 1405, too.

So, I didn't tell you where the best place to buy one is, but I do know where you can get one.....

[Daves72'GMC]

got mine from summit.

[BCOWANWHEELS]

Ttt

[Green Machine]

Best place for me is right here on the parts board. I have purchased 2 1406 carbs with electric chokes from the parts board here. Both were low miles/age and had not been messed with. You will want to download a manual from Edelbrock's web site and verify float level and jetting. I'd check the float even on a new one as several have commented the even the new ones can have misadjusted floats, maybe from shipping.

I saved a ton of money buying from here, and when I need another one I'll check here first. The 1406 is the most popular model and easiest to find. The 600 cfm models will not be too big for your 307. I run a 650 cfm Holley on our 68 307, and a 600 cfm 1406 on our 305. As soon as I can get a new intake for the 307, it is getting a used 1406 also.

[Longhorn Man]

a 600 is actually way too big for a 307.
The 500 is not a common carb so getting one used is not likely, pluss, in all reality, I have had bad luck with used carbs myself, even after a rebuild and tune they never seem to work right for me.
I don;t know what summit sells them for, I normally just walk into Jegs. If you are going to run it on a Q-jet intake, then I highly recomend the proper adapter from Edelbrock, it's a million times better than that crappyt Mr Gasket thing you have to flip upside down to use.

[special-K]

The 500s aren`t so common,so finding one here would be rare.i`d think Ebay would be the only place to find a new one for less than the discount houses.I don`t really do Ebay so I can`t suggest a seller.But,I know there are online stores that sell stuff crazy cheap there.After all,Ebay doesn`t sell anything but an opportunity to list items or sale,right?

I think you`re on track with the smaller carb.years ago I built a 307 in spite of all the nay-sayers and I loved it.It moved a`71 K/20 right along and that was with 14.50/37s(4.57s).I used a spread bore 450.it was a Holley performance carb,not an Economaster.With the RV cam,heads,HEI,bumper compression it had power on demand and got good mileage on the hiway.

[jholley]

Jeg's runs pretty good sales from time to time.

[Green Machine]

I'll have to respectfully disagree that a 600 Edelbrock is way too big for a 307. Thats the good thing about a vac secondary carb, it can adjust for proper air flow.

Another interesting thing is check the venturi and throttle bore sizes from the edelbrock manual, the 500 and 600 are exactlythe same ! I don't know what they do to de-rate it to a 500, but there is darn little difference. We have a 650 holley on the 307 and a 600 edel on the 305 and they work just fine.

Just trying to save him a few bucks, since the 1406 is much more common they are cheaper. Most board members on here honest and will sell you a good part.

[toddtheodd]

Originally Posted by Green Machine

I'll have to respectfully disagree that a 600 Edelbrock is way too big for a 307.

I am going to have to respectfully disagree with your respectful disagreement.

You take engine size times maximum rpm, and divide by 3456 (that comes from another formula that deals with how many pistons it has (v6 or v8).

So... 307 x say... 5500rpm = 1688500... 1688500/3456=488.
So there you have it, a 307 at 5500 rpm... at 100% efficiency (which we all know is HIGHLY unlikely) is only capable of moving 488 cfm. So a 500 would even be a little large. A 450 would be better.

As far as why it would be too large, it all has to do with the venturi effect. The speed of the air moving past the jets is what pulls the gas into the motor.
Think of a garden hose, and a sewage pipe, both moving 3 gallon per minute... that garden hose will have plenty of pressure, pushing water out into a nice arch when you aim it up... a sewage pipe would just have a barely moving stream along the bottom...
The same thing happens with a carb on a motor. If it is too big, you end up with that little stumble when you hit it from a stand still. It's because the jet isn't getting a good signal from air trickling along the sewage pipe sized bowls.

[toddtheodd]

Doing the math backwards... an 1850 king demon carb would need a 752 cui capable of spinning 8500 rpm.

[BB72CHEVKT]

Here is a reman direct from Edelbrock
http://store.edelbrock.com/performer...nditioned.aspx

[leddzepp]

Originally Posted by Longhorn Man

a 600 is actually way too big for a 307.

I respectfully agree.

[cdowns]

speedway motors has good prices

[toddtheodd]

Did some more math y'all (all math is using 100% efficiency)
For a 307 to need a 750 cfm carb, it would have to spin 8500 rpm.
For a 307 to need a 600 cfm carb, it would have to spin 6750 rpm.
...
For a 350 to need a 750 cfm carb, it would have to spin 7400 rpm.

This math was brought to you by Eagle Soaps...

[Wrenchbender Ret]

There are Edelbrock carbs showing up all over at swap meets & Internet sales website. That is the cheapest way to go & put a kit in it. You see them for $50 on up. Ive never tried both CFM but I doubt if you would notice much difference. Most of the CFM rating is in the secondary & won't affect low speed drive ability. The secondary air valves are not adjustable though unless you change the weight of the counterweights.

[highperf4x4]

I know we're not arguing about carb sizes, just having a friendly discussion but I have to point out that Green Machine is absolutely correct. Any carb that has "vacum secondaries" is essentially "variable cfm" That means the engine must pull the secondaries open. If it can't do it, it won't. How far they will open is determined by the vacum in the intake and the adjustments you make to the tension springs/linkage rods.

So, "doing the math" only applies to mechanical secondaries. Will 600cfm be more than the 307 needs? Yes. Will it make any difference on a vac secondary carb? No.

Here's a prime example. Gm put 750cfm rochester quadrajets on pretty much every sbc engine it put out for many years. This includes the 305. Is 750cfm more than a 305 needs? Yes. Did it hurt the performance? No. Because they were vacum secondaries.

So, the best advice I can give you is to go with the 600cfm 1406 as it's alot cheaper and much easier to find. The performance will be the same.

[toddtheodd]

Originally Posted by highperf4x4

I know we're not arguing about carb sizes, just having a friendly discussion but I have to point out that Green Machine is absolutely correct. Any carb that has "vacum secondaries" is essentially "variable cfm" That means the engine must pull the secondaries open. If it can't do it, it won't. How far they will open is determined by the vacum in the intake and the adjustments you make to the tension springs/linkage rods.

So, "doing the math" only applies to mechanical secondaries. Will 600cfm be more than the 307 needs? Yes. Will it make any difference on a vac secondary carb? No.

Here's a prime example. Gm put 750cfm rochester quadrajets on pretty much every sbc engine it put out for many years. This includes the 305. Is 750cfm more than a 305 needs? Yes. Did it hurt the performance? No. Because they were vacum secondaries.

So, the best advice I can give you is to go with the 600cfm 1406 as it's alot cheaper and much easier to find. The performance will be the same.

Unless it's a quadrajet, the primary bowls are the same size as the secondary bowls, so it WILL affect low end grunt from the red light. Quadrajets have small primaries, and huge secondarys, hence the term "spreadbore". The small primarys were great for cruising around town and provided torque. The huge secondarys were for when it really opened up.

Originally Posted by http://www.carburetor.ca/carbs/tech/Rochester/Quadrajet-index.html

(bold part added by me) The QJet is a large 4 barrel carburetor that has a small primary side for fuel economy and good emissions and a large secondary side for good performance. QJets have a maximum airflow of from 750-800 cfm. Because the secondary side of the Qjet opens according to the airflow requirements of the engine, the same basic carburetor size can be used on a large range of engine sizes. The basic 750 cfm QJet casting is used from 231 CID to over 400 CID - the big secondary air valves open only as the engine breathes. For example, on a mild 350 Chevy the air valve will never open all the way - because the motor can't use more than 600 cfm or so.

quadrajet:


square bore:

[highperf4x4]

Originally Posted by toddtheodd

Unless it's a quadrajet, the primary bowls are the same size as the secondary bowls, so it WILL affect low end grunt from the red light. Quadrajets have small primaries, and huge secondarys, hence the term "spreadbore". The small primarys were great for cruising around town and provided torque. The huge secondarys were for when it really opened up.

Thanks for the lesson but that should be common knowledge for anyone that's worked on a carb and has absolutely nothing to do with what we're discussing. I believe I also implied the benefit of a q-jet. Otherwise GM wouldn't have used them for so long on so many engines.

Low end torque is directly affected by manifold vacum. That's why the small primaries of a q-jet provide more low end torque than the larger primary square bores. It's also why a dual-plane split plenum manifold provides more low end torque than a tunnel ram. That should also be common knowledge.

What we're talking about is the cfm of carb at wot. wot= wide open throttle.

We're also talking about vacum secondaries vs. mechanical.

I didn't see him ask about the difference between a q-jet and a square bore. It's good that you went in this direction though. Might offer him more choices.

Bottom line is, he is better off with the 600cfm, electric choke, vacum secondary.

[special-K]

Didn`t GM use as big as 780 cfm q-jets on 350s?Vacuum or mechanical secondary makes a big difference.Vacuums are progressive and operate on draw,otherwise known as engine vacuum.In other words the engine asks for what it needs.There is such a thing as too much carb.But the combos are about infinate.Many things come into play,not just carb size.A carb "can" be too big for a certain desired result.That`s why there`s umpteen million different 4bbls and carb designs and consumption varies relatively little between displacements.It`s all about the combo.

[ChevLoRay]

I know comparing carbs is off-topic for the original post, but even though the Q-Jet was new in '66, GM put Holley's on their big blocks. Later, some Pontiacs had a "huge X large" Quadrajet, which brings big $$ from what I read. I didn't pay attention in school when the Z-28 350 came out in '70 1/2, so I don't know what CFM they ran. But, there have been some big CFM AFB's, too. The Edelbrock that BCowanwheels wants is an AFB-derived carb.

[BCOWANWHEELS]

Think i,am going with a oreilly's holley reman q-jet