Swapping carbs, maybe Holley Street Avenger?

I have outgrown my Edelbrock 600cfm and am thinking about the Holley street avenger in the 770cfm range.

Anyone have pros/cons or better suggestions?

Wanting to go double-pump but not sure if this one is by the JEGS description.

 

If your looking at the #80770 or 81770 Street Avenger that is a vacuum secondary carb so it will have a single accelerator pump.

 

Then what do I want? 4 barrel, 750-ish cfm, double pumper, I guess holley this time around. Be nice to have sight glasses and the easiest ways to adjust...

What model numbers should I be looking at?

 

Now would be a good time to upgrade that torque cam if you'r gonna run that big of a carb.

 

I am running this big of a carb because my current config won't run with an Edel 600. I have it running as rich as I can with the heaviest (richest) rods and jets, and it just won't quite do it.

I don't want to do more to the engine until I can get a carb that will keep up with it. I lost it finally after the 1.7 roller rockers...until then, I was able to rich it up more and more until it worked again, but the extra lift put it off the scale of richness that the calibration kit can offer me with this carb.

 

No matter what cfm you choose,( I would run a 600 or 650 myself) I think the double pumper would work better on your car. If i were you though i would order the pump cam kit,or the tuner kit (would be better). Remember the double pumpers already have the rear metering blocks with jets. Also don't forget you ll need a fuel line.

 

A bigger carb doesn't make the mixture richer. All things being equal, a carb with more airflow (cfm) makes the engine leaner. You just went beyond the calibration limits of the Ebrock. Thing is, to fill the engine at a higher rpm where that carb will start to work you're gonna need more cam duration. A 650 DP would probably be better suited to your current combination.

 

Remember too that you're running a single plane intake. You can get away with a big carb on a dual plane because the plenum is divided, each cylinder only sees half the carb. Not so with your single plane.

 

All I know is that this carb, because it is single pump or 600cfm, just doesn't put enough fuel through in that highest 5% of the time when I need it...

Runs great the rest of the time, and ran fine before I did all the mods.

And, with carbs being as expensive as they are, I don't really want to buy one every 5 years. It would be nice, even if the next one is too big, to have this one last a while without "outgrowing" it. That is why I am erring toward the "too big" side.

Besides, I am not a bracket racer, so I am not struggling for every last tenth and those last 2 horses, so if I am overcarbing it a bit and losing some power, I don't mind. I just don't want the carb to give up too early in my acceleration.

 

I know you are not wanting to hear this, But the LM1 is one of the BEST tuning tools i have ever had. No more will you ever wonder where your air fuel is at.

 

What is LM1 and how does it work?

I am guessing it is an A/F meter, do I need to install a couple of air sensors in my header collectors?

At this point, I might be willing to do it if it isn't too expensive.

But, again, I don't race (except against myself) and I don't mind running a little lean or rich, as long as all the car's parts keep up with each other, which they do not do right now.

 

Its from innovate motorsports, It comes with everything you need. Its a little over 300 in summit. Its not just for drag cars, I use it more on the street than at the track. It has allowed me to get my car to get 17 mpg on the highway, and still run good at the track without any adjustments, Besides WHEN you get the blower you will already have it and be used to using it.

 

Not sure if I have told you lately, but I REALLY like your attitude

 

I have run a 700 DP with great success on that T289 in both an auto and manual tranny'd 306. Manual tranny is more suited to it, but still worked great on the C4.
Just be prepared for the MPG hit.

If you like the SA Holleys, my neighbor runs a 770 SA on his 302 and loves it.
The good thing about vacuum secondaries is that it is very hard to overcarb, so you have room to grow if you go on the large side.

Otherwise, you could trick out a 3310 750cfm, just doesn't have all the bells and whistles of the SA series.

If you go DP, stick with a 700. It is easy to overcarb with the DPs.
I like the 700 because it has some perks that don't come with the 650.
You'll have to buy your own pair of sight plugs though... About 5 bux.
Those only come on SAs and high line carbs.


Edit:
The previous post was on the right track...
The same carb swapped between a dual and single plane will act smaller on the dual plane. DP intakes tame the carb.

 

Does it make much difference if my T289 is ported (I mean REALLY ported. There is very little material left without hitting water). My intake flows very well, and my exhaust is flowing moderately well, and with the .502 lift (pretty much maxing out my valve lift), I was wondering how much carb I really need.

For further reference. A buddy of mine got a 650 Demon a while back, before I put on the 1.7 roller rockers. His car was hesitating with it when he gunned it. We swapped carbs for a few weeks an his ran great with Edel 600 (it was an early 90s 5.0 stang) and mine ran decent with the demon, but there was a slight bog when you stomped on it. The pumps pushed way too much fuel in when you stomped it, and it flooded it out for a split second.

I wish he still had that carb. He ended up replacing it with the 600 Edelbrock like I have.

I bet that would work great on mine now that it needs more gas. I think it was a 650 cfm demon, but don't remember for sure. I would have to check back on my website for better info.

I have a PM out to Rolandag who says he may let me try out his 750 dp. I would really like to test one out before throwing more cash at another one.