I have some AFB Carters that I'd like to Identifiy. I'll be using them on my new dual quad set-up (pictured below) and would like to know where they came from and what their original application where. Is there a site where I can plug in my numbers and be told the're original application? They are... #96356 AFB for the front (secondary) carb... #9625S AFB for the rear carb carrying out the main duties as the primary carb with an Electric choke.
"96" series Carters are NOT stock early small cfm carbs, but later aftermarket Carter replacements, most likely performance carbs. They do have the "D" or "E" series Carter style tops, and that means they are not stockers. I'd think these were 750 cfm, and have idle mixture screws on both carbs, Yes? No? If I remember correctly, the stockers had the suffixs of "26" thru "48", like 1965 Chevelle, 327/300, stick, 3720, auto, 3721, etc. I'll look in my Motor's manual, doesn't give specific angine, but does give year and Carter numbers. Hope you mates have low cost petrol down there, because those two carbs aren't intended for the Mobil Economy Run.
The 9635s is (was) Carter's aftermarket replacement carb. They advertised it as 625 cfm, but the same carb without the electric choke (9605s) was 600 cfm. Go figure...advertising? Edelbrock says there's is 600 cfm. The 9625s AFB is an earlier version of the same AFB that also came with electric choke, also 625 advertised cfm. They changed the number to 9635s when they added the bowl vent tube for EPA pollution requirements. Hope this helps, Frank :beer
I bought them as 625cfm units to replace my 750 cfm earlier purchase. So, what I'm understanding is that they are both essentially the same carb? It's just that one has a choke and the other doesn't. Yes Dave, they both have idle mixture screws. You're going to tell me that I can't run these either aren't you? Don't worry, I'm used to throwing money away on carbs (like the latest edelbrock q-jet abortion I bought - don't get me started on that one!) The last thing I expected from my Electra is economy. I have a small 4 cylinder car if I'm after economy I can drive that - but thanks for the warning. This is how the ebay add read... Here is a picture of the linkage side. I will probably try and fabricate a progressive linkage some time later on but for now I just slapped on this solid one I had lying around for the offenhauser intake.
"D" and "E" series Carters were 750 cfm, and since those bodies share the same stuff when Egobleak got hold of them, and Carter went all aftermarket, it isn't hard to see where they would be mistaken for 750 cfm ones, since they look the same. ALL the Edelbrock, Carter carbs that are represented as "600 cfm" are, in fact, 625 cfm, just for the record. Those Aussie cars are fun, a Holden Monaro borrowed from Warren Willing's mom, taught me how to stop a front wheel wobble at over 100 mph. You can run these carbs, but you'd have to do a bunch of little things to make them right. Since both carbs are designed to run an engine without the other, and have idle mixture screws, the idle jet orifaces need to be stopped down. The linkage must be run straight on, and the springs will need to be softer, main jets leaner. Just a few things to consider. Stock carbs were smaller, made for higher velocities and increased vacuum signal at all the pull ports/points in the carburetion. Just gotta play with 'em.
Dave, Is there a book I need to read to learn how to set these carbs up for my application? Or is this going to be a multiyear learning curve? I understand what you mean by "the springs will need to be softer, main jets leaner" but could you explain what is meant by "stopping down" the idle jet orifices?
Looking mean Hey Bill I hope you get these little things figured out so that when "we" get our massaged 2x4 manifolds back from Greg I can just order the "right" carbs, and build 'em right the first time.
So do I Doug. I think the manifolds are nearing completion. Half the fun in all this is just working on the car and talking about these things with you guys. I'm just lucky that I'm not married as I think I'd have a hard time explaining why I've purchased 8 different carbs for this car. My buzz is having a decent car (that responds to modifications) to work on. I've only ever had 5 liter motors before and they don't respond to much on the topside (like distributors and intakes and carbs) but with the 6.5 liter engine I can really make some difference. It's all good fun. My latest disasters are numerous. For example; discovering that the brand new Edelbrock 850 Quadrajet is basically a piece of ($1100) junk with an extremely worn throttle shaft allowing vacuum to 'escape' and a massive flat spot on any acceleration. Summit doesn't repsond to my feedback. Warranty is out of the question as it would cost me too much to ship it back to them and I can just imagine the chasing around I'll have to do to get it back. The tyranny of distance is a stinging and very high stumbling block down here. Discovering that someone in the past had replaced the pushrods with hollow versions which is incorrect and using the wrong lifters as well. I have a new cam and the correct lifters (I think - I'm at the mercy of so many people) but have discovered radial cracks in the pushrod seats in the rocker arms and all the pushrod ends are scuffed and scratched (due to the oil that escaped down the hollow pushrods I guess. I guess no one in Australia knows that a Nailhead is different to a chev but that's expected. I've also discovered that my number 7 and 8 cam lobes are down on lift compared to the others and on a leakdown test the number 8 cylinder seems to be losing a lot of pressure down the bore. I've got holidays coming up in October so I'll tear into it and try and work out exactly what is going on as I certainly can't tune a carb with all this going on inside. All good fun though because things could be so much worse. For example...I could be married.
Sounds like some good projects for the winter Bill!:eek2: I'll be doing a Dave's HEI conversion (I think) and a John Osborne QJet this winter. As soon as Ican figure out why my car is missing, I'll be happy for a while. Maybe a new cam in the not too distant future? Ah, another winter project:Brow: :Brow: :Brow: :Brow: :Brow:
Don't forget Adam that we've just come out of winter down here and it's spring now. We are heading into our crusing season and I don't need these hassles (who ever does?). I just want to drive the ol' girl.
ahh yes.... So you're disappointed with the Edelbrock...any way you might want to sell to a buddy in the states?:grin: I've been having problems with my car all summer. Although I have been doing lots of work to it, and every time I do something, I make something else worse...or break. yep....:gt:
I've considered selling it but in the condition it's in it will need primary throttle shaft rebushed and there's something wrong with the power piston or the secondaries or something. I've tuned several Quadrajets to my satisfaction before so I know all the methods but this thing's got a hesitation on acceleration that will put your face through the windscreen and give you a good case of whiplash if you're not ready for it. Something is desperately wrong with the carb. And the choke mechanism has been removed. In it's current state I wouldn't sell it a chev owner. I've got too much cash in it to sell it anyway. I'll use it for parts if I have to. It's a pretty sad story and I expected more from both Edelbrock and Summit. Live and learn I suppose. Thanks for the offer anyway.
OK, two things, Q-jet and Carter: Q-Jet, take the base plate off and send it to me, I'll teflon bush the throttle shafts, NOT solid bush them. They (actually, NO carb should be solid bushed when they need rebusing) should NEVER be solid bushed. Solid bushings take boring the throttle shaft holes then adding a soild busing, then fitting them, WITH CLEARANCE so they don't bind when they are tightened down on the manifold. If the bushing has clearance, there is a leak. Now, teflon is self aligning sealing agent when installed correctly. On the Q-jet, the holes the throttle shafts are in already have .030 or so clearance past the "bushing" areas they have wiped out so far, and with a strip of .015 teflon inserted into the bores, the leaks are gone, the shaft is still on its factory bored center and unmolested/non-worn shaft, and the thing doesn't bind or leak when the carbie is tightened down. I just did an 800 D.P Holley base plate that way for a kind in Oregon. Getting your plate back to you isn't hard, we just send a warrantee repair'd part back to you, shouldn't be much tarrif/taxes. Carter, look down the primary bores, centers where the fuel comes out are called booster venturi's. If you take the boosters out of the carb, you'll find a brass tube projecting downward from the bottom of the booster, with a neck'd down end, and a drilled small hole in the end. This hole is the idle/off idle transfer slot fuel. Smalling the hole down leans the idle and off idle down. You won't lose idle air screw adjustment sensitivity doing this. I've said this many times before, EgoBlank made the wrong carbs in the AFB's when they got the wild hair to clone the AFB. They finally got their collective heads out of their...well, and built the leaps and bounds better AVS. I have a friend in Oregon, 409 Chevy Impala SS with 2x4's. Always had problems with dialing the AFB's, never could get the secs air break plates dialed, cut the weights, added weight, nothing worked. I embarrassed him into two of the new AVS E-Gads clone carbs. Took him two minutes to get both of them dialed dead-on in. I remember the old Carter AVS was just as good. Guess E-Who hasn't had time to make 'em totally unworkable just yet. AVS, thumbs up all the way, AFB, close your nose, here's them stinkers again.
Thanks Dave, I'll send you the base plate and you can do your teflon thing. I can't believe I have to do this to a brand new multi-million dollar carb. :af: I couldn't find any AVS carbs anywhere. I'll admit, I didn't look real hard but always had them in mind from your other posts. I'll go back to the Edelbrock site and have another look. What sizes do they come in? Can't remember seeing any on ebay either. I'll have to keep an eye out. Crickey's, I'll be able to start my own Carb shop at this rate!
http://www.edelbrock.com/automotive/carb_thunder_series.html http://store.summitracing.com/partdetail.asp?part=EDL-1805 Would just one be ok (i.e. can I still use one of the AFB's for a secondary carb)? Or, will I need two AVS carbs? What would be the way you would set them up Dave?
o No: Somebody please edumacate this Yankee/Redneck as to what an AVS Carb is and how I can get-me-some for my Nailhead.:laugh:
I don't know what sizes they are available in, or what size dq used on his 409, but I'd think a set of 500 cfm's would be just dandy for a street runner. 625 would be the max limit if that were the smallest size they make. I know why you are all fidgit-itits all of the sudden, winter to summer cabin fever. I used to road-race motorcycles, then worked on roadracers, so...I always got to follow the sun, U.S. and Europe diring the summer U.S. months, then down under for the Tazman and Pan Pacific series'. One year, I didn't get rained on once, not once, all year, great dry racing year!
I've got fidgit fever all the time but yes, now that it's spring and summer's only just around the corner I want to make sure she's ready for crusin' season. 625 are the smallest available according to the Edelbroke site. Doug check out the links in my previous post. This is what an AVS looks like.
Man, you gotta just love 'Ol Tricky Vic and his "unique quick tune secondary plate" that ain't so unique. Seems to me the AVS OEM carbs had these long before he came along and made these clones, and even the Q-jet and Carter Thermo-Toilet (Quad) has the same thing. My pal's 409 likes his AVS's. Since they Edel is a 625, I'd figure he has those. Oh, well...I guess now everybody knows just why I despise hype and over-hype advertizing. If a product isn't good enough on its own, to stand alone, it just ain't good enough, full page magazine ads and stories or not.
