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Forum please read before posting by shaun callaway. What's new with Edelbrock Electronics? Have general comments or suggestions for future Edelbrock Electronics or EFI products, post them here.
Tuning with a vacuum gauge
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Make sure all of the vacuum ports on the carburetor are being utilized or blocked off. The is calibrated lean for fuel economy. In some applications, re-calibration of the carburetor may be necessary for optimum performance.
See page in the supplied carburetor owners manual. The fuel inlet is on the passenger side rear of the carburetor. Incorrect installation of the fuel line can cause severe engine damage. The Electric choke on our Performer Series and AVS carburetors needs to be hooked to a "keyed" while the key is in the on position volt power source, with a good ground.
Verify there is no voltage when the key is in the off position. Do not connect the positive wire to the Ignition Coil, ballast resistor or Alternator. Carburetor flooding can be cause by the following conditions. First, verify, with a fuel pressure gauge that the pressure does not exceed 6. They can be cleaned and checked when the float level is being verified. Floats can be sinking due to a leak. Verify floats are free of any fluid by shaking the float, or submersing it in a safe, nonflammable fluid.
We do not recommend routing the PCV line to the rear of the carburetor. We recommend that the PCV line go to the front, if you have power brakes, they go to the rear.
Oct 18, Edelbrock Vacuum Hookup. Jump to Latest Follow 1 - 8 of 8 Posts. G. Guest Guest. Joined Jan 1, 0 Posts. Discussion Starter #1 Oct 15, Where do the transmission and distributor advance lines go on an edelbrock carburetor?. Jul 30, I have a Edelbrock carb# on my 73 Olds w/ Hei distributor. Looking at the carb, should the vacuum advance hook up on the left or right side? It's been on the left since I've had the car and it runs fine, but I've been told it should be on the right. Jul 17, Re: which vacuum line is for timing on an edelbrock carb? I know that this post is very old. But i have a problem with the car dying when put into gear its a camaro and was computerized. i had to put a lock up kit on the transmission was wondering what side what went to. i'd like to have my car run properly. any help would be apprecitated.
The left screw controls the left venturi and the right screw controls the right venturi. Refer to your carburetor owners manual to properly tune the idle mixture. Generally the distributor vacuum line goes to the timed pass side of carburetor port. This is mandatory on emission controlled applications. An incorrect float level can cause this to occur.
Excessive fuel pressure can also contribute to this condition. Too much fuel pressure usually causes this and often times dirt in the float bowls can do the same. Make sure your fuel pressure does not exceed 6. There are many different circumstances that would cause fuel to leak out of a carburetor.
Below are a few reasons why you may see a fuel leak along with some possible solutions. If the choke is not opening all the way this is usually caused by either a misadjusted choke or improper voltage supply. The best time to set your choke is in the morning when the engine is cold and the outside temps are on the lower side. This will ensure that the fast-idle cam is out of the way and will not interfere with your adjustment.
If the choke is adjusted properly and it still will not open fully, you may have a problem with the voltage supply to choke. The choke needs a key-on 12 volt power source. This means it is necessary to have 12 volts while engine is running and no power when the engine is off. With the wire disconnected from the choke check to be sure you have 12 volts when the key is on. If not find a new power source.
There are many reasons why your idle mixture screws do not affect the engines idle, this is usually caused from a flooding condition. Below are a few circumstances that may cause your idle mixture screws to not function properly along with some possible solutions. The top hole closest to the pivot point will give you the biggest pump shot of fuel. The bottom hole furthest away from the pivot point will give you a smaller pump shot of fuel. Making these adjustments can be a great way to fine tune your off idle performance.
At an idle you should never see any moving fuel at all. If you are seeing any fuel at an idle then you are dealing with a flooding condition. Below are the things to check to resolve a flooding condition.
A ticking sound from the carburetor would be caused by the metering rod step-up piston assembly hitting the metering rod over plates. The only way this would happen normally is due to the engines vacuum being at or near the same as the rating of the step-up spring. To correct this a lighter step-up spring would need to be installed. As a base line, you want the step-up spring vacuum rating to be half of what your engines vacuum is at an idle for best performance.
Camshafts and Valvetrain
Just use caution and not drop any parts down the throttle bores. Metering Rod and Step-Up Spring changes can typically be made in less than five minutes and without removing the carburetor. Excessive torque will weaken or snap off the screw heads.
If this happens, they may fall into the carb causing serious engine damage. Finally, remove the 8 Airhorn Attaching Screws early models have 9 screws and remove the Airhorn from the carburetor body. A standard screwdriver can now be used to remove the appropriate Metering Jets. Once desired Metering Jets have been installed the carb may be reassembled by reversing this procedure.
If your vehicle has a mid-throttle driveability problem that is encountered as the throttle is gradually opened, but then goes away upon further opening, it may be possible to eliminate the lean spot by using a stronger Step-Up Spring. It is best to select a new spring based on vacuum readings, but in the absence of a gauge, try the strongest spring highest vacuum rating to see if the problem goes away. If the drive problem is cured by the strong spring, try the next weakest spring as well.
As a general rule for best performance run a step-up spring that is rated at half of what the engines vacuum is at an idle. The idle air flow is controlled by a conventional idle speed screw that opens the Primary Throttles. The following procedure should be used to set the idle mixture and speeds. Another way to adjust the idle mixture screws would be with a vacuum gauge. With your idle RPM set hook up your vacuum gauge to a full manifold vacuum port. Next adjust the idle mixture screws one at a time until you get the highest and steadiest vacuum.
If your idle speed is now off reset idle speed via the idle speed screw and re-adjust mixture screws until you get the highest vacuum. If you would feel more comfortable running a fuse you can use a amp fuse for the choke power wire.
For a first step, you can pull out the carburetor idle mixture screws and blow some compressed air into the idle mixture screw holes.
To fully clean out the idle circuit you will need to remove the carburetor from the intake manifold, then remove the top of the carburetor and remove the primary venturi boosters.
Clean out all the passages on the venturi booster especially the small idle jet, this is where the fuel travels through to feed the idle circuit. Take out your idle mixture screws and clean out that passage, you should have free flow from the mixture screw hole up to the passage where the venturi booster mounts.
In most cases the airhorn gasket can be reused, just inspect for any tares in the gasket before re-installation. When removing the airhorn be sure the gasket comes up with the airhorn. If the gasket is sticking to the base slide a thin flat object such as a gasket scraper between the gasket and the base to break the gasket free.
To help eliminate heat soak problems your best bet is to use a heat insulating spacer under the carb base. A heat insulating spacer material plays a huge role in insulating the carburetor for heat. The best spacer material to use is either wood fiber, phenolic plastic or one made of gasket material. Its best to run a spacer with a 4-hole design, this will help shield more heat from the carburetor.
Some other tips for heat soak, be sure the fuel line is routed away from any hot heat sources like intake, exhaust and so on. You can also verify that the float levels are correct, if the floats level is too high this can compound the problem.
Edelbrock does not recommend the use of an open adaptor on a stock intake manifold for a few reasons. With an open adaptor on a stock intake manifold, you can run into several problems.
You will also lose throttle response when using an open adaptor. The only time open adaptors should be used is on single plane intake manifolds. If your pump connector looks more like the letter Z then the connector is on backwards.
If the connector is correct then check the bore of the accelerator pump well for any damage. Also, be sure that the accelerator pump passage to the nozzle is free and clear. If the passage is plugged it can cause a hydraulic effect and break the pump shaft. If your engine is hard to start cold please know that is not normal and there are a few items to check.
If your accelerator pump is working properly, you will now need to see if your choke adjustment is off as this could also be the cause. If the choke is closed all the way or if you have to big of a gap the engine will be hard to start cold. If the choke needs to be adjusted. In a past FAQ we talked about how to lean your carburetor out for better fuel economy, this time I would like to give some other tips that can help improve fuel mileage.
Adding a 1 inch 4-hole spacer can help improve signal to the carburetor which will help atomize the fuel better and can increase your mileage. Be sure your running a large enough air cleaner and it is clean. A EGR valve can help with fuel economy at cruise speeds. You also want to be sure you have a good tune-up, good sparkplugs, wires, cap and rotor. Carb spacers can definitely change the performance of an engine.
A 4-hole spacer can improve your low end response, but also limit your top end performance some. A divided spacer would do the opposite, you will lose some bottom end performance but you may pick up some performance on the top end.
Open spacers are only for use on single plane intake manifolds and will cause your engine to lose some low end response but you should pick up on the top end. Open spacers are very common in racing applications when allowed. You can change the power band of your intake pretty easy, using 1 to 2-inch spacers. If this is carb related your calibration might be a little off.
First try the different positions on the accelerator pump arm. The top hole closest to the pivot point will give you the biggest pump shot, the bottom hole will give you the smallest pump shot of fuel. In most cases this will take care of the problem.
Also, be sure your idle mixture is adjusted properly, the idle mixture still plays a roll right off idle. If you can notice a difference in performance with the different pump arm positions then this will help you.
If the top hole closest to the pivot point works the best the engine wants more fuel and if the bottom hole works the best then the engine wants less fuel.
This is normally due to a choke that is slightly out of adjustment, this is common as the temperatures get colder into the fall months. As the temperatures decrease the choke valve will start to close more, when this happens the fast idle cam will engage.
The best way to resolve this is to readjust your choke. If the choke is not the cause, then check to be sure the return spring is not catching on anything.
Altitude has a direct effect on the operation of most carburetors. As the altitude increases, the air becomes less dense so a carburetor, originally calibrated at low altitude sea leveldelivers too much fuel and the engine runs richer. If the vehicle was calibrated at lower altitude, however, and is to be driven at high altitude temporarily, it is not necessary to repeat the complete calibration procedure. For example, with a at baseline calibration location 1 on the chart and intended operation at ft.
That would be location 24 on the chart which would require only a rod and jet change. There can be a few things that can cause no pump shot of fuel through the accelerator pump nozzle. First be sure the pump connector rod is hooked up; this rod connects the throttle lever to the accelerator pump arm.
Next, remove the airhorn of the carburetor and inspect the accelerator pump for any obvious signs of a bad pump, like a torn pump cup. If float is to low see adjust float procedure. Next, be sure that the accelerator pump passage is clear use some carb cleaner. If the pump passage needs to be cleaned use some carb cleaner with the supplied nozzle spray the carb cleaner through the hole in the bottom of the pump well.
Apr 03, Just bought a edelbrock CFM 4BC to replace my holly CFM 4BC that was FUBARed. Im installing it now, I know where the PVC hose goes, i know where the fuel line goes, but i cant figure out where the vacuum line goes. The line thats from the distributor goes into one of the 2 ports on the front of it. Jun 09, The purge port on the charcoal canister from the factory is supposed to hook to the purge port on your carb. The purge port on the carb is a port similar to your ported vacuum port but the fitting is a larger diameter. The purge fitting only has vacuum off-idle, similar to a ported/timed vacuum port. Your carb does not have this port. Oct 14, Topics: Posts: 1, Last Post: Engine starts and then dies, restarts and then dies. Engine starts and then dies, restarts and then dies. , PM. Post your general questions or comments for the Pro Flo 4 system here. Topics: Posts: 4, Last Post: XT fit help Chevelle sbc with ss hood.
You should see the spray coming out of the accelerator pump nozzle. If that passage is plugged take off the accelerator pump nozzle and turn carb upside-down. A check ball and weight or check ball and spring should come out depending on the model of carb.
You want to be sure the check ball comes out, if it does not then it may be stuck in the bore and causing your problem. This can be common especially with engines that are not ran much. When the choke is engaged there is a secondary lock-out that will not allow the secondaries to open. Some other causes could be a throttle cable not adjusted properly or a possibility that the secondary throttle blades are hitting the intake or adaptor. The air door is not a mechanical device and will not open when you actuate the throttle.
When off-roading in an uphill off camber situation the fuel from one float bowl spills over to the other float bowl due to a passage that ties the 2 float bowls together at the rear of the carb and then the carburetor floods out the engine. This passage can be seen with the top of the carburetor off, its located at the top rear of the carbs base.
Here are a couple things that you can do to help make this better. To help prevent the fuel from flowing through the rear passage it can be blocked off. With the top off the carburetor place a fuel resistant putty or epoxy to fill in the rear passage. Our carburetors are not ideal for extreme off camber situations when off-roading, but if you do these steps it should greatly improve the flooding problem.
Check the fuel pressure you must have at least 2 p. Inspect the needle tip and seat for any obvious signs that would cause the needle to get stuck. Next remove the seat assembly and inspect the screens behind the seat. These screens could be plugged preventing the fuel from entering the carburetor. If the choke valve will no longer close, then more than likely the choke thermostat is bad and the choke cap needs to be replaced.
First, loosen up the 3 screws and rotate the choke cap clockwise to see if the choke valve will close. If you are in an area that does not require a choke it is possible to not hook up the push pull cable.
If you do not secure the choke in the open position it can close upon acceleration. One of the best ways to lock the choke open is to use a piece of wire in the hole where the push pull cable goes, then secure it somewhere on the carburetor.
Edelbrock Carburetors can be used with a draw through blower, such as the positive displacement type blowers. Edelbrock has done some testing with carburetors on blowers and below is a combination that worked well during testing. Two model carburetors should be used on engines with positive displacement superchargers, such as GMC blowers or equivalent. The following calibration changes make an excellent starting point: Primary Jets.
Edelbrock 1406 vacuum hookup
This calibration has been tested on engines ranging in size from c. Chevys to c. Chryslers with good results. Screens are installed into the needle and seat assembly, but this is not a fuel filter, the screens are used to trap large pieces of debris. An external fuel filter must be used with Edelbrock carburetors. A couple things can compound the smell of fumes and heat soak could be a big reason.
With heat soak the fuel in the float bowls heats up expands and can even boil the fuel in the float bowls. When this happens fuel can get forced up through the primaries and float bowl vents. This can cause an extreme fuel vapor smell after the engine is shut down. To help prevent this Edelbrock recommends the use of a heat insulating spacer to help keep carburetor cooler. Another cause of a heavy fuel smell after the engine is shut down is flooding. With flooding you will normally have a carburetor running problem as well.
Here are some things to check to resolve a flooding condition. Most people think you can just change the calibration of the carburetor and turn it into one of the Edelbrock performance carbs.
This is not the case as the Venturi boosters are also different and Edelbrock does not sell Venturi booster separately. In most cases when using one of our economy style carbs on a Performer RPM or Torker syle intakes will cause hesitations and surging in the lower RPM range. The Edelbrock break-in oil has an adequate amount of zinc in the oil for a flat tappet camshaft.
There is no need to add any oil additives with Edelbrock break-in oil. The Edelbrock engine oil supplement must be used with every oil change with a flat tappet camshaft unless the oil your running has zinc and is designed for flat tappet camshafts. Before applying the epoxy to the intake manifold drill some small holes in the area the epoxy is being used. Push the epoxy into the holes, this will root the epoxy to help keep it in place. In many cases the end seal will be too thick or thin to seal properly with the aftermarket Edelbrock intake manifold.
If the end seals are too thin then they will not compress properly and leak. If the seals are too thick then you can run into a problem with warping the intake and potential vacuum leaks due to end seals holding the intake up and not allowing intake gaskets to compress properly. The Edelbrock crate engines that use a flat tappet cam will need to break-in the cam.
If you pay for the dyno service there will be no need to break-in the cam, we break-in the cam before the dyno pulls. No need to break-in the camshaft with engines equipped with a roller cam. Edelbrock crate engines are not ran before they are shipped, unless you pay for the dyno service. Edelbrock crate engines that are above horsepower will require the use of a higher stall speed torque converter.
We normally recommend a stall speed around 2, The carburetor settings should be close out of the crate. The only adjustment that would be required is the choke. The best time to set you choke is in the morning when the engine is cold and the outside temps are on the lower side.
The choke needs a key on volt power source. The engine oil must be changed no more than miles after break-in. After to miles the engine will be broken-in. Zinc Enhanced 10w motor oil is recommended for most climates to provide the necessary wear protection that is no longer found in most conventional oils.
If you have no engine in your application and need to check fitment you might want to invest in a mock up block. They are great for checking clearances and are light weight.
Edelbrock now offers dyno services on all new Edelbrock crate engines. The Edelbrock crate engines offer a 2-year unlimited mileage warranty.
All our crate engines are warranted through us directly. One of the great features of this warranty is your right to choose a service facility. Important Note: To activate warranty service, visit www.
The Edelbrock supercharged LS crate engine made 12 pounds of boost on the Edelbrock dyno at sea level in a controlled environment. Boost numbers can vary depending on variables like elevation, outside temperature and humidity. When you order the engine just tell the place of purchase that you would like to special order the engine with the corvette supercharger lid.
Here are the specs of the engine as it ships without the corvette lid. Top of supercharger measures The Edelbrock supercharged Ford Coyote 5. Make sure you have adequate subframe and ground clearance before installing the engine.
Please note that this crate engine is originally from a 5. In order to run power steering, you can retrofit an appropriate electric power steering pump. This crate engine is shipped dry without engine oil. Make sure to add the recommended Ford oil prior to priming the engine oil. A full synthetic SAE 5W is highly recommended after the break-in period. Engine oil capacity is eight 8 quarts. The Edelbrock cylinder heads are made in the USA.
The heads are casted in our ultramodern foundry in southern California and then machined and assembled at our headquarters here in Torrance California, USA. The Edelbrock cylinder heads offer a 1-year warranty. It is the constant endeavor of the Edelbrock, LLC to give our customers the highest quality products obtainable. We warrant each new product to be free from defects in both workmanship and material from the original date of purchase, provided that the product is properly installed, subjected to normal use and service and that the product is not modified or changed in any way, nor damaged because of negligence by customer or installer.
Some states do not allow limitation on how long an implied warranty is so the limitations outlined here may not apply in your state. When using other camshafts with Edelbrock cylinder heads, please consult the camshaft manufacturer for recommended valve spring rates and specifications. Valve spring rates and camshafts must be compatible to avoid severe engine damage.
All Edelbrock complete cylinder heads are supplied with valve springs that are compatible with Edelbrock camshafts for optimal operations within the specified RPM range.
Camshafts that exceed the specified valve spring rate will void the warranty on these cylinder heads. In most cases the stock valvetrain will need to be changed. Most Edelbrock heads require adjustable valvetrain, in other cases the heads might take special valvetrain. To find out what valvetrain is needed see instruction sheets or contact Edelbrock Tech line.
To figure out what the compression ratio is with Edelbrock heads your best bet is to call the piston manufacturer. Just tell the piston manufacturer what the combustion chamber volume is on the Edelbrock heads.
You should also have the info on the compressed head gasket thickness and piston part number before you call the piston manufacturer. There are also compression ratio calculators that can be found online that can be helpful. A lot of the Victor Jr. Look in the cylinder head specifications for information or contact the Edelbrock Tech line. Just be sure the coolant is designed to be used with aluminum engine components.
Edelbrock recommends the use of stock ratio rocker arms with Edelbrock cylinder heads. The design and testing has been done with factory ratio rocker arms. If a higher ratio rocker arm is used in some cases pushrod length may have to be changed and you could run into a clearance problem with the pushrod hole in the head. Generally, you can expect to see gains around hp over factory cylinder heads, but this depends on a lot of variables. Bare cylinder heads will have guides and seats installed, but will require final sizing and a valve job to match the valves you will be using.
Edelbrock offers different spring options for most of our cylinder heads. However, Edelbrock E-Street heads only allow springs for hydraulic flat tappet cams. With a straight cut. With an angle mill. The spring pockets can be machined up to. Contact Edelbrock Tech support for information on the race series heads like Victor Jr and Victor series.
To be safe Edelbrock recommends running. Some engine builders will run tighter clearances but. The 2. The Edelbrock cylinder heads can be used on the ci. Must use the RPM intake manifold and port match the intake to the heads. In some cases, the factory brackets will not fit if they attach to the cylinder head. When using the Edelbrock head bolt bushings a head bolt washer is no longer needed. The will take the place of the head bolt washer. It is not a problem to block off the exhaust crossover on Edelbrock heads.
The E-street heads use a harder seat and heavier valve, for this reason we do not recommend running a roller cam. With the more aggressive ramp designs of the roller cams you will run into valve float quicker and may encounter engine damage. If pushrod rubs on the cylinder head, remove rocker arms, loosen the rocker studs and move the guideplate as needed to provide clearance.
After checking all pushrods for proper clearance, ensure that the tip of the rocker arm is making adequate contact with the tip of the valve stem. Carefully re torque to 45 ft. Check alignment again to be sure that the guideplates did not move while torqueing the studs.
The spark plugs are not in the stock location, they are an angle plug design to make more horsepower. For headers, we recommend contacting TTI they have headers designed to fit the Edelbrock cylinder heads, or call Tech Department. One of the more common reasons an engine would run hot after cylinder head installation is due to air trapped in the cooling system.
Get the front end of the vehicle up in the air using some wheel ramps. With the engine cold remove the radiator cap and start the engine for a couple minutes. Doing this will work the air pockets out of the cooling system, refill coolant as needed.
Be sure the thermostat was installed correct also. Due to the rate at which aluminum dissipates heat you can get away with running a higher compression ratio over cast iron heads. To be safe you can run a half point higher compression ratio with Edelbrock heads over cast iron heads. More than likely the area the intake manifold is not covering is a blind expansion chamber around the exhaust crossover.
The intake does not have to cover this area its just an expansion area around the exhaust crossover just be sure the cavity is blind and does not go anywhere. These cylinder heads are equipped with valve spring cups. Due to the diameter of the valve spring cups, it may be necessary to clearance the headbolt washer. This will allow the headbolt washers to seat properly to the cylinder head. This can also be accomplished by removing the valve spring and cup.
Then position washer prior to installation of cylinder head. The heads are designed to use non-self-aligning rocker arm. If self-aligning rockers are used the guideplates will need to be removed and replaced with some hardened washers, like head bolt washers.
Edelbrock racing heads may use different valve seat angles, contact tech department for more information. Transient fuel controls the fuel metering in throttle opening events. You can think of this as an accelerator pump on a carburetor.
A change here will affect every cell of the appropriate map. This is normal. The Calibration Module uses as a resting constant. It is mandatory that the distributor be set to 10 degrees before top dead center TDC. The ECU assumes this 10 degree timing in all spark advance calculations. The spark advance value in the first display screen has this 10 degrees of distributor advance already included. This function should only be used to set the distributor timing.
Serious engine damage may result. Safeguards are built into the system to make it almost impossible to have the base timing function ON without you knowing it. Exiting out of this screen is prohibited if base timing is ON.
Sep 10, You do not want to use the timed port. This port give vacuum signal above the throttle plate in the carb, the more the throttle is open, the more vacuum. Under a heavy load, it'll give the distributer MORE vacuum advance, exactly when you don't want it. Some vacuum advances will give as much as 60 degrees timing. See our vacuum ports. Edelbrock is the most respected name in performance. Since , Edelbrock has manufactured its core products in the USA for quality & performance. An oil or additive with a zinc enhanced formula must be used with flat tappet cams. Edelbrock offers a High Performance Zinc Additive # that is designed for hot rods, sports cars, muscle cars and exotics. With a special formula of zinc, phosphorous and moly, it's the ideal chemistry to add wear protection to any motor oil. Because it won.
After the distributor timing is set and the hold-down plate is tightened, turn OFF the base timing function. The ECU controls the engine timing. This is something that is not used. It was deleted in development but never got removed from the Calibration Module. Pay no attention to it. You can refer to the calibration selection guide on the disc or call the tech line for a calibration recommendation. This is caused by supplying the ignition coil with a separate 12v power feed.
This causes voltage to back-feed into the system and keep it energized. There should only be two wires going to the coil, both coming from the ProFlo harness A tachometer wire going to the - side of the coil is ok. This is most likely caused by not enough throttle blade opening. When the blade s are closed the IAC motor has to control all the air coming through the engine, this is what is causing the noise.
The throttle blades should be cracked a little. After that is done, drop the trans into gear. You should see a slight drop in idle speed and then the Idle control should bring it back to the desired speed. If you get any surging or erratic idle do the following. The Edelbrock air cleaner as designed as a stock or factory replacement air cleaner.
With that, additional parts will be needed to use on an Edelbrock carburetor. To use an Edelbrock electric choke carburetor spacer part is required. To use on a manual choke carburetor Edelbrock banjo fitting part is required. This exclusive urethane foam element retains its high filtering efficiency when washed at mile intervals.
Simply remove filter by releasing one spring clip, then wash in hot soapy water. Allow element to dry, then re-assemble.
When needed, replacement filters Edelbrock are available. Hold down tabs should be used when using Edelbrock Signature series stamped steal valve covers. The hold down tabs will help spread the load of the bolts and ensure a good seal. If the cover is hitting the plenum, then a spacer will need to be used to space up the upper plenum. Before installing a spacer to raise your upper plenum verify hood clearance. Edelbrock offers some plenum spacers for Edelbrock intake manifolds.
Edelbrock Carb purge canister connection
Edelbrock tall profile valve covers will have enough clearance to work with roller rocker arms. Due to different designed rocker arms, double check clearance to valve cover baffles. If your valve covers include drive pins, use a punch and hammer to tap the pins in until fully seated.
When driving the pins into the valve cover, you must support the back side of the valve cover with a block of wood, or other non-marring surface. Failure to do so could result in damage to the valve cover, such as cracks, dents, etc. See Fig. Some valve covers include baffles with a curved recess across them. Make note of the position of the baffle. The recess in the baffle plate should be positioned as shown below See Fig.
These covers are intended for custom hot rod applications. Modification of the covers may be necessary for use in such an application. If a lot of oil is being sucked through the PCV valve, then a baffle may not be installed in the valve cover, or installed incorrectly.
Also, be sure the PCV valve is functioning properly. Valve cover gaskets can be installed dry. Some engine builders like some sealer like Gasgacinch to hold the valve cover gasket in place on the valve cover, from the head to the valve cover gasket should be installed dry. We do not sell replacement elements for the Edelbrock valve cover breathers.
The element should last for several years. If you have an Edelbrock breather with a removable top, some foam used to make some universal air cleaners can be used commonly found in motorcycle parts stores.
Take a few pieces of clay, form them into cones and set them on your air cleaner. Then, gently close the hood all the way Making sure you feel for obstructions. If an obstruction is felt stop so you do not cause damage.
Log in or Sign up. Atomic Industries www. Register now to get rid of these ads! The H. Looking at the carb, should the vacuum advance hook up on the left or right side? It's been on the left since I've had the car and it runs fine, but I've been told it should be on the right.
One port supplies full manifold vacuum at idle, one does not. The one that does not supply vacuum at idle rapidly starts applying vacuum as soon as the throttle blades are open.
In my experience, engines with a long duration camshafts can have unstable idle timing when using the the port that supplies full manifold vacuum, since at low engine speeds the vacuum may drop far enough for the vacuum canister on the distributor to start taking away advance.
Again, in my experiencealmost all "stockish" cam setups idle better using the full manifold vacuum port. Edit: Please note that both ports stop supplying vacuum when you go to full throttle. It honestly runs better hooked up to the port on the left looking at the carb the car will never see full throttle or be raced at all, it's just a cruiser Sent from my iPhone 4 using TJJ.