Blow Through Carbs Holley vs Edelbrock

[SPARKY]

I was helping Kevin with his blow through setup on a custom ' '41 Caddy 2 door coupe with a 350 and twin turbos-- he is using  the Edelbrock carb and said he chose it because it had lots of support on the forums--   That leads me to this question what are the relative merits of it vs the Holley?

[Stainless1]

It would be easier if he put it in a pressurized box, kind of like Studebaker did with the R3 Avanti.  

[manta22]

Stainless;

The '57 Studebaker Golden Hawk had a pressurized cast aluminum box surrounding the carb. Blower was a McCulloch with a variable-speed pulley.

Sparky;

The Edelbrock carb was a modified Carter AFB design if I remember correctly.

Regards, Neil  Tucson, AZ

[redhotracing]

Why not throw a 3rd dog into the ring, like CSU?
They have quite a large selection for blow through,
E-85, Alky and combinations thereof. Seeing a lot
of their stuff these days.

[Captthundarr]

CSU...colorado state univ. california state univ. crooked steelworkers union?

[racergeo]

    What forum have these carbs (Edelbrock) been shown how to modify on? I have never seen one used in any publication. When you search the web for info on a Holley blow through you get info for about a 6-7 pound max boost after that it's all top secret. Any magazine article feature mods as done by the Carb Shop and they just show you enough to make it clear you have to send the carb to them because all they show you is the minimum basics.I have seen feature cars that had BBC engines that had 1700HP and used a CSU built Holley and were street driven. I just keep hoping for a true do it yourselfer type article to come out that gets into more depth because the specialty shops can ask over a $1000 for one of there trick units.

[SPARKY]

Carb. Solutions  Unlimited???

I think that they are using the Edelbrock because  the Metering rods give them a simpliar way to "TUNE" the transition---but I do not think they are running near enough boost to worry about 1700 hp---

The Turbo I have should be capable of 170-180 # that is the area you mentioned.

Rgo:
 On the carb you drove, was it on gas or meth.? 
was it a 4150 or a 4500 series? 
Did it have 2 or 4 bowl floats?

 The one I have was designed for 1200 + or - 100 and I have never run it.  Since this is my first Rodeo-- and I am almost starting from scratch---I am building my knowledge base and trying to identify help sources. 

Apparently they dump fuel in these things almost any where they can get it into the air stream.

[Seldom Seen Slim]

For the sake of the discussion I did a Google search for "csu" and got mostly responses about colleges with those initials, although Colorado Springs utilities did show up.  The carburetor shop sort of showed up at the bottom in the group of other things that might be correct, so it says, and that was displayed as "csu carbs" but did lead to the Carburetor Shops website.

[Dean Los Angeles]

I understand the suck through/blow through argument.
I also understand the inherent difficulty in tuning.

This is the link to Carburetor Solutions Unlimited (CSU)
http://csucarbs.com/

Every time you make a change to metering blocks, idle valves, jets, accelerator pumps, needles and seats . . .

Why not go EFI? Based on the price of a blow through carb, EFI is similar. All of the changes are done on the EFI map.

[manta22]

Maybe someone else has already raised this point-- if so, I apologize.

A blow-through carb needs to be mounted in a sealed box so that its ambient pressure reference is the boost pressure. That said, the box makes it really a chore to make changes in the carb. Jets, power valves, accellerator pump cams, idle adjustments, etc all make it necessary to open the box. Time consuming and additional work.

I'm not saying a blow-through design isn't a good idea, just know what you are signing up for.

Regards, Neil  Tucson, AZ

[redhotracing]

A lot of these folks are probably keeping with carbs based on being in
a Classic or Vintage class, I would guess. When we built our turbo 6.0,
my first thought was changing out to a blow through setup, as we'd be
changing intakes, starting from scratch on our fuel system. When all
was said and done, the cost of EFI (good injectors, throttle body, the
custom wiring harness and tuning software) was probably comparable
but a giant hassle in its' own right. And should we want to go into a
Classic class, we would still need to make the switch.

[Tman]

Sparky, we put a Quick Fuel carb on Tims truck (#416). I am sold on them (for the record I am a dealer and this was what got me interested). After seeing that carb and studying them I will never buy another Edelbrock or Holley. I am going to use thier blow through carb on the lakester.

[SPARKY]

Neil  blow through no longer needs the boxes.
  The classic concerns are one of the reasons I am going with blow through--- wheel spin---the other  staging and control---my OLD mind understands pneumatics and not electronics.  I "think" I know how I might be able to control the pressure changes to waste gates an such to be able to control wheel spin on the gear changes with pneumatic switches.

[saltwheels262]

I believe some blow through carbs need needle and seat work.

[manta22]

"Neil  blow through no longer needs the boxes."

OK, but they have referenced their "ambient" pressure to boost pressure somehow; not a simple thing to do with a production carb.

Regards, Neil  Tucson, AZ