Carb options for a 360, opinions?

-
You have 2 carbs. IMO I'd try the holley, then the carter and see which one you like best in that order. I'm a holley guy. Easy, simple and they just plain work.

x2 on Quickfuel. Best carbs going.
 
roccodart440 said:
You have 2 carbs. IMO I'd try the holley, then the carter and see which one you like best in that order. I'm a holley guy. Easy, simple and they just plain work.

x2 on Quickfuel. Best carbs going.
Click to expand...
I've always planned on going through the Holley, leaving it on the shelf in unknown condition is kinda pointless. It just hasn't made it to the top of the to-do list yet, but now that I may have a use for it (on this new motor or to replace the DP on my Duster) it should. Any suggestions for jet changes, etc, or is it best to start with it in stock form?
 
roccodart440 said:
You have 2 carbs. IMO I'd try the holley, then the carter and see which one you like best in that order. I'm a holley guy. Easy, simple and they just plain work.

x2 on Quickfuel. Best carbs going.
Click to expand...


Agree..I'd run the Holley longgggggggggggg before ever running a Carter..
 
So what if his car is a daily driver, would you still recommend the Holley over the Carter?
 
Some guys have problems and issues with tuning and Running a Holley. Then again, same with some guys & Carters.
Why, I don't know. But I have not had an issue with ether brand. When there brand new.

I have used both brands on mild to a well built street bruiser.
 
I have had MAJOR issues with an OOTB Demon.

One thing I like about the Holley is the ease of adjustment and serviceability. But mine has given me virtually years of maintenance free service.
 
roccodart440 said:
I have had MAJOR issues with an OOTB Demon.

One thing I like about the Holley is the ease of adjustment and serviceability. But mine has given me virtually years of maintenance free service.
Click to expand...

Same here the Mighty Demon I had was a total piece of ****..
 
Ditto on many good years with a Holley. 600 DP on a teener. Totally excellent in everything I needed from it.
 
Your engine combo is a lot like mine and should make you very happy.
I have had all kinds of carbs on mine.
My street favorite was the big TQ.
On the track, the 3310 DP was the one.
For long-distance touring I liked the 600(Holley1850). I got 32+mpgUS with a 223* cam,no changes, besides tuning the low-speed circuit.
I have a 4 speed with a 3.55x3.09=10.97 starter gear. Couple that with a DP and when I nail it, stuff happens; Instantly.So it has become my new tire-frying favorite.
If I had an automatic, I would still be using the TQ.
AFBs and AVS are OK, but after a TQ, they are kindof also-rans.
I currently run a Hughes 230* cam, and the combo really likes the 750DP;After the T-port sync was optimized,it was set it and forget it.
I have not run a Demon, or a QF.
All my carbs required some optimization, as engine changes, tranny changes, or chassis changes were made.
I ran the TQ on a stock long-block 73teener ,for 4 winters, as a DD.That was sweet.
 
AJ/FormS said:
Your engine combo is a lot like mine and should make you very happy.
I have had all kinds of carbs on mine.
My street favorite was the big TQ.
On the track, the 3310 DP was the one.
For long-distance touring I liked the 600(Holley1850). I got 32+mpgUS with a 223* cam,no changes, besides tuning the low-speed circuit.
I have a 4 speed with a 3.55x3.09=10.97 starter gear. Couple that with a DP and when I nail it, stuff happens; Instantly.So it has become my new tire-frying favorite.
If I had an automatic, I would still be using the TQ.
AFBs and AVS are OK, but after a TQ, they are kindof also-rans.
I currently run a Hughes 230* cam, and the combo really likes the 750DP;After the T-port sync was optimized,it was set it and forget it.
I have not run a Demon, or a QF.
All my carbs required some optimization, as engine changes, tranny changes, or chassis changes were made.
I ran the TQ on a stock long-block 73teener ,for 4 winters, as a DD.That was sweet.
Click to expand...

32 MPG? Holy hell! That's like a Toyota Camry like efficiency. What transmission do you have? Is that a 4 speed OD?
 
The 3310 is not a DP.

Also, you're measuring mileage wrong if you came up with 32. No way in hell. No way, no how.

AJ/FormS said:
Your engine combo is a lot like mine and should make you very happy.
I have had all kinds of carbs on mine.
My street favorite was the big TQ.
On the track, the 3310 DP was the one.
For long-distance touring I liked the 600(Holley1850). I got 32+mpgUS with a 223* cam,no changes, besides tuning the low-speed circuit.
I have a 4 speed with a 3.55x3.09=10.97 starter gear. Couple that with a DP and when I nail it, stuff happens; Instantly.So it has become my new tire-frying favorite.
If I had an automatic, I would still be using the TQ.
AFBs and AVS are OK, but after a TQ, they are kindof also-rans.
I currently run a Hughes 230* cam, and the combo really likes the 750DP;After the T-port sync was optimized,it was set it and forget it.
I have not run a Demon, or a QF.
All my carbs required some optimization, as engine changes, tranny changes, or chassis changes were made.
I ran the TQ on a stock long-block 73teener ,for 4 winters, as a DD.That was sweet.
Click to expand...
 
I would run the Carter, I think you will be very happy with it.
But in my opinion, the perfect carb for your particular car/motor would be the Edelbrock 650 Thunder Series.
For the street, it just flat out works on a small block.
Dont buy new, suckers are expensive. You can find them in like new condition for much less.
And are you ready for this ? You wont be fussing with it on a weekly basis like a british motorcycle. :)
 
fshd4it said:
I've always planned on going through the Holley, leaving it on the shelf in unknown condition is kinda pointless. It just hasn't made it to the top of the to-do list yet, but now that I may have a use for it (on this new motor or to replace the DP on my Duster) it should. Any suggestions for jet changes, etc, or is it best to start with it in stock form?
Click to expand...

Put a kit in the holley, good street performance carb.
start with this setup
71P 77S jet
6.5 PV
Orange pump cam #1 hole
28 accel nozzle
purple secondary spring

If you PM me your email I can send a pdf file for a good tuning article by Hot Rod Sept 2000.
File is to big to post here.
 
JoesEdge said:
32 MPG? Holy hell! That's like a Toyota Camry like efficiency. What transmission do you have? Is that a 4 speed OD?
Click to expand...
Yes. It was a A-833 with a Gearvendor's O/D behind it. With 3.55s this is a final drive ratio of 1.97, so 65 is 1533 with 28s(275/60-15).I don't run that combo anymore;too many gears,heehee.

RustyRatRod said:
The 3310 is not a DP.
Also, you're measuring mileage wrong if you came up with 32. No way in hell. No way, no how.
Click to expand...
OK;32 is wrong.
It was actually over 40mpg Canadian.This is not rocket-science fellas. Lotsa Dynamic compression,tight squish, optimized timing,and just lean it out. And out. And out.And leave the big cam/big carb in the box. This was with a Hughes 223* and a heavily gone through 600,list 1850, and that crappy oxygenated,(everyone says) 87E10.
Ok so change 3310DP, to 750DP

rumblefish360 said:
Must be 23 & not 32.
Click to expand...
heehee
 
mderoy340 said:
Put a kit in the holley, good street performance carb.
start with this setup
71P 77S jet
6.5 PV
Orange pump cam #1 hole
28 accel nozzle
purple secondary spring

If you PM me your email I can send a pdf file for a good tuning article by Hot Rod Sept 2000.
File is to big to post here.
Click to expand...
Thanks mderoy, I'll send you my address. I picked up Dave Vizard's Holley book recently, so far it's pretty informative, esp. regarding the newer carb designs.
 
Last edited:
For a DD, I'd install a spread-bore. Hands down, the TQ was,is, and always will be, my favorite! I think the QJ might be a tad easier (quicker) to tune, and probably uses a little less fuel,but it is not half as sexy as a TQ.
In my experience, the Holleys have pretty fat low-speed circuits, which are not easily tuned.Consequently, they rarely make good fuel-mileage.Couple that with a poor T-port sync, and it's easy to put the Holley in the gas-hog category,not very DD friendly. Don't get me wrong; it can be tuned to get some semblance of economy, but you are gonna have to spend some time on it.
For a DD, you kindof need a multi-booster venturi.
But the AVS/AFBs can do pretty good. Between your choices, I would lean towards leaving the Holley on the shelf; so,
I'm with poster #2,RRR.
 
AJ/FormS said:
For a DD, I'd install a spread-bore. Hands down, the TQ was,is, and always will be, my favorite! I think the QJ might be a tad easier (quicker) to tune, and probably uses a little less fuel,but it is not half as sexy as a TQ.
In my experience, the Holleys have pretty fat low-speed circuits, which are not easily tuned.Consequently, they rarely make good fuel-mileage.Couple that with a poor T-port sync, and it's easy to put the Holley in the gas-hog category,not very DD friendly. Don't get me wrong; it can be tuned to get some semblance of economy, but you are gonna have to spend some time on it.
For a DD, you kindof need a multi-booster venturi.
But the AVS/AFBs can do pretty good. Between your choices, I would lean towards leaving the Holley on the shelf; so,
I'm with poster #2,RRR.
Click to expand...
I should have mentioned that fuel economy is not a priority, this engine won't be for a daily driver as I've got others for that. In a perfect world, I'd slam a carb on this engine and be able to tune it with a reasonable amount of effort, and I'm pretty flexible as to which one that would be. After reading all of these replies, I'll probably try both to see which I feel most succesful with. Actually, it's the learning curve that interests me the most.
 
No, it's not rocket science, but I still don't believe it.

AJ/FormS said:
Yes. It was a A-833 with a Gearvendor's O/D behind it. With 3.55s this is a final drive ratio of 1.97, so 65 is 1533 with 28s(275/60-15).I don't run that combo anymore;too many gears,heehee.


OK;32 is wrong.
It was actually over 40mpg Canadian.This is not rocket-science fellas. Lotsa Dynamic compression,tight squish, optimized timing,and just lean it out. And out. And out.And leave the big cam/big carb in the box. This was with a Hughes 223* and a heavily gone through 600,list 1850, and that crappy oxygenated,(everyone says) 87E10.
Ok so change 3310DP, to 750DP


heehee
Click to expand...
 
You must log in or register to reply here.
-

Back
Top