Recommended 4bbl carb for stock 318
Trying to steer him that way, but it's difficult.
It works, has a manual with a chart.
It's a hot rod'rs carb, I'd just the same recommend the holley 600... but people veer to the shiny.lol I can tune both and get close.....I have my own preference of course.
By finding that carb at a good price, you’ve pretty well decided to go that route with your 4bbl upgrade. Perhaps best to stop second guessing and commit to using that carb. Let us know how your progress is with that one!
Just read the whole thread. My head is spinning. Your all over the place bud. Got nothing for you, you seem to have it all figured out. Back in the day I had a stock 1970 318 Dart with an Ede Performer and an Ede 600, and that little bugger would burn rubber all the way down the street. But what do I know.
After all the great suggestion from you guys. Cost was a contributing factor from the start all along with the size, type, and brand of carb. I am having to go in a bit different direct to maximize my savings for future parts now though,
So...
Currently my decision has landed on the 4160 with the universal install kit, sitting on a 71' spread bore non-smog intake manifold. This has been based on what intake currently have, what carb was dirt-dirt cheap and in hand, and available future funds.
A - Is there anyone who has used this combo and had trouble?
B - Is there any reasons this combo can't be used?
C - Is there going to be any major differences between the 3 different (4160,1406,Demon) 600CFM carbs all with vacuum secondary's? If so, what specifically?
And I will still use the info for a possible future carb when I can afford it.
So from this point, really, the suggestions are now for others to get help as well.
With all the input from everyone here
In a perfect world
I would lean towards the Edlebrock or Demon carb and I would use the suggested information from you guys to find the most recommended carb and combine that with further research on specs to make a decision. Then that carb would be sitting on a light weight, high flow, and low profile intake. Then move onto rear gears, then cam, then the torque converter, and eventually to high flow shorty headers to go with the current dual exhaust.
