No problemo, Pompis.
If I were you, I would really look into a set of closed chamber heads, over 360 J heads. The '302 head is excellent and can be opened up for higher flow numbers and should gasket match to a performer. I opted for the LD4B, because it doesn't need to be opened up for port size match. They are getting hard to come by, but the Weiand Stealth is nearly a dead ringer, which are also made by Holley and can be had most anywhere.
Check into a few other heads. The 360 J head is a step back in the right direction for a mild performance car, but it's still on the high end of the flow spectrum for mild performance/ cruising.
To all, regarding the quality of the Demon Carburetors and Street Demon VS Edelbrock 1405/1406, even though they are different animals;
When my Street Demon carburetor arrived, it smelled like test solivent. I can only assume that they dyno tested each one of these and set idle mixture and tune, as per sea level specifications. I watched another review of someone putting one on their nova, in place of an Edelbrock 1406 before I purchased mine (among other written and video reviews) and it was the same story.
This carburetor came into my hands in flawless condition. No casting flaws, no burrs, no drill shavings, nothing wrong at all with it. In my opinion, the Street Demon, by design and quality control are FAR superior to the 50+ year old Carter designs. It has to be, because it was reverse engineered from some of the best design aspects of any carburetor for the street and simplified.
These things are die cast, which allows a lot less cleanup in machine work on the production line and it showed, when I pulled mine apart to do a metering rod and jet swap for 6000ft elevation, here in Denver.
However, contrary to popular belief, I think it's a terrible plan to assemble ANY mechanical device on to another, without examining everything about it!
Case in point; I am working on a 1955 Studebaker Commander that is on final assembly that I finished painting, two months ago. It has a GM Goodwrench, low HP, run of the mill 350. It was dyno tested before they sent to us, bla bla, my boss bought a brand new Edelbrock 1406 to put on top of it. I was under the impression that we were going to rejet it and after I found out that we weren't going to, that the car was going to live in another state, I finished pulling the upper half of the body apart anyway, to inspect it.
Well, I'm glad that I did, because after I did, I found an extra cad plated torx screw that holds the two body sections together, loose, floating in the left bowl, just on the inside of the cast wall that reads made in the USA. I wonder how that bone dry, out of the box 1406 would have functioned once that screw got wedged in the float linkage? Nice and rich, flooding everything, or lean, depeinding on how it wanted to get lodged, I'm sure.
In my opinion, the 1405/1406 is a good carb, but there are better things to be had, even by Edelbrock. The AVS is superior to the AFB. Especially if you drive on hills and don't like the counterweighted secondary balance tuning your AFR depending on the vehicles incline.
It doesn't matter where your product comes from, what your personal tastes are in machinery or what you like. All people are imperfect and if you want to know what the quality of craftsmanship in a machine looks like on the inside, look at it.
