The SEMA Show is an event we look forward to every year. Last year was the very first virtual release, and it was a welcome distraction from all the craziness of 2020. Still, we were more than excited to return to the Las Vegas Convention Center and get back to our regular lineup – where the he entire automotive aftermarket comes together to showcase their products and the world-class builds they produce.
This year we caught up with a number of manufacturers, but the one that really stood out to us was Edelbrock. As always, the brand’s stand did not disappoint. We caught up with Brent McCarthy, the company’s Head of Line Manager/R&D Manifold Specialist, and got a taste of all the new stuff from Edelbrock.
If you’ve been into classic hot rodding for a long time, chances are you’ve owned or worked on an Edelbrock carburetor in some form or another. Well, if you thought those days were over because fuel injection became popular, you’d be wrong. There is always a strong demand for new and improved carburetors, and Edelbrock has once again answered that call.
When we put Brent on the new carbs, he had a lot to say! “We have 650, 750, 850 and 950 cfm models. One of the main features is that they are taller carburettors. They are actually 1/2 inch longer than our standard carburetor, giving the air more length and time to settle before it enters the servo. But the improvements didn’t stop there. Brent continued, “there’s also a longer distance under the booster, so there’s more mixing length.”
“The new carburetors have four complete fuel circuits and billet metering blocks. So you get two bleed settings for the main circuit and you get one setting for the intermediate circuit. In addition, all carburettors are equipped with intermediate circuits, which is unusual. It also has a bleed for the idle circuit, and an extra adjuster on the side for idle/air too, and that’s how you can adjust your throttle to the exact right place for the transition slot, eliminating the need to adjust idle speed with the screw that moves the throttle blades. All this results in an optimal setting for takeoff.
“It is also equipped with a TPS sensor support. It comes with a cover, but you can just remove it and mount a GM three-wire TPS sensor. So if you have an electronic transmission or just want the data, it’s there.
As Brent continued, we asked, for the average person, how much adjustment is needed for each circuit? “The nice thing about these is that you can do a tune just up top with air bleeds right off the bat. The idea though is with our calibrations we’re going to set it up for the applications the most general ones of each so they’re ready to go out of the box. We’ve actually transferred them from different engines – for example, we’ve removed it from some sort of hot dyno engine that we were revving at eight thousand bucks, and put it on a tram that put out about 400hp and it was fine.”
“A few extra features – it has drain plugs for the bowls. There is a sight glass on both sides so it’s easy to adjust the float where you want it. The floats have also been notched for jet extenders, and we include jet extenders on the secondary side It also has side cuts on the floats So let’s say we take a sharp turn and all the fuel goes to one side, on a normal float, which would push the float up and cut off fuel flow, but since we added those side cuts, that little notched part doesn’t allow the same thing to happen.
“Bowls also have some confusing to avoid the slosh I mentioned. On the power valve, we added wastegate jets, so you can control how much fuel leaves the power valve. We also have power valves in the primaries and secondaries. So you end up with a square throw, which is really nice for tuning.
The coatings are also all new. Edelbrock offers the new carbs in Chrome Plasma, Black Plasma and Smokey.
So if you’re not ready to let go of your beloved carburetor just yet, but want to go with an electronically controlled transmission, or just want the added performance benefits listed above, check out Edelbrock.com.