Edelbrock 500?
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MSEE
Joined: Apr 2004
Posts: 10,386
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From: Austin, TX
Edelbrock 500?
Hi all; in doing quite a bit of searching, I haven't really found anyone who is running an Edelbrock 500 on their 6. Anyone actually running one? If so, what do you think?
Postmaster
Joined: Dec 2006
Posts: 3,603
Likes: 10
From: Spokane, WA
Any after market carb may require some tuning since they are not application specific to our I6's...but that is part of performance upgrades. Study the Edelbrock tech information, follow the installation and tuning instructions, call their Tech Service if you have questions (they like happy customers) and you are good to go.
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MSEE
Joined: Apr 2004
Posts: 10,386
Likes: 35
From: Austin, TX
Appreciate the response guys; what I would really like to know if anyone is actually running one. That way you can directly tell me your personal results. Every one I know who has built up a 300 is using a Holley 390. I have a lot of people telling me to go with an Edelbrock 500, but no one that is telling me to do it actually has done it. I am particularly interested in knowing someone's first-hand results with using a 500 CFM carb on a 300. Going by the numbers, 500 seems a little large to me. I'm a little hesitant to drop almost $300 on a carb without knowing if anyone is happy with the results. I really doubt that nobody on FTE has tried this. Thanks for the posts so far, though.
Fleet Owner
Joined: Sep 2005
Posts: 28,609
Likes: 18
From: Lake Tahoe, Nevada
I am not running one but I have an old one that needs overhaul, and I am hoping to put it on this summer. It's going to be part of a number of changes that will happen if I don't change trucks first!
Once, I actually saw one on a 300 six and it worked great. But only with the vacuum secondaries. I have heard of others on FTE that had worked out just fine.
Once, I actually saw one on a 300 six and it worked great. But only with the vacuum secondaries. I have heard of others on FTE that had worked out just fine.
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Postmaster
Joined: Dec 2006
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From: Spokane, WA
http://fordsix.com/forum/viewforum.php?f=2&sid=05e0397bbf85c7470ad2041fb3c7 582a
A number of people on that Forum use the Edelbrock 500 on their 300's.
Theoretically (according to Vizard) no carb is too big. Some have even used 750-800 cfm Qjets on 300's. The problem is usually in tuning the secondaries...if they open too soon (at too slow an engine speed resulting in over carburetion) there is an overly lean condition created because there is not enough flow to activate the secondary fuel circuits resulting in stumbling, farting, falling down...the bog monster. So, one learns to not slam the throttle WOT at slow speeds and/or one can adjust the secondaries to open only when the engine can handle the additional flow. Even on the Holley 390's this can be a problem and is usually rectified by using a stiffer vacuum secondary spring. While the Holley and Edelbrock use different systems to accomplish the same thing, the principles are pretty much the same.
A number of people on that Forum use the Edelbrock 500 on their 300's.
Theoretically (according to Vizard) no carb is too big. Some have even used 750-800 cfm Qjets on 300's. The problem is usually in tuning the secondaries...if they open too soon (at too slow an engine speed resulting in over carburetion) there is an overly lean condition created because there is not enough flow to activate the secondary fuel circuits resulting in stumbling, farting, falling down...the bog monster. So, one learns to not slam the throttle WOT at slow speeds and/or one can adjust the secondaries to open only when the engine can handle the additional flow. Even on the Holley 390's this can be a problem and is usually rectified by using a stiffer vacuum secondary spring. While the Holley and Edelbrock use different systems to accomplish the same thing, the principles are pretty much the same.
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Postmaster
Joined: Mar 2005
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From: Earth
I'm running an Edelbrock 500 in my Bronco. I've fiddled with the rods/jets/springs to the point it runs pretty well. There is a bit of a bog at WOT I haven't been able to completely eliminate, otherwise it works just fine. There's no provision for changing the secondaries on an Edelbrock carb. It uses weights attached to the air valve shaft to control air flow into the secondaries, all you can change is the secondary jets.
Of course, my engine is stock other than EFI exhaust manifolds and the Offy C-series manifold. With a bigger cam I might be singing a different tune.
Maybe a dual plane manifold would work better with the 500 on a stock engine? Anyway, the 500 works fine and is relatively easy to tune - rod changes take < 5minutes and jet changes take ~ 15 min including pulling the carb. If you're buying it go ahead and get the tuning kit (and a couple of air horn gaskets) too. You will want to play with the rods/jets depending on what you're running.
Of course, my engine is stock other than EFI exhaust manifolds and the Offy C-series manifold. With a bigger cam I might be singing a different tune.
Maybe a dual plane manifold would work better with the 500 on a stock engine? Anyway, the 500 works fine and is relatively easy to tune - rod changes take < 5minutes and jet changes take ~ 15 min including pulling the carb. If you're buying it go ahead and get the tuning kit (and a couple of air horn gaskets) too. You will want to play with the rods/jets depending on what you're running.
Postmaster
Joined: Dec 2006
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From: Spokane, WA
Hey BaronVonAutomatic!
If you don't have a spacer between the carb and manifold try a 1" 4 hole spacer. That might provide a bit of "column" and better flow to help get the secondary fuel circuits in action sooner. If that improves things you might even add another 4 hole spacer if you have hood clearance for it. I think with the Offy C and Clifford open/single plane manifolds there may be a bit of turbulence at the base of the carb causing poor flow characteristics and the spacers will move the carb away from that.
And what jade79 said.
On the Carter AFB 's (same as the performer) the weight was lightened by grinding some material off for quicker secondary opening...If one can add a little weight one might be able to delay opening of the secondaries and take some bog out that way.
If you don't have a spacer between the carb and manifold try a 1" 4 hole spacer. That might provide a bit of "column" and better flow to help get the secondary fuel circuits in action sooner. If that improves things you might even add another 4 hole spacer if you have hood clearance for it. I think with the Offy C and Clifford open/single plane manifolds there may be a bit of turbulence at the base of the carb causing poor flow characteristics and the spacers will move the carb away from that.
And what jade79 said.
On the Carter AFB 's (same as the performer) the weight was lightened by grinding some material off for quicker secondary opening...If one can add a little weight one might be able to delay opening of the secondaries and take some bog out that way.
Elder User
Joined: Jul 2003
Posts: 997
Likes: 0
From: Weston, Nebraska
Check out my signiture, that's the setup on my truck. I love the edelbrock, all I had to do was change the springs so my secondaries would kick in later and it hasn't the slightest problem taking all the fuel I throw at it. It has a very slight hesitation if you romp on it b4 2000rpms, but quickly comes out of it, otherwise it screams to 5500 rpms no problem. With my setup I gained about 120HP, but lost a lot of low-end, gained a lot of high-end though, since I prety much lost the low-end, when I have some time I'm gonna pull the head back off and port it way out.
Laughing Gas
Joined: Oct 2003
Posts: 896
Likes: 6
Ran a 500 on my 300. It was a pretty standard build 040 over 9.5 to 1 Offy C EFI manifolds port/polish on the head 3angle valve job forget the specs on the cam but it was a pretty common grind, lift was under
.500 it was actually an Isky grind spec anyway truck ran great, never has any problems, was good in Denver traffic, the highway or offroad. Wrecked the truck but a buddys still running the engine.
.500 it was actually an Isky grind spec anyway truck ran great, never has any problems, was good in Denver traffic, the highway or offroad. Wrecked the truck but a buddys still running the engine.
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MSEE
Joined: Apr 2004
Posts: 10,386
Likes: 35
From: Austin, TX
Thanks for coming through guys. I am leaning toward going with an Edelbrock at this point. One thing I really like about Edelbrock over Holley is that the Edelbrocks have an integral fuel bowl whereas the Holley's is bolted on with a gasket and tends to leak. The Edelbrock is also a tad cheaper. I'm hoping to have the truck out of the garage by the end of the month so I'll definitely post some pictures and let you all know how it turns out.
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