However, more than 90 percent of all carbs used on American V-8 engines are the fixed-jet/choke type, such as typified by a regular Holley carb or the fixed-choke primary paired with a vacuum secondary such as with a Quadrajet.įig. An SU carb such as used on many British cars from the early 1900s through the mid 1980s is a prime example of a constant-vacuum carb. Most carbs fall into one of two groups: constant-vacuum and fixed-jet or choke (“choke” here refers to the venturi not the cold-start system). To acquire any great proficiency at this, a sound understanding of the function of the carb is required. But tapping into that performance potential requires you to understand the basic operating principles to enable optimal calibration.Ĭorrect calibration of the carb is mandatory in order for power to be made from a carbureted engine. Outside of having socially acceptable tailpipe emissions, a carb supplies a means to performance, which ranks about equal to any fuel injection, but without the complexity and cost. So why has fuel injection almost universally taken over on OE production lines? Primarily because a computer controls it, and therefore fuel injection lends itself to solving emissions-related problems. Today, the carb is still very much alive and well for one simple reason: For all its underlying simplicity, a correctly sized and calibrated carb can make horsepower numbers as big as any more complex fuel injection system and do so on a lot less money. In terms of power potential, what small gap there might have been, put them ahead when raw power was the only criterion. Instead, carburetor manufacturers upped the ante with new, more refined designs. This AED-modified Holley Dominator may be expensive, but it drives like a $2,500 fuel-injection unit and makes more power without the complexity of fuel injection.Īs we know, it did not happen. However, mainstream soothsayers predicted the nearly total demise of the carburetor for pretty much all applications other than lawn mowers and classic cars.įig. That was probably the case if you were computer savvy, but in the mid 1970s most car nuts were very much mechanically oriented and computers just did not figure into their engine building plans.
Then along came the microchip and electromagnetic injectors and everything supposedly got easier. You can copy and paste this link to share: Ī gasoline mechanical fuel injection system was always an expensive and usually finicky deal.
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