Posting from Australia - thanks so much for this very detailed info. Classic 3500s are thin on the ground here and carby mod info is non-existent. I really appreciate your taking the time to post this in such detail. Thanks :)
@@davidkennedy1077 hi David it's already in my humber sceptre mk3 lol , but the 1404 came from a 3.5 and the chap who tuned it when I put the carb on said it didn't need to have new jets in , so seeing this makes me think if he was right
@@twin40dave very impressive (and no doubt sounds very impressive too!) A great memory from my boy racer years in the 90s, was hearing a Rover V8 engined wedge TVR being soundly thrashed!!! What a lovely howl those engines put out when floored!!!
Hi, We list the complete kits and carb on its own as well in our shop here shop.v8engines.com/carburettors-69-c.asp Feel free to drop us an email on info@v8engines.com for specific information for your setup
Did you ever do an install video? I did not see one in your play list. I'm planning on installing one a 1987 LR 110 with the power plenum. I've been told that a stock 3.9 cam in a 3.5 makes a nice little addition; yes, no, maybe??? Many thanks!
Hi, Sorry but we do not have a installation video. Maybe its something we will look into doing later in the year (every vehicle is slightly different though and I like to try and cover all points so might be a longer video lol) We always use Piper camshafts so I can not really comment on your cam swap as it is not something that I have personally experienced
Thanks for posting this video. Did you know that you don't have to fully remove the needle caps, you can loosen them and rotate them around... don't forget to cover it with your finger to stop the spring launching. If you watched this, your probably a petrol head: therefore Project Binky (Bad Obsession) is an absolute must.
Yes it was a debate I had internally before doing the video. Do I remove the needle covers or just swing them round. Either way someone will comment saying it could / should be done the other way lol
Your 3.5 setup using an 80 primary jet along with a 62-52 needle is 19 percent leaner on the cruise circuit and 21 percent leaner on the acceleration circuit compared to the stock setup, I have never managed to get a 3.5 engine to run well with such a lean setup, engine response goes very 'flat', I'd be interested to know what air fuel ratio's you are getting on cruise and when accelerating just on the primary side of the carb, i.e1/2 throttle. With a 'normal' primary booster I have found that any Rover engine will not want to run well with a cruise AFR any leaner than 15.5:1. I have made a few sets of annular boosters for these carbs, with an annular booster the cruise can be leaned off to 16.5:1 but the actual jetting at first glance appears to be richer than stock even though the mixture is leaner, this is due to the 'signal' at the booster not being as strong. I copied Edelbrocks design when making my annular boosters which was a mistake and is the cause the weak signal, I can surmise that Edelbrock found the same issue by the fact that the stock jetting for any of their annular booster carbs is way richer than their equivalent straight leg booster carb. (One day I will make a better set of boosters!) You also state that you hardly ever change the secondary jets, I have found that the secondaries tend to be OK for the smaller engines but will cause a 4.6 to run too rich at WOT, I end up using jets around the 77-83 sizes, these usually give a WOT AFR of around 12.8-13:1. With regards to the throttle return spring if you mount it as you first described under the throttle cable it puts a lot of load on the primary butterfly shaft, this causes the shaft to wear out the carb body which causes an air leak, it can also cause the butterflies to jam up just as the carb is closing to idle, this gives non-consistent idle speeds. If you mount the spring in the hole just under the ball end that the throttle cable connects to so that the spring is in line and pointing away from the throttle cable it removes all of the load from the butterfly shaft, this means that you get no carb body wear. You should use two springs in parallel for safety reasons, the carb does not have an internal spring, the slight spring that you can feel is just the accelerator pump spring, it is not any form of throttle return spring.
We are generally seeing AFR's of 12 to 12.5 on acceleration and 14 to 15 on cruise. On some 4x4's going up a jet size on a 3.5 litre engine is sometimes needed but not often. We always check for correct operation of the throttle and have not experienced issues however on some cars do play around with different springs or positions to get a pedal to have the right resistance feel on opening as well. Have not had any issues with wear and air leaks over the years either and we have cars come back to us from engines that we built in the late 90's so get to see what wear and tear could be possible etc. Thanks for your comments though. Always good to hear that others like the Edelbrock and are experimenting with settings etc.
@@RPIEngineering I'm surprised that your cruise AFR is as rich as you say considering that the cruise circuit has been leaned off 19% from stock. The 80 62-52 setup was the suggested setup back in the 90's when Webber imported these carbs, not sure if they actually tested this setup on a 3.5 using a wideband or not. I've found that on a 3.5 the cruise can not go more than 10% leaner than stock, any leaner and the throttle response goes down the pan, the larger engines can run a leaner carb setup but they still end up running around 15-15.5:1 on cruise as does the 3.5 engines. The annular boosters can run leaner AFR figures, I guess because they atomize the fuel much better than a straight leg booster. The Edelbrock annular booster has other issues though!
@@flexgggjl1309 LOL, what a d-head you are! I've had articles published on setting up these carbs, so maybe you should attempt to read and understand what I have posted up, you would actually learn something about these carbs. RPI and not the 'be all and end all' when it comes to Rover engines, in the land of the blind the one-eyed man is king. Alternatively you can leave you head where it is now, i.e. up your 4rse
@@flexgggjl1309 You clearly know f-all about these carbs and you are also clearly happy to remain in that state. Here's a thought, nobody forced you to read my posts, maybe reading isn't your strong point, if you find it hard to read of is taking too long (past your bed time) then don't read my posts.
may i know the secondary jet to use in my edelbrock 500 carb. as you told me to use use the primary jet to be 0.83 and neddle 6552, in my 3.9 engine please advice thanks.
I have a rebuilt standard 3.9 with tubular headers and fairly big bore exhaust that seems very lean, runs hot popping and banging stumbling off idle, with your recommended primary jets It was better with the stock jets but I assumed it was running rich so put the 83s in which made things worse. Does the exhaust mean the car is running much leaner than stock?
I have a 73 c10 with 350 with 350 turbo 600 Elderbrock. What is the changing the jets and needles what does it do? Also can use the front vacuums to connect the vacuum that goes on the 350 turbo or do I need a find another vacuum ports on the intake?
Hi. Sorry but we can not advise on the jetting of your carb as its the Rover V8 engine that we specialize in and have jetting profiles worked out for. When we have jetted chevy and ford V8's on this carb before we have always defaulted to using the wide band lambda and checking air fuel ratios and making adjustments from there.
Hi there, I am from Melbourne in Australia and I have just brought a Edelbrock avs2 500 carby for my 85 Range rover Classic 3.5l. Just wondering what size jets i should place in the carby as i have a feeling the standard jets and neddles might need to be changed. Would you know what sizes ? It would be absolutely awesome get some help as their i have asked around and know one seems to know. Thanks again love this vids
Hi, We have not yet confirmed needles and jet sizes for a 3.5 litre engine with the AVS 2 however I have a customer that sent me some AFR readings on his 3.5 with one on that was not driving very well. I ad a stab in the dark and we sent out 94 jets and 6852 Needles. The customer has reported its driving much better however i have not yet seen any AFR data from this so would advise if you try that setup to make sure you have the setup checked - and of course feedback would be appreciated :-)
@@RPIEngineering Thank you for your reply. I believe it may just be a bit of trail and error but i will let you know if i find a set up that works.Thanks again. Love your vids very helpful and keep up the great work.
If we are supply a full conversion kit this all happens as standard from us. If its the carb only that you are buying then jetting is additional but if we are fitting jets then the float bowl heights get done as well.
The fitment issue isnt necessarily the carb but more so the intake manifold. You would need to establish if the intake manifold would accept the 4 barrel Edelbrock carb or is an adapter is available for it to fit. The rest is just tuning, fuel and cable connections that can always be worked out.
Hi, If you drop us an email to info@v8engines.com we can send you over a quote with details. Please let us know if your SD1 is auto or manual and the mileage that the engine has covered. Kind regards, Ian
Sir may iknow ignition timing you set if i change the jetting edelbrock 500 primary jet .083 and needle 6552 which you recommend , im using 3.9 stock and crower 50229 cam . please advice thanks
Check the TDC mark on the bottom pulley is correct (these can move on the damper) then set the timing to 6 BTDC. That is the best starting point. Depending on your engine condition, specification etc you may find a little more advance gives better torque / bhp figures however be careful of advancing too far as HC will increase and also of course you could induce pinking. Always check your timing on the road by pulling the car through a gear under load to check you are not getting picking. With most setups with standard to mild cams we end up around 8 BTDC however with higher lift cams etc a little more timing may be needed for the best results.
How will this 3.5 fair at the mot emissions test? At the minute my son is fitting a 300 HP ish 3.5 which has a 4 barrel Holley, into an mx5, but our big worry is the emissions test which will be based on the mx5.....
A 300 bhp 3.5, that must be very radical camshaft. Emissions with a carb is not an issue for a car that is meant to have a carb (although with a camshaft thats that radical you may even then struggle) The issue your possibly going to have is if the MX5 was produced with a CAT in the exhaust then you will still need a CAT and a CAT should really be used with an EFI setup with lambda loop. This is unless you can prove the age of the engine and that it should not have had a CAT but then you are into questions with the DVLA and your MOT tester I believe. Best speak tot eh DVLA to ask them what emissions requirements you will have to meat.
We would not advise it and for that reason its not something we even stock. If you have CAT's in the exhaust and you need them for emissions reasons then you will need to stick with the EFI system which we can help you with however if you can run without them and there are no issues with the emissions for testing etc then the Edelbrock 500 carb is the one that we sell, use ourselves and most importantly support.
Thanks for the vid i'll check my jet sizes now as the carb was already on my landy when i got it, can you tell me what thread size the air clean stud is please as i cant find any info on it and mine is missing
HI! Again sorry for more question, does the jetting and metering rod you recommend will affect the temp of the engine ? as my region is in The philippines . please advice thanks
Temperature will affect air density as will altitude. Best to start with the needle and jet profiles that we suggest and then run with a AFR gauge to check cruise and acceleration air fuel mix and tune accordingly
Hi, We supply these and have jetting profiles for most Rover V8 capacities and tunes. However when we have installed on larger capacity american engines we have always either advised the customers to have it tuned with use of a wide band lambda or if installing here we have tuned with the wideband on the road.
Posting from Australia - thanks so much for this very detailed info. Classic 3500s are thin on the ground here and carby mod info is non-existent. I really appreciate your taking the time to post this in such detail. Thanks :)
love Project Binky, great vid even though I have 2 P38's , keep up the great work.
Thank you
Yes I watch both 👍🏼
Brilliant shows :-)
Great video guys I need a kit to fit my 4.5 rover V8 I will definitely be in touch
What are you putting that bad boy into???
@@davidkennedy1077 hi David it's already in my humber sceptre mk3 lol , but the 1404 came from a 3.5 and the chap who tuned it when I put the carb on said it didn't need to have new jets in , so seeing this makes me think if he was right
@@twin40dave very impressive (and no doubt sounds very impressive too!) A great memory from my boy racer years in the 90s, was hearing a Rover V8 engined wedge TVR being soundly thrashed!!! What a lovely howl those engines put out when floored!!!
Feel free to get in touch, we are happy to help out were ever we can. 01603 891209 info@v8engines.com
Very informative video what would the cost be for a river 3:5 please
Hi, We list the complete kits and carb on its own as well in our shop here shop.v8engines.com/carburettors-69-c.asp
Feel free to drop us an email on info@v8engines.com for specific information for your setup
Did you ever do an install video? I did not see one in your play list. I'm planning on installing one a 1987 LR 110 with the power plenum. I've been told that a stock 3.9 cam in a 3.5 makes a nice little addition; yes, no, maybe??? Many thanks!
Hi,
Sorry but we do not have a installation video. Maybe its something we will look into doing later in the year (every vehicle is slightly different though and I like to try and cover all points so might be a longer video lol)
We always use Piper camshafts so I can not really comment on your cam swap as it is not something that I have personally experienced
Thanks for posting this video. Did you know that you don't have to fully remove the needle caps, you can loosen them and rotate them around... don't forget to cover it with your finger to stop the spring launching. If you watched this, your probably a petrol head: therefore Project Binky (Bad Obsession) is an absolute must.
Yes it was a debate I had internally before doing the video. Do I remove the needle covers or just swing them round. Either way someone will comment saying it could / should be done the other way lol
Your 3.5 setup using an 80 primary jet along with a 62-52 needle is 19 percent leaner on the cruise circuit and 21 percent leaner on the acceleration circuit compared to the stock setup, I have never managed to get a 3.5 engine to run well with such a lean setup, engine response goes very 'flat', I'd be interested to know what air fuel ratio's you are getting on cruise and when accelerating just on the primary side of the carb, i.e1/2 throttle. With a 'normal' primary booster I have found that any Rover engine will not want to run well with a cruise AFR any leaner than 15.5:1. I have made a few sets of annular boosters for these carbs, with an annular booster the cruise can be leaned off to 16.5:1 but the actual jetting at first glance appears to be richer than stock even though the mixture is leaner, this is due to the 'signal' at the booster not being as strong. I copied Edelbrocks design when making my annular boosters which was a mistake and is the cause the weak signal, I can surmise that Edelbrock found the same issue by the fact that the stock jetting for any of their annular booster carbs is way richer than their equivalent straight leg booster carb. (One day I will make a better set of boosters!)
You also state that you hardly ever change the secondary jets, I have found that the secondaries tend to be OK for the smaller engines but will cause a 4.6 to run too rich at WOT, I end up using jets around the 77-83 sizes, these usually give a WOT AFR of around 12.8-13:1.
With regards to the throttle return spring if you mount it as you first described under the throttle cable it puts a lot of load on the primary butterfly shaft, this causes the shaft to wear out the carb body which causes an air leak, it can also cause the butterflies to jam up just as the carb is closing to idle, this gives non-consistent idle speeds. If you mount the spring in the hole just under the ball end that the throttle cable connects to so that the spring is in line and pointing away from the throttle cable it removes all of the load from the butterfly shaft, this means that you get no carb body wear. You should use two springs in parallel for safety reasons, the carb does not have an internal spring, the slight spring that you can feel is just the accelerator pump spring, it is not any form of throttle return spring.
We are generally seeing AFR's of 12 to 12.5 on acceleration and 14 to 15 on cruise. On some 4x4's going up a jet size on a 3.5 litre engine is sometimes needed but not often.
We always check for correct operation of the throttle and have not experienced issues however on some cars do play around with different springs or positions to get a pedal to have the right resistance feel on opening as well. Have not had any issues with wear and air leaks over the years either and we have cars come back to us from engines that we built in the late 90's so get to see what wear and tear could be possible etc.
Thanks for your comments though. Always good to hear that others like the Edelbrock and are experimenting with settings etc.
@@RPIEngineering I'm surprised that your cruise AFR is as rich as you say considering that the cruise circuit has been leaned off 19% from stock. The 80 62-52 setup was the suggested setup back in the 90's when Webber imported these carbs, not sure if they actually tested this setup on a 3.5 using a wideband or not. I've found that on a 3.5 the cruise can not go more than 10% leaner than stock, any leaner and the throttle response goes down the pan, the larger engines can run a leaner carb setup but they still end up running around 15-15.5:1 on cruise as does the 3.5 engines. The annular boosters can run leaner AFR figures, I guess because they atomize the fuel much better than a straight leg booster. The Edelbrock annular booster has other issues though!
@@sidecarbod1441dude just shut up and listen ffs
@@flexgggjl1309 LOL, what a d-head you are! I've had articles published on setting up these carbs, so maybe you should attempt to read and understand what I have posted up, you would actually learn something about these carbs. RPI and not the 'be all and end all' when it comes to Rover engines, in the land of the blind the one-eyed man is king. Alternatively you can leave you head where it is now, i.e. up your 4rse
@@flexgggjl1309 You clearly know f-all about these carbs and you are also clearly happy to remain in that state. Here's a thought, nobody forced you to read my posts, maybe reading isn't your strong point, if you find it hard to read of is taking too long (past your bed time) then don't read my posts.
They do make a specific tool for removing/ installing jets, it eliminates the chance of “gnarling” them.
may i know the secondary jet to use in my edelbrock 500 carb. as you told me to use use the primary jet to be 0.83 and neddle 6552, in my 3.9 engine please advice thanks.
Hi,
We normally leave the secondary jets as standard at 0.095" however then tune accordingly if needed.
May i also know what spring will i use and the squirter to use Thank you..
@@mariobedayo3658 Again normally left standard and standard orange spring
@@RPIEngineering Thank you very
@@RPIEngineering Thank you very much
I have a rebuilt standard 3.9 with tubular headers and fairly big bore exhaust that seems very lean, runs hot popping and banging stumbling off idle, with your recommended primary jets
It was better with the stock jets but I assumed it was running rich so put the 83s in which made things worse. Does the exhaust mean the car is running much leaner than stock?
what will be the number needle and jet for 3.9
I have a 73 c10 with 350 with 350 turbo 600 Elderbrock. What is the changing the jets and needles what does it do? Also can use the front vacuums to connect the vacuum that goes on the 350 turbo or do I need a find another vacuum ports on the intake?
Hi. Sorry but we can not advise on the jetting of your carb as its the Rover V8 engine that we specialize in and have jetting profiles worked out for. When we have jetted chevy and ford V8's on this carb before we have always defaulted to using the wide band lambda and checking air fuel ratios and making adjustments from there.
Hi there,
I am from Melbourne in Australia and I have just brought a Edelbrock avs2 500 carby for my 85 Range rover Classic 3.5l. Just wondering what size jets i should place in the carby as i have a feeling the standard jets and neddles might need to be changed. Would you know what sizes ? It would be absolutely awesome get some help as their i have asked around and know one seems to know.
Thanks again love this vids
Hi, We have not yet confirmed needles and jet sizes for a 3.5 litre engine with the AVS 2 however I have a customer that sent me some AFR readings on his 3.5 with one on that was not driving very well. I ad a stab in the dark and we sent out 94 jets and 6852 Needles. The customer has reported its driving much better however i have not yet seen any AFR data from this so would advise if you try that setup to make sure you have the setup checked - and of course feedback would be appreciated :-)
@@RPIEngineering Thank you for your reply. I believe it may just be a bit of trail and error but i will let you know if i find a set up that works.Thanks again. Love your vids very helpful and keep up the great work.
When you supply a carb to customers to you jet and set up the floats?
If we are supply a full conversion kit this all happens as standard from us. If its the carb only that you are buying then jetting is additional but if we are fitting jets then the float bowl heights get done as well.
I have a 4.3lx 4 barrel Carb for a 1994 Mercruiser. the carb isnt made anymore. Do you guys offer a 4.3l V6 version?
The fitment issue isnt necessarily the carb but more so the intake manifold. You would need to establish if the intake manifold would accept the 4 barrel Edelbrock carb or is an adapter is available for it to fit. The rest is just tuning, fuel and cable connections that can always be worked out.
Sir if i change the primary jet and the needles do i need to adjust the mixtures please advice
It is always worth re checking base idle mixtures with any change to the carb, ignition or engine spec.
so if i delived my SD! V8 vdp could you do the conversion for me?
Hi,
If you drop us an email to info@v8engines.com we can send you over a quote with details. Please let us know if your SD1 is auto or manual and the mileage that the engine has covered.
Kind regards,
Ian
Sir may iknow ignition timing you set if i change the jetting edelbrock 500 primary jet .083 and needle 6552 which you recommend , im using 3.9 stock and crower 50229 cam . please advice thanks
Check the TDC mark on the bottom pulley is correct (these can move on the damper) then set the timing to 6 BTDC. That is the best starting point. Depending on your engine condition, specification etc you may find a little more advance gives better torque / bhp figures however be careful of advancing too far as HC will increase and also of course you could induce pinking. Always check your timing on the road by pulling the car through a gear under load to check you are not getting picking. With most setups with standard to mild cams we end up around 8 BTDC however with higher lift cams etc a little more timing may be needed for the best results.
How will this 3.5 fair at the mot emissions test? At the minute my son is fitting a 300 HP ish 3.5 which has a 4 barrel Holley, into an mx5, but our big worry is the emissions test which will be based on the mx5.....
A 300 bhp 3.5, that must be very radical camshaft. Emissions with a carb is not an issue for a car that is meant to have a carb (although with a camshaft thats that radical you may even then struggle)
The issue your possibly going to have is if the MX5 was produced with a CAT in the exhaust then you will still need a CAT and a CAT should really be used with an EFI setup with lambda loop. This is unless you can prove the age of the engine and that it should not have had a CAT but then you are into questions with the DVLA and your MOT tester I believe. Best speak tot eh DVLA to ask them what emissions requirements you will have to meat.
@ oops :-)
Sir may i know if holley carb 390 good for my 3.9 discovery automatic Thanks
We would not advise it and for that reason its not something we even stock. If you have CAT's in the exhaust and you need them for emissions reasons then you will need to stick with the EFI system which we can help you with however if you can run without them and there are no issues with the emissions for testing etc then the Edelbrock 500 carb is the one that we sell, use ourselves and most importantly support.
Thanks for the vid i'll check my jet sizes now as the carb was already on my landy when i got it, can you tell me what thread size the air clean stud is please as i cant find any info on it and mine is missing
1/4 UNC from memory. If you cant get it locally we keep it here.
ok thanks
HI! Again sorry for more question, does the jetting and metering rod you recommend will affect the temp of the engine ? as my region is in The philippines . please advice thanks
Temperature will affect air density as will altitude. Best to start with the needle and jet profiles that we suggest and then run with a AFR gauge to check cruise and acceleration air fuel mix and tune accordingly
i just got 500cfm on a 351w crate id like to get better fuel econoomy what size needles should i use
Hi,
We supply these and have jetting profiles for most Rover V8 capacities and tunes. However when we have installed on larger capacity american engines we have always either advised the customers to have it tuned with use of a wide band lambda or if installing here we have tuned with the wideband on the road.
Why not using a Holley Sniper ?
Because not everyone wants EFi
Binky Rules!
Of course we watch project binky :-) lol
I watch Binky
Good man
what will be the number of needle and jet for 3.9 with crower 50229 cam