I was wondering if one intake had an advantage over the other one.

What are your plans for your car? Any other modifications from stock?
Rick

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2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6

It was way easy to re-jet my 400 cfm Carter AFB 4bbl for operation at 5500 feet. All sorts of jets and metering rods are readily available I do not know the answer to this question - what is the availability for obtaining jets for the 2bbl?

Oh, the 4bbl is on a 4x4 truck slant six that doesn't see much over 3500 rpm max so the secondaries are basically worthless for now.

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Tom
'86 Alfa Romeo Spider, red "Dinsdale"
'10 Corvette, red "" (no name yet)
'95 Ferrari 348, red "Zoom"
'04 Maserati, black "Evil"
'05 Aston Martin DB9, green "Bond, Treasury bond."
'82 Dodge W150 Power Ram, yellow "E. Valdez"

The 70's BBD's use the same jets and replacement rods as the AFB if it needs to be recalibrated....mostly the problem is with finding a BBD that is in good shape. Recalibration would be needed if the vehicle in question is at a high altitude or the carb was for another application (i.e. going from a Volare to a B-Van...etc...)...some people have gone to alternate carbs such as the Holley 2280, 2300(need an adaptor plate), Weber (adaptor plate here too), etc...

On a stock slant six a 4 barrel is wasted, but, one that is mildly ported and has an RV cam, and upped the compression ratio, it becomes useful if it is a smaller cfm carb...Secondaries should tip in when power is needed, usually a few hundred rpm above your top highway cruise rpm (or at a certain drop in vacuum sensed at the carb if a vacc. secondary carb...).... on a regular street driven vehicle a vacuum secondary carb is fairly easy to tune by changing the secondary springs to open them at the right time based on vacuum drop, mechanical secondaries take a little more linkage bending and counterweight massaging, but it isn't too tough to master.

"Street" 4 barrel carbs are limited to about 3 carbs- Carter/Edelbrock AFB, AVS (both available in 500 cfm range over the counter), and Holley 8007/390...

Depending on the 4 barrel manifold you may be able to adapt one of the 2 barrels to it with a plate and some engineering....results may vary on mileage and power there...

Right bow I have the offy intake with a super comp header, my head was milled 60 thousands, I'm gonna put bigger valves and a cam in it over the winter. Just curious if the super six would work better. I have and edelbrock 500 rn btw

I use a 500 cfm edelbrock thunder series on my motor. I have a 265 mech cam, bigger valves and a milled head with machined intake and exhauset ports. That being said I still had to change jets and metering rods to lean out the carb for street use. At full throttle I still get a A/R mix of 13.1. If you are not towing or raceing alot I would go with the 2 BBL.

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~Nic

I have a Super Six manifold with a Holley 350 cfm carburetor, dual Dutra manifolds, and a mildly ported head with stock hydraulic cam. It's in a long bed D100 that occasionally hauls and tows a small camper. To me it's 99% perfect. But I only chose this carburetor because my BBD was worn out and I didn't want to swap intake manifolds.

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If it was easy, everybody would be doing it.

I have an Offenhauser 4bbl intake with a Weber 2bbl carb on an adapter plate.
I had to jet the Weber down a bit.

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"Ja, Ich fahre ein altes auto."
'78 Volare 225
'67 Charger 318