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I figured I'd do a quick write up on the Edelbrock AVS2 800 as it is on my new 383. Short version - it works great and I love it.
I recently upgraded the engine to a Blueprint 383 and I had installed the AVS 650 which was what I had on my 350. Well the 650 ran fine but I had a nagging desire to see if I could do better. Plus I have seen the new AVS2 carbs and they seem to have some good features. So I went ahead and purchased and installed the 800 and yes it is an improvement. I felt a noticeable difference in the top end when getting on it. The car hauls *** now. haha. I actually just bolted it on without any adjustments and it ran fine. After running it a bit I thought it might be a little rich (just guessing) I jetted it down and it's even better - no bogs and it idles like a champ. I was really on the fence about the 650 vs 800 cfm thing since the 383 could probably work with either of them. And who knows, maybe with more tuning the 650 could have been made to work better. But so far I like the 800. The 800 has a dual feed fuel inlet also but that was no problem as I just swapped out the existing single feed line for the dual. Anyways, I figured I'd report my success with this carb on this engine combo. I don't claim to be a carb expert and the only reason I chose Edelbrock is because that is all I have ever owned. Oh and I did manage to pry the calibration and tuning chart from the guys at Edelbrock since they don't make it easily accessible. I'll attach it to this post in case it helps anyone else out.
I'm a firm believer in Annular boosters! As to the Edelbrock jetting PDF. The jetting choices are terrible and the percentage of changes is often 4% or more. So when I first started working on Edelbrock carbs I figured out how to make say 1% changes or changes that they don't have listed. I have a math background, but a simple online area calculator works just fine.
How a jet and two step rod works is: The area of the diameter of the jet hole is the total possible fuel flow. The two stepped diameters of the rod are big diameter blocking flow through the jet at high vacuum cruising down the highway and power the smaller diameter of the rod blocking flow when you open the throttle and vacuum drops.
idle and cruising down the freeway you want an Air Fuel ratio of approaching say 15:1 and full power rich say around 12.8:1 So from the chart # 1 stock jetting is:
.0104 = .008494 .0065=.003318 .0052=.002123 So .008494 - .003318 = 005167 and power rich mode is .008494 - 002123 = .006371 So if you wanted to just lean out idle and cruise and leave the power at the same A/F ratio instead of taking the big jump to #2 on the chart you could simply just keep the jets and just replace the rods with as shown on number 9 the 68/52 diameters. 68 is larger than 65 and blocks more fuel flow through the jet. You can figure out the percentage change of the areas.
So Edelbrock gave us very few and often poor choices and with just a little thought you can perfect these type carbs.
Hi....i've just saw your post on Corvette forum and you said that you have change the jetting into your AVS2 800 cfm edelbrock.....i'm planning to do the same and would like to knoe you have change to wath number of jets ??? I have almost the same setting as you 383 stroker 700R4 with shift kit but have now a 650 avs2 and i want more power...i have the feeling that there not enough gaz coming true when i press the pedal
best regards
Originally Posted by jim-81
I figured I'd do a quick write up on the Edelbrock AVS2 800 as it is on my new 383. Short version - it works great and I love it.
I recently upgraded the engine to a Blueprint 383 and I had installed the AVS 650 which was what I had on my 350. Well the 650 ran fine but I had a nagging desire to see if I could do better. Plus I have seen the new AVS2 carbs and they seem to have some good features. So I went ahead and purchased and installed the 800 and yes it is an improvement. I felt a noticeable difference in the top end when getting on it. The car hauls *** now. haha. I actually just bolted it on without any adjustments and it ran fine. After running it a bit I thought it might be a little rich (just guessing) I jetted it down and it's even better - no bogs and it idles like a champ. I was really on the fence about the 650 vs 800 cfm thing since the 383 could probably work with either of them. And who knows, maybe with more tuning the 650 could have been made to work better. But so far I like the 800. The 800 has a dual feed fuel inlet also but that was no problem as I just swapped out the existing single feed line for the dual. Anyways, I figured I'd report my success with this carb on this engine combo. I don't claim to be a carb expert and the only reason I chose Edelbrock is because that is all I have ever owned. Oh and I did manage to pry the calibration and tuning chart from the guys at Edelbrock since they don't make it easily accessible. I'll attach it to this post in case it helps anyone else out.
I am in a similar situation to what you describe in your post. My 383 Stroker has a 780 Quickfuel HR series with vacuum secondaries and I've been thinking of changing to another carburetor or possibly going to EFI which I honestly don't want to do. If possible, I'd like to talk with you about how you decided on your set up.
05-20-2019, 12:52 PM
Edelbrock 800 AVS2 on my 383 - first thoughts
As to the Edelbrock jetting PDF. The jetting choices are terrible and the percentage of changes is often 4% or more. So when I first started working on Edelbrock carbs I figured out how to make say 1% changes or changes that they don't have listed. I have a math background, but a simple online area calculator works just fine.
