What Edelbrock 1406 jetting do you use

Metalmarty

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Hi all,

I'm pretty familiar with jetting Solex and Weber IDF carbs, but the edelbrock carb is new to me.
Mainly the rods and springs are new for me. I've read that a 1406 is pretty lean out of the box, but I can't find a lot people that have shared their 1406 jetting. I'm investing in dual O2 sensors in a later stage, but I want to start with a good base jetting so I can drive the car around without too many lean problems.

I've read some great info about drilling the idle jets (tubes) to .035"
And removing the weight/spring underneath the accelerator pump cluster. :D
Edelbrock 1411 off idle stumble

The 1406 is fully stock.
.075 x .047 in metering rod
.098 primary
.095 secondary
5 inHg orange spring
.031 accelerator nozzle
Accelerator pump in middle hole

I've ordered a Calibration kit and accelerator nozzles (0.024, 0.033, 0.043)

Some info.
The car is a 1968 Chrysler Newport.
The engine is a 1977 Chrysler 400CID
- Stock longblock (452 heads)
- Edelbrock DP4B intake
- Edelbrock 1406 carb
- Richard Ehrenberg distributor, coil, wires + NGK iridium plugs
- Headman 78070 midlength headers
- Dual 2.5" exhaust with magnaflow 11236 muffler (NO Crossover/h pipe)

Furthermore
- 727 transmission with shiftkit
- 10 3/4" Chrysler HP converter (~2300 rpm)
- 3.23 rear gears
- 27" tall tires

What jetting would be a good base?
I was thinking
.073 x .047 metering rod
.101 primary
.095 secondary
7 or 8 inHg spring
.033 accelerator nozzle


And what jetting do you use on which engine combo? :)
 

Mike66Chryslers

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I don't remember offhand what rod and jet combos I have in my Edelbrock carbs. I bought a kit for each and used the tuning guide in the owner's manual to set them up for the particular engine.
 

CBODY67

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One thing needs to be remembered, the word "lean" can have different meanings. To some, anything leaner than 12.7 (the E0 AFR for max power) to 1 is too lean. To others, if the spark plugs' ceramic "colors" chalky white, that's too lean, too, at the other end of the spectrum. And, in the middle of all of this ie ethanol'd fuels! E10 in itself will make the engine appear to run leaner and need richer calibrations, shifting the "stoich" mixture from 14.7 to 1 AFR to about 14.2 to 1 AFR, such that it would need richer jets to work better. So, do you jet for the magical number with E0 or E10?

Considering how close the Edelbrock AFB is to the original Carter AFB, you can look in some of the middle 1960s Chrysler service manuals for jetting specs and metering rod diameters for an engine close to yours (in this case, a 383 in about 1967). THEN, get one of the Mopar Performance Race Manuals for the B/RB engine and read how to calibrate the carbs for best performance on which intake manifold. As you have the old Edelbrock DP4B, that should be easy.

Download and read the Tuning Manual for the AFB/AVS carbs at www.edelbrock.com, for good measure.

What you might discover, after comparing the OEM fuel calibrations (jet and rod sizes) to what's in the carb and what the OEM carbs used, is pretty close.

Just some thoughts,
CBODY67
 

3C's & a D?

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I'd suggest that before you start making changes, try it as set up from the factory. As I recall, they come calibrated to sea level. Which I believe most of the Netherlands is just above? The charts edelbrock supplies will give you an idea where to go from there. I have a 1407 that I changed from factory set up, to 1000 feet above sea level specifications. I barely noticed a difference. The 1406 would be the better carb for my application, however the 1407 is what the car came with.
 

furious70

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Go to their website and they have a lean and performance calibration. Bump up to the performance cal as a starting point
 
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