Edelbrock Automobile Parts 1403 1413 User Manual
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INTRODUCTION  
Your Edelbrock Performer Series carburetor was calibrated using Edelbrock Performer, Performer  
RPM, and Torker II Power Packages. The carburetor metering was developed on Edelbrock engine  
dynamometers, chassis rolls, and a variety of development vehicles. Although in most applications  
you will not need to recalibrate your carburetor, you may wish to change the factory calibration to best  
meet any unique needs of your engine. The following manual consists of 2 sections; Theory of  
Operation and Tuning Procedure. Upon review of Section 1, Theory of Operation, you will be prepared  
to develop your own individualized calibration. Section 2, Tuning Procedures will take you through a  
step-by-step procedure that will enable you to achieve a desirable calibration. For added ease of  
tuning, a Calibration Reference Chart for your model of carburetor has been included.  
TABLE OF CONTENTS  
SECTION 1:  
THEORY OF OPERATION .......................................................................2  
BASIC ENGINE REQUIREMENTS ............................................................2  
METERING SYSTEMS............................................................................3  
1. Idle System ..............................................................................3  
2. Primary Main System................................................................4  
3. Secondary Main System............................................................6  
TRANSIENT CONTROL SYSTEMS ..........................................................6  
1. Secondary Auxiliary System .....................................................6  
2. Pump System ...........................................................................7  
EXTERNAL DEVICES..............................................................................8  
Fuel Pumps and Pressure..............................................................8  
Air Cleaners ..................................................................................9  
TUNING PROCEDURE............................................................................9  
REVISING THE CALIBRATION.................................................................9  
Parts and Equipment ..................................................................10  
Changing Components................................................................11  
IDLE MIXTURE....................................................................................11  
Winter Fuel Idle Sets ..................................................................11  
Long Duration Camshaft..............................................................12  
CALIBRATING THE  
SECTION 2:  
WIDE-OPEN THROTTLE (WOT) ............................................................12  
CALIBRATING THE PART THROTTLE....................................................13  
Cruise Mode................................................................................13  
Power Mode ...............................................................................14  
CALIBRATING THE POWER MODE STAGING.........................................14  
CALIBRATING THE PUMP....................................................................14  
FLOAT ADJUSTMENT .........................................................................14  
CHOKE ADJUSTMENT.........................................................................15  
SPECIAL CALIBRATIONS ....................................................................16  
CARBURETOR SPECIFICATIONS ....................................................16, 17  
CALIBRATION REFERENCE CHARTS...............................................18-31  
APPENDIX.....................................................................................32-38  
Exploded View.......................................................................32, 33  
Troubleshooting Information. .................................................34-36  
WARRANTY .......................................................................................37  
EDELBROCK CARBURETOR DATA LOG ...............................................38  
1
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Lean  
17.0  
16.0  
15.0  
14.0  
13.0  
12.0  
11.0  
10.0  
Part-throttle cruise  
A
/
F
R
A
T
I
Part-throttle acceleration  
Wide open throttle  
X
Idle  
O
Rich  
0
1000 2000 3000 4000 5000 6000 7000 8000 9000  
Engine RPM  
Typical Engine A/F Ratios  
Figure 1  
METERING SYSTEMS  
The Edelbrock carburetor has three (3) basic systems that meter fuel to the engine: The Idle System,  
Primary Main System, and Secondary Main System. By understanding the operation of each you will  
be better prepared to calibrate your carburetor.  
Idle System: The Idle System delivers 100% of the idle fuel. It also meters fuel at off-idle throttle  
positions; a large percentage at just off of idle decreasing to a minor influence as the throttle is  
opened wider. The idle setting is critical both to a smooth idle at proper rpm and to a smooth  
transition to part-throttle operation.  
(5) Idle Channel Restrictor  
(4) 1st Idle Air Bleed  
(6) 2nd Idle Air-Bleed  
(3) Idle Jet  
(2) Primary Well  
(1) Main Jet and  
Metering Rod  
(7) Transfer Slot  
(8) Idle  
Screw  
Port  
Idle System  
Figure 2  
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Fuel is drawn through the Idle System (Figure 2) by the intake manifold vacuum that is  
communicated at the Idle Screw Port (8) and Transfer Slot (7). Fuel in the bowl passes through the  
Primary Main Jet and Metering Rod Restriction (1) and into the Primary Well (2). The fuel for the Idle  
System is drawn through the restriction at the end of the Idle Jet (3) - a brass tube - and flows up the  
tube to the location of the 1st Idle Air Bleed (4) - a brass restrictor - where air is mixed with the liquid  
fuel. The emulsified air and fuel is then drawn through the Idle Channel Restrictor (5) - a drilled passage  
that serves to increase the velocity of the air and fuel to promote better mixing. As the emulsified fuel is  
discharged from the Idle Channel Restrictor, additional air is added at the 2nd Idle Air Bleed (6) - a drilled  
hole - and the highly aerated mixture then moves through the passages in the main-body to the location  
of the Transfer Slot (7) and Idle Screw Port (8). The Transfer Slot (7) is a large air bleed when the throttle  
is closed, but as the throttle is opened the slot is exposed to manifold vacuum and becomes a discharge  
port for Idle System fuel. The Idle Screw Port is a variable discharge restriction that is adjusted by the  
engine tuner to achieve the desired A/F Ratio at engine idle.  
Primary Main System: The Primary Main system delivers an increasing percentage of the fuel as  
throttle position increases (phasing over the Idle System) and varies fuel delivery in response to air flow  
and manifold vacuum.  
Fuel is drawn through the Main System (Figure 3) by the pressure-drop that occurs when the incoming  
air flow must increase in velocity in order to pass the reduced throat areas at the Main Venturi (1) and the  
Boost Venturi (2). This pressure-drop (or suction) is communicated to the system by the Nozzle (3)-a  
brass tube that opens into the inside of the Booster Venturi (2).  
The fuel must pass through the restriction at the Main Jet (4) and Metering Rod (5). The Rod extends  
through the Jet, reducing the amount of area available for fuel flow. If the diameter of the Rod is large,  
then fuel flow through the Jet is more restricted than if the Rod were small.  
After the Rod and Jet, the fuel enters the Primary Well and is drawn up the inside of the Primary Well  
Tube (6). Sometimes this tube is called an Emulsion Tube. Here, the fuel is mixed with air that enters the  
inside of the Tube through a series of small holes. The air is supplied by the Main Well Bleed (7) at the  
top of the Main Well. The air/fuel mixture exits from the top of the Main Well into a passage that leads it  
to discharge into the Booster Venturi (2) at the Nozzle (3).  
(7) Main  
Well  
(9) Step-Up  
Piston  
Bleed  
(3) Nozzle  
(10) Step-Up  
Piston Spring  
(2) Boost  
Venturi  
(1) Main  
Venturi  
(8) Vacuum  
Passage  
(5) Metering Rod  
(6) Primary  
Well  
(4) Main Jet (primary)  
Tube  
Primary Main  
System  
Figure 3  
4
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The fuel flow rate in the Main System is proportional to the air flow rate; as air flow increases - from  
either an increase in throttle opening or an increase in engine speed at the same throttle opening -  
the fuel flow also increases by nearly the same degree.  
At higher engine loads, such as in a heavy part-throttle acceleration, there is a need for a richer  
mixture. This enrichment is provided by the Metering Rod and Step-Up Function (Figure 4). A vacuum  
passage (8) communicates the manifold vacuum to the underside of the Step-Up Piston (9). This  
vacuum tries to hold the Piston in the bottom of its bore by working against the force of the Step-Up  
Spring (10).  
When the manifold vacuum is high, indicating a low load such as idle, cruise, or light acceleration, it  
is able to overcome the force of the Step-Up Spring and hold the Step-Up Piston at the bottom of its  
bore, which also positions the Metering Rod at the bottom of its travel. At this point, the Rod has a  
large diameter that creates a high restriction through the Jet and the fairly lean A/F Ratio that is  
desirable for low load/low power operation. This portion of the Metering Rod is referred to as the  
“Lean Step” of the Rod.  
When the manifold vacuum is low, indicating a high load such as a heavy part-throttle (or WOT)  
acceleration, the Step-Up Spring is able to force the Piston to the top of its bore and position the  
Metering Rod at the top of its travel. This action is called “Power Mode Staging”. The portion of the  
rod now located in the jet has a smaller diameter, thus the restriction through the Jet is reduced and a  
rich A/F Ratio is provided for high load/high power operating conditions. This is the “Rich Step” of the  
Rod.  
ROD DOWN: Lean A/F Ratio  
HIGH LOAD: Low Vacuum  
Step-Up Piston  
Step-Up Spring  
Metering Rod  
Main Jet  
LEAN STEP In Jet  
RICH STEP In Jet  
LOW LOAD: High Vacuum  
ROD UP: Rich A/F Ratio  
Metering Rod and Step-Up Function  
Figure 4  
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Secondary Main System: The Secondary Main System (Figure 5) delivers fuel only when the  
secondary throttle blades and air valve are open. It ensures that fuel delivery varies with air flow.  
The Secondary Throttles (1) begin to open when the Primaries are about 65% open. The Primary and  
Secondary Throttles arrive at the WOT stop at the same time.  
Air flow through the Secondary side is controlled by Air Valves (2). These valves are located in the  
secondary bores above the throttle blades. They are balanced against a counter weight and open to  
admit additional air flow only if there is enough air velocity to allow the proper operation of the  
Secondary Metering Systems.  
The principles of operation for the Secondary Main System are the same as those that govern the  
operation of the Primary Main System; the pressure drop (suction) arises from the increase in the airs  
velocity as it passes through the Venturi sections. The pressure drop (suction) at the Secondary  
Booster Venturi (3) is communicated into the system by the Secondary Nozzle (4).  
Fuel flows through the Secondary Main Jet (5) to the Secondary Well where it is drawn through the  
Secondary Well Tube (6). The fuel is mixed with air that enters the tube through a series of small  
holes. The source of the air is one of the Secondary Well Bleeds (7). There are two air-bleeds; one  
admits air to the outside of the Well Tube and the other allows air to flow into the passage behind the  
Nozzle. The fuel, now well mixed with air, flows through the slightly up-hill passage and exits into the  
Secondary Boost Venturi (3) through the Secondary Nozzle (4).  
(3) Secondary  
Boost  
Venturi  
(7) Secondary  
Well Bleeds  
(2 bleeds)  
Secondary Main  
Systems  
(4) Secondary  
Nozzle  
Figure 5  
(6) Secondary  
Well Tube  
(5) Secondary  
Main Jet  
(2) Air  
Valve  
(1) Secondary  
Throttle  
TRANSIENT CONTROL SYSTEMS  
In addition to the three (3) basic Metering Systems, there are two (2) Transient Control Systems; The  
Secondary Auxiliary System and The Pump System.  
Secondary Auxiliary System  
During the initial stages of Secondary Operation, the air flow rate through the secondaries is very low.  
Accordingly, there is not enough pressure drop (suction) at the Secondary Nozzle to induce fuel flow.  
In order to prevent a lean A/F condition that would be experienced by the driver as a  
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“bog” or “flat spot” on secondary opening, it is necessary to add fuel by an auxiliary means during the  
time the secondary is in the transient phase.  
This is accomplished by placing a small Discharge Nozzle (2) at a point just under the Air Valve (1).  
The air flow past the edge of the Air Valve creates sufficient pressure drop to pull fuel out of the  
Auxiliary System. The fuel must first pass through the Secondary Main Jet (3) to the Secondary Well; it  
is then drawn through the Auxiliary Fuel Tube (4) and exits at the Discharge Nozzle (2). There is  
always an air-bleed, either in the Auxiliary Fuel Tube (near the top), or as a separate brass restriction  
bushing (shown).  
The flow of fuel in the Auxiliary System is enough to prevent a lean transient on Secondary opening.  
As the Air Valve is opened further by increasing air flow, the fuel flow through this system decreases.  
Correspondingly, the fuel flow in the Secondary Main System increases, providing a near constant A/F  
Ratio.  
(5) Air-Bleed  
(some PNs)  
(2) Discharge  
Nozzle  
(3) Secondary  
Main Jet  
(1) Air Valve  
(4) Auxiliary  
Fuel Tube  
Secondary Auxiliary System  
Figure 6  
Pump System  
When the throttle is opened rapidly, the air flow through the engine will increase immediately. The  
fuel, since it is much heavier than the air, will “lag” behind. This contributes to a temporary lean A/F  
condition. Regardless of cause, a solution is to temporarily enrichen the A/F Ratio by mechanically  
pumping a small quantity of fuel into the throat of the carburetor (Figure 7). The Edelbrock carburetor  
has a piston that draws fuel into the pump cavity past the plunger lip-seal when the throttle is closing  
(1). Upon opening, the lip-seal seats, allowing the plunger to force the fuel through another one-way  
valve, the Pump Discharge Ball and Weight (2), and the Pump Jets (3) into the primary throats.  
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The pump plunger is not driven directly by the throttle, but through an intermediate Pump Drive Spring  
(4) that extends the duration of the “pump shot” past the time the throttle stops moving. The  
Edelbrock Performer Series carburetor has an external pump lever with three hole locations for link  
attachment providing three distinct pump delivery curves. This is further explained in “Calibrating The  
Pump”.  
(3) Pump Jets  
Pump  
System  
Figure 7  
(2) Pump Discharge Ball & Weight  
(4) Pump Drive Spring  
(1) Inlet Check  
(Lip Seal)  
EXTERNAL DEVICES  
The function of your Edelbrock Performer Series carburetor is also dependent on several external  
devices; the fuel pump and air cleaner.  
Fuel Pumps and Pressure  
Avoid extremes in fuel pressure. At IDLE, there should not be any more than 6.0 psi; if the vehicle has  
an adjustable fuel-pressure regulator, set it to 5.5 psi. With most fuel pumps the minimum fuel  
pressure is encountered at high rpm and WOT. Fuel pressure should not drop below 2.0 psi. If it does,  
a fuel pump with more capacity may be required. Note that some later model vehicles (the 5.0L Ford  
is one example) have mechanical pumps that will give more than 6.0 psi at idle. The vehicle will  
perform well, but may be prone to stalls on quick turns and stops with the clutch disengaged. If this  
problem occurs, check the fuel pressure. If it is more than 6.0 psi at IDLE, it should be reduced  
through the use of a regulator, such as Edelbrock #8190, or by creating a restricted by-pass bleed to  
the fuel return line. Edelbrock Street Fuel Pumps are highly recommended for all Edelbrock Performer  
Series carburetor installations.  
Always use a filter, such as Edelbrock #8873 between the pump and carburetor. Note that a good  
filter is large in area, so it may be able to transmit a significant amount of heat to the fuel. It is a good  
practice to keep the filter away from heat and not allow it to come in contact with any part of the  
engine.  
8
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Air Cleaners  
Your Edelbrock carburetor was originally calibrated with a low restriction open element air cleaner  
configuration; a 14”x3” Edelbrock Signature Series unit. It was also evaluated for proper metering and  
vehicle performance using a variety of other air cleaner designs and will perform as intended with  
nearly any reasonable air cleaner design. While the Edelbrock Performer Series carburetor does not  
exhibit excessive sensitivity to the air cleaner, there are several guidelines you should follow when  
selecting an air cleaner:  
•
Running without an air cleaner is strongly discouraged for a street-driven vehicle. Dirt and  
varnish will accumulate in critical bleeds and upset the fuel metering. Dirt and debris may easily  
get into the fuel bowl through the bowl vents or larger bleeds and cause a multitude of  
problems.  
•
Any calibration testing should be performed with the air cleaner in place. Depending upon the air  
cleaner used, the metering typically will be leaner with the air cleaner in place.  
—
A large 14”x3” open element air cleaner, such as Edelbrock Elite Series, Signature Series and  
Pro-Flo air cleaners, offers almost no resistance to air flow. Flow bench results show virtually no  
reduction in air flow. Also, this design should cause no change to the fuel metering.  
—
—
•
A 10”x2” open element design will result in some definite air flow restriction but little change to  
the fuel metering.  
Elements smaller than 10”x2” are more restrictive and have the most effect upon  
metering. The fuel metering at WOT will be shifted LEANER, especially at higher rpm ranges.  
If you have a dual-purpose vehicle that is sometimes used in competition without an air cleaner,  
it may be necessary to have two separate calibrations. If you are running a smaller air cleaner  
and have optimized the WOT with it in place, do not be surprised to find that the metering shifts  
RICHER when the air cleaner is removed. This may require you to calibrate the WOT with leaner  
Jets and Rods at the drag strip.  
•
DO NOT allow the vehicle air-stream to blow across the top of the carburetor(s) such as on an  
open-bodied car or full-bodied vehicle with a tunnel-ram manifold. The flow of air across the  
carburetor will result in an upset to the fuel metering that cannot be accommodated by  
recalibration since the change to the A/F Ratio will be different for every vehicle speed.  
SECTION 2 : TUNING PROCEDURE  
Before proceeding please ensure you have installed your Edelbrock Performer Series  
Carburetor according to the Carburetor Installation Instructions included with the carburetor  
REVISING THE CALIBRATION  
The Edelbrock Performer Series Carburetor is designed to allow quick and easy changes to the  
metering. Virtually any change imaginable can be performed without removing the carburetor from  
the manifold, and the most common changes may be performed in less than five minutes without  
removal of the airhorn (bowl cover).  
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To help you calibrate your carburetor, a CALIBRATION REFERENCE CHART has been designed for each  
model of the Edelbrock Performer Series carburetor. These charts (pages 18—31) each consist of two  
sections: A Calibration Table and a Rod/Jet Reference Chart.  
After reading the Calibration procedures, the next step in calibrating your carburetor is to look at the  
Calibration Table for your model carburetor. Determine if you would like to go richer or leaner in the  
Cruise Mode and do the same for the Power Mode. Select the number that is closest to intersection of  
your Cruise and Power Mode selections. This is your calibration reference number. Now refer to the  
Rod/Jet Reference Chart that appears on the opposing page. Locate your calibration reference  
number to determine the rod/jet combination for your application.  
For example, you have a 1405 Edelbrock Performer Series carburetor. You have determined (by  
reading the rest of the manual) you would like to go 1 stage lean in the Cruise Mode and 2 stages lean  
in the Power Mode. The intersection of these two lines lies on the number 21. This is your calibration  
reference number. Now look below the Calibration Table to the Rod/Jet Reference Chart. Find the  
number 21 under the REF# column. The jets you should use are .098 and the rods are .070 x .052.  
Located at the very bottom of each Calibration Reference Chart is a guide for changing your  
Secondary Metering. This will be useful when calibrating the wide-open-throttle (WOT).  
Before you attempt to establish a new calibration, be sure that the engine is in a sound state of tune.  
All ignition items must be in proper working order, including reasonably fresh plugs of the correct heat  
range. Timing should be properly set and the air filter element and fuel filter should be clean.  
Proper fuel pressure should be verified and cracked or brittle vacuum lines should be  
eliminated. Many so-called “carburetor calibration” problems have been traced to another part of the  
engine system that was not functioning properly.  
CAUTION: Be alert to carburetor flooding when fuel is first applied. Flooding can be caused by dirt,  
small particles of hose cuttings, floats and inlet needles which have settled during shipping, or  
by other conditions as discussed below. Each Edelbrock Performer Series carburetor is flow  
tested in the factory for both air and liquid flow so flooding is rare. However, for safety sake  
please observe this caution. When the fuel pump is turned on or when the engine is first started,  
watch closely for signs of flooding. If flooding is apparent, tap the body of the carburetor lightly  
with a rawhide mallet or the wooden handle of a small hammer. If flooding continues, pinch the  
fuel line hose to shut off flow, run the engine to clear the carburetor, and let the fuel line flow  
again. If flooding continues, pinch the fuel line hose to shut off flow, run the engine to clear the  
carburetor, and let the fuel line flow again. If flooding still continues, stop the engine. Clean up  
any raw gasoline and refer to the “Trouble Shooting” section of the Owner’s Manual.  
Parts and Equipment —  
Aside from ordinary hand tools, the following items are recommended.  
•
•
Edelbrock Performer Series Carburetor Jet Set - Contains selections of Main Jets,  
Metering Rods, and Springs.  
Tachometer - If the vehicle is not equipped with a tach, the dwell meter style tach will  
be adequate. If neither is available, you will be able to use the speedometer in place  
of the tach for some of the procedures, but it will not be as convenient.  
•
Vacuum Gauge - Should be hooked up to read engine’s intake manifold vacuum.  
Without a vacuum gauge, some of the calibration procedures will be more difficult.  
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Changing Components  
Metering Rod and Step-Up Spring changes can typically be made in less than five minutes and  
without removing the carburetor. First, loosen the Step-Up Piston Cover Screws (See pg. 32) and twist  
the Step-Up Piston Cover Plates to the side. The Metering Rods and Step-Up Springs can now be  
removed and replaced if necessary. Be sure to replace the Step-Up Piston Cover Plate and tighten the  
Step-Up Piston Cover Screw when finished. CAUTION: Do not overtighten the Step-Up Piston  
Cover Screws! They should only be tightened to 12 to 17 inch/pounds. Excessive torque will  
weaken or snap off the screw heads. If this happens, they may fall into the carb causing serious  
engine damage. If an inch/pound torque wrench is not available, snug the screw until it just touches  
the plate, then tighten 1/16th turn more.  
To replace the Primary or Secondary Metering Jets, first, remove the Metering Rods and Step-Up  
Springs as outlined in the preceding paragraph. Next, disconnect the Choke Cam Connector Rod,  
Pump Connector Rod, and Choke Connector Rod (when applicable). Finally, remove the 8 Airhorn  
Attaching Screws and remove the Airhorn from the carburetor body. A standard screwdriver can now  
be used to remove the appropriate Metering Jets. Once desired Metering Jets have been installed the  
carb may be reassembled by reversing this procedure.  
IDLE MIXTURE  
The Edelbrock Performer Series carburetor has conventional Idle Mixture Screws (IMS) that provide a  
leaner A/F when turned clockwise and richer A/F when turned counter clockwise. The idle air flow is  
controlled by a conventional screw that opens the Primary Throttles. The following procedure should  
be used to set the idle mixture and speeds.  
1. Fully warm engine and ensure choke is fully open.  
2. Air cleaner in place.  
3. Set desired speed with the air screw.  
4. Adjust the IMS on ONE side to get the maximum possible RPM. Do not go rich  
beyond the maximum speed point.  
5. If the above changed the idle speed more than 40 RPM, then readjust the speed.  
6. Adjust the side OPPOSITE of that in Step 4 to get maximum RPM.  
7. Reset the speed.  
8. Carefully trim each IMS to again get the maximum idle RPM.  
9. Go leaner just enough to get a 20 RPM drop in speed.  
10. Reset the speed to the desired RPM.  
11. This is a Lean-Best Idle Set. Setting richer than this will not improve idle quality or  
performance, but could tend to foul plugs.  
Winter Fuel Idle Sets  
During the winter months (in most parts of the country) the local fuel will be a “winter” blend that is  
very volatile, as an assist to cold-engine starting and driveability during warm-up. However, the high  
volatility has the disadvantage of allowing excessive vaporization of the fuel if the vehicle is operated  
in a heated area such as a garage. This can result in problems in the idle-set procedures since the  
carburetor’s internal vents will allow this excess vapor to be drawn into the throats and enrichen the  
mixture. The idle will be erratic and not seem to be able to hold a set. To resolve this type of problem,  
it is advisable to perform the final settings outdoors after the vehicle has been stabilized with a drive  
of several miles.  
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Long Duration Camshaft  
If the engine has a fairly radical camshaft it may require an excessive amount of throttle  
opening for idle and/or have low idle vacuum levels. Either condition can lead to poor levels of  
adjustability and erratic idles.  
•
Another fix for the above condition is to run as much spark advance as possible at idle. If the  
distributor is fitted with a vacuum advance unit, connect it directly to manifold vacuum. If you  
are not able to employ vacuum advance for some reason, then the mechanical curve should  
have a low limit, which will allow you to use plenty of initial spark advance.  
•
Measure the manifold vacuum at idle. If it is below 7” Hg, there is a good chance that the  
Metering Rods are in the up (rich) position. When combined with a high idle air rate this can  
cause the Nozzles to discharge fuel at idle. Use a weaker Step-Up Spring (see section on Step-  
Up calibration) to keep the Rods down at idle. With some cams, a stiffer spring (pink or silver) is  
necessary. Experimentation is the best way to determine which is best for your application.  
CALIBRATING THE WIDE-OPEN-THROTTLE (WOT)  
The best place to perform your WOT calibration is on a chassis dyno. If one is not available then  
consider a safe, legal driving space, such as a drag strip where you are given E.T. and MPH data.  
1. Select an RPM Range to use in evaluating the WOT power. As a rule, use the highest 50  
percent of the real power band. If your engine makes good power up to 5000 RPM, then  
2500-5000 is a good range. If peak power is at 6500, then 3500-6500 would be a good  
pick. Be sure not to select RPMs that are higher than the engine’s useful power band.  
2. Accelerate at WOT from 1000 RPM below the range you have elected to a few hundred over  
the range. Time the acceleration with a stop-watch. Be sure to time only the interval while  
the engine is sweeping through the selected range. Make enough timed accelerations to get  
a good average that is not affected by wind or grade.  
3. Refer to the Calibration Reference Chart for your model. Find the richest Power Mode  
(Primary Metering) change you can make without changing a Jet — a Rod change only.  
This will probably be 2 stages (8%) rich.  
4. Change to the indicated Rods. Perform timed acceleration #2. Compare the times. Do not be  
surprised if there is no difference.  
5. Compare the results of timed acceleration #2 to the base calibration and refer to the  
following section that best describes your situation:  
Case 1: Faster than base calibration  
Change Secondaries 2 stages richer and perform acceleration test #3.  
•
•
If test #3 is the same as #2, you’re done.  
If test #3 is slower than #2, change to 1 stage rich for the Primary and Secondary and you’re  
done.  
•
If test #3 is still faster than #2, go to 3 stages rich Primary and Secondary and keep going richer  
until there is no change (or slower) in the times. Stay at the first “no change” level, so that you  
stay with the richer of any two levels of calibration that have the same power.  
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Case 2: Slower than base calibration  
Go to 1 stage lean Primaries and 1 lean Secondaries and perform acceleration test #3.  
•
•
If test #3 is the same as base calibration, go back to the base calibration.  
If test #3 is faster than base calibration, go to 2 stages lean on both the Primaries and the  
Secondaries. Keep going in the lean direction until there is no change or slower then back up 1  
stage richer, so that you stay with the richer of any two levels of calibration that have the same  
power.  
Case 3: Same as base calibration  
Do not be surprised. Change back to base calibration.  
CALIBRATING THE PART-THROTTLE  
The Metering Rod feature used in the Edelbrock Performer allows easy calibration of the part-throttle  
without change to the WOT metering.  
•
Cruise Mode: The power output is low, as in a steady cruise light acceleration. Manifold Vacuum  
is high and the Metering Rods are down in the lean position.  
•
Power Mode: The power output is high, as in a heavy but not wide-open acceleration. Manifold  
Vacuum is low and the Rods are up in the rich position.  
As explained in the “Theory of Operation,” the Step-Up function modulates the Rods between the  
Cruise and Power positions.  
The part-throttle calibration is more “individualized” than is the Wide-Open-Throttle (WOT). It is not  
measured by absolute numbers, but reflects the driver’s feel for  
combination.  
a
particular  
Carefully evaluate the driveability with the carburetor at the calibration level determined from the WOT  
exercise. Drive at a variety of engine speeds and throttle openings looking for any flat spots or  
lean/surge conditions.  
Cruise Mode  
If there are any surge or flat spot conditions in the steady speed cruises or light accelerations, a lean  
condition probably exists. Consult the Calibration Reference Chart and change to 1 stage rich in the  
Cruise Mode. If it gets better, but not completely fixed, keep going in the rich direction. The  
Calibration Reference Chart will give you Rod and Jet combinations that are directionally correct or  
you may choose your own.  
If the light throttle is satisfactory, trying going 1 stage lean in the Cruise Mode. If there are still no  
problems with surge or other indications of lean metering, do not hesitate to go to 2 stages lean in the  
Cruise Mode. A lean Cruise Mode has advantages in fuel economy and keeping the plugs clean. Keep  
going until you begin to notice driveability problems and then back up 1 stage.  
Power Mode  
Accelerations at part-throttle with low manifold vacuum (less than about 5” Hg on a vacuum gauge)  
are metered by the Power Mode. Avoid calibrating this portion of the engine’s  
operating range too lean as spark knock (detonation) and piston/valve burning can occur. If this mode  
has any lean driveability symptoms (surge or flat spots), it is too lean and should be recalibrated at  
least 1 stage richer.  
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CALIBRATING THE POWER MODE STAGING  
The Step-Up function, which moves the Metering Rod to the Power Mode, is controlled by the Step-Up  
Spring. The base calibration has a spring which “stages” rich at 5” Hg.  
If your vehicle has a mid-throttle driveability problem that is encountered as the throttle is gradually  
opened, but then goes away upon further opening, it may be possible to eliminate the lean spot by  
using a stronger Step-Up Spring. The available Step-Up Springs are listed in the following chart along  
with their respective “staging” point. It is best to select a new spring on the basis of vacuum  
readings, but in the absence of a gauge, try the strongest spring (highest vacuum rating) to see if the  
problem goes away. If the drive problem is cured by the strong spring, try the next weakest spring as  
well. If the strong one does not help, then the calibration problem is related to the A/F metering stage  
of either the Cruise or Power Modes. Use the Calibration Reference Chart to help select another  
combination.  
Spring Color  
Blue  
3"  
Yellow  
4"  
Orange  
5"  
Pink  
7"  
Plain  
8"  
Staging Vacuum  
("Hg)  
A complete set of these springs is available separately as Edelbrock part #1464.  
CALIBRATING THE PUMP  
If you encounter any hesitations or stumbles that do not seem to be related to the basic metering or  
have not responded to changes in the basic metering, move the pump drive link to one of the holes  
closer to the carburetor body. This will increase the stroke length of the plunger and result in more  
pump delivery.  
FLOAT ADJUSTMENT  
To properly adjust the floats in the EPS carburetor, two procedures must be followed. First, invert the  
airhorn cover (Figure 8) holding the airhorn gasket in place. There should be 7/16” between the  
airhorn gasket and the top of the outer end of the float. To adjust the float level, bend the float lever  
until the recommended level is attained. DO NOT press the needle into the seat when adjusting the  
float lever. Next, you should check the float drop (Figure 9). Hold the airhorn upright and let the floats  
hang down. There should be 15/16" to 1" between the airhorn gasket and the top of the outer end of  
the float. To adjust the float drop, bend the tab on the back until the recommended float drop is  
attained. For the off-road float adjustment, see page 16.  
CHOKE ADJUSTMENT  
To adjust the choke piston linkage (Figure 10) open the choke valve and insert a .026” wire, with a 90  
degree bend 1/8” from the end, between the top of the slot in the choke piston cylinder and the  
bottom of the slot in the piston. Hold the wire in position and close the choke valve by pressing on  
piston lever A until resistance is felt. The dimension C should be .100” between the top edge of the  
choke valve and the air horn. To adjust, bend rod B.  
To adjust the fast idle linkage (Figure 11) place the fast idle screw A between the two notches on the  
cam. Close the choke valve as far as possible without forcing it. The dimension C should be 3/64”  
between the choke valve and the air horn. To adjust bend rod D.  
Fast idle may be adjusted to manufacturers specifications (usually 1500 rpm) during normal choke  
cold operation. The fast idle screw A can be adjusted with engine off and throttle held open to allow  
screw head access. Recheck fast idle speed after each adjustment.  
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BEND HERE  
Float Level (7/16")  
Figure 8  
7/16” Drill bit  
TAB  
C (.100")  
Float Drop (15/16" to 1")  
Figure 9  
A
B
C (3/64")  
.026 Wire  
Slot Piston Cylinder  
D
Choke piston linkage  
Figure 10  
A
Fast idle linkage  
Figure 11  
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The length of time during which the choke will stay closed is determined by the position of the choke  
cap. As the choke cap is turned clockwise the choke will stay closed longer. To properly set the choke  
turn the choke cap to the leanest notch on the choke housing, loosen the choke housing retaining  
screws, and run the engine until normal operating temperature is reached. With the engine running,  
slowly turn the choke cap clockwise until the choke valve begins to close. Now turn the choke  
housing one notch counterclockwise (LEAN) and tighten the choke housing retaining screws. Periodic  
readjustment of the choke will be required as the temperature changes throughout the year. After  
each adjustment verify that the choke valve opens fully after the engine is warm.  
SPECIAL CALIBRATIONS  
The preceding calibrations and adjustments apply to carburetors used in general street applications.  
In the following extreme instances, special calibration procedures may need to be followed.  
Off-Road  
Although the Edelbrock Performer Series carburetor was not calibrated with hill climbing and other  
extreme off-road operation in mind, it can be made to perform superbly by substituting Edelbrock  
#1465 spring loaded needle and seat for the original needle and seat. The spring loaded needle and  
seat act like a shock absorber, reducing the possibility of flooding during off-road operation. After  
installation of the new needle and seat you must reset the float level to 7/16" and drop the float drop  
to 15/16 to 1" as outlined in “FLOAT ADJUSTMENT”.  
High Fuel Flow  
When evidence of fuel starvation exists, first ensure that proper pressure (4-5 psi minimum) is  
maintained at WOT. If proper fuel pressure is supplied and fuel starvation still exists, it may be  
necessary to change the needle and seat to a larger size (#1466). Do not make this change unless  
absolutely required, as the smaller inlet is preferred for proper fuel control under most conditions.  
High Altitude  
Altitude has a direct effect on the operation of most carburetors. As the altitude increases, the air  
becomes less dense so a carburetor, originally calibrated at low altitude, delivers too much fuel and  
the engine runs richer. If the preceding tuning procedure is performed on an Edelbrock Performer  
Series carburetor, a proper high altitude calibration will result. If the vehicle was calibrated at lower  
Carburetor Specifications - All Models  
Carburetor CFM  
Part No.  
Main  
Jet  
Main  
Jet  
Metering  
Rod  
Step-Up Needle  
Spring & Seat Height  
Float  
Primary Secondary (Primary only)  
1404  
1405  
1406  
1407  
1409*  
1410*  
1411  
1412  
1413  
500  
600  
600  
750  
600  
750  
750  
800  
800  
.086"  
.100"  
.098"  
.113"  
.098"  
.113"  
.110"  
.113"  
.113"  
.095"  
.095"  
.095"  
.107"  
.101"  
.107"  
.107"  
.101"  
.101"  
.065" x .052"  
.070" x .047"  
.075" x .047"  
.071" x .047"  
.068" x .047"  
.071" x .047"  
.075" x .047"  
.071" x .047"  
.071" x .047"  
orange (5") .0935"  
orange (5") .0935"  
yellow (4") .0935"  
orange (5") .0935"  
orange (5") .0935"  
orange (5") .0935"  
orange (5") .0935"  
orange (5") .0935"  
orange (5") .0935"  
7/16"  
7/16"  
7/16"  
7/16"  
7/16"  
7/16"  
7/16"  
7/16"  
7/16"  
* = Carburetor is certified to meet U.S. Coast Guard Requirements  
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altitude, however, and is to be driven at high altitude temporarily, it is not necessary to repeat the  
complete calibration procedure. Instead, use the rule of: “2% leaner per 1500 feet” and the  
Calibration Reference Chart for your model carburetor. For example, with a #1405 at baseline  
calibration (location #1 on the chart) and intended operation at 6000 ft. altitude, you would want 6000  
divided by 1500 x 2% = 8% leaner calibration. That would be location #24 on the chart which would  
require only a rod and jet change.  
Blended Fuels  
Typically, two types of blended fuels are available: Gasohol and gasahol. Gasohol is a blend of not  
more than 10% ethanol and gasoline. As long as there is no more than 10% ethanol mixed with the  
gasoline you carburetor will function properly. As the percentage of ethanol climbs above10%, a  
richer A/F ratio will be required. Also, because gasohol is more volatile than gasoline, hard hot starting  
and poor hot weather driveability may result.  
Gasahol can be a blend of either ethanol, methanol or other alcohol with gasoline. Methanol blended  
fuel should not be used in your Edelbrock Performer Series carburetor as it will cause corrosion of the  
fuel system components. It can also cause rapid failure of seals, gaskets, diaphragms and pump  
plungers.  
Always check to see if you are using a blended fuel. Although the pump may not indicate the fuel is  
blended, it is always advisable to verify the type of fuel the station carries.  
Blown Engines  
Two model #1405 carburetors should be used on engines with positive displacement superchargers,  
such as GMC 6-71 blowers or equivalent. The following calibration changes make an excellent  
starting point: Primary Jets - .101" (#1429); Secondary Jets - .101” (#1429); Metering Rods - .070" x  
.042" (#1450); Step-up Piston Springs - 5" (orange, stock); Needle & Seat assemblies - .110"  
(#1466).  
This calibration has been tested on engines ranging in size from 350 c.i.d. Chevys to 440 c.i.d.  
Chryslers with good results.  
Carburetor Specifications (continued)  
Float Pump Drive Accelerator  
Drop Link Pump  
( 1/4") Location Nozzle Diameter Primaries Secondaries Primaries  
Venturi  
Diameter Diameter  
Venturi Throttle Bore Throttle Bore  
Diameter  
Diameter  
Secondary  
1-11/16"  
1-11/16"  
1-11/16"  
1-11/16"  
1-11/16"  
1-11/16"  
1-11/16"  
1-3/4"  
1-1/4" middle hole  
1-1/4" middle hole  
1-1/4" middle hole  
.028"  
.028"  
.031"  
.035"  
.028"  
.035"  
.035"  
.035"  
.035"  
1-3/16"  
1-3/16 "  
1-3/16 "  
1-7/16 "  
1-3/16 "  
1-7/16 "  
1-7/16 "  
1-17/32 "  
1-17/32 "  
1-9/16"  
1-9/16"  
1-9/16"  
1-9/16"  
1-9/16"  
1-9/16"  
1-9/16"  
1-5/8"  
1-7/16"  
1-7/16"  
1-7/16"  
1-11/16"  
1-7/16"  
1-11/16"  
1-11/16"  
1-3/4"  
1-1/4"  
top hole  
1-1/4" middle hole  
1-1/4"  
1-1/4"  
1-1/4"  
1-1/4"  
top hole  
top hole  
top hole  
top hole  
1-5/8"  
1-3/4"  
1-3/4"  
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#1403/ #1404 Calibration Reference Chart / Primary Metering  
Power Mode: Low Vacuum/High Power-Rod Up  
Base  
Power  
Mode  
3 stages  
Lean (12%)  
2 stages  
Lean (8%)  
1 stage  
Lean (4%)  
1 stage  
Rich (4%)  
2 stages  
Rich (8%)  
3 stages  
Rich (12%)  
26  
22  
3 stages  
Rich (12%)  
27  
21  
25  
23  
24  
2 stages  
Rich (8%)  
16  
20  
3
18  
1
19  
1 stage  
Rich (4%)  
17  
Base  
Power  
Mode  
4
5
2
1 stage  
Lean (4%)  
6
7
8
9
2 stages  
Lean (8%)  
11  
13  
14  
12  
15  
3 stages  
Lean (12%)  
10  
Lean  
Power Mode  
Rich  
Stock Calibration  
1
#
#
Numbers in black are the steps obtainable using Calibration Kit #1486 plus  
the stock jets and metering rods.  
Numbers in white are the steps obtainable using jet and rod combinations  
shown on the following page.  
Step 1 Select the combination of Cruise Mode and Power Mode fuel-metering stages  
desired for your calibration. Normal calibration changes will be within the gridded  
diagonal area. That is, Cruise and Power mode changes should be in the same  
direction (either richer or leaner) and usually by the same amount.  
Step 2 Find the number that is nearest your desired combination. This is your Calibration  
Reference Number.  
Step 3 Go to the next page. Find the Calibration Reference Number you have just selected  
in Step 2. Listed will be the Main Jet and Metering Rod required to achieve the  
desired fuel metering for the Primaries.  
18  
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Model #1403/#1404  
Rod/Jet Reference Chart  
REF #  
MAIN JET  
METERING ROD  
CHANGE FROM BASE  
1
2
3
4
5
6
7
8
9
10  
11  
12  
13  
14  
15  
16  
17  
18  
19  
20  
21  
22  
23  
24  
25  
26  
27  
1423 (.086)  
1423 (.086)  
1423 (.086)  
1423 (.086)  
1422 (.083)  
1423 (.086)  
1423 (.086)  
1423 (.086)  
1423 (.086)  
1422 (.083)  
1422 (.083)  
1422 (.083)  
1423 (.086)  
1423 (.086)  
1423 (.086)  
1422 (.083)  
1422 (.083)  
1423 (.086)  
1423 (.086)  
1423 (.086)  
1424 (.089)  
1424 (.089)  
1423 (.086)  
1423 (.086)  
1422 (.083)  
1424 (.089)  
1424 (.089)  
1460 (065 x 052)  
1445 (065 x 047)  
1444 (065 x 037)  
1461 (065 x 057)  
1441 (062 x 052)  
1463 (067 x 055)  
1448 (068 x 052)  
1447 (068 x 047)  
1446 (068 x 042)  
1463 (067 x 055)  
1460 (065 x 052)  
1462 (067 x 049)  
1452 (070 x 052)  
1451 (070 x 047)  
1450 (070 x 042)  
1438 (058 x 052)  
1437 (057 x 049)  
1441 (062 x 052)  
1443 (063 x 047)  
1442 (063 x 037)  
1445 (065 x 047)  
1460 (065 x 052)  
1439 (060 x 052)  
1440 (060 x 057)  
1436 (055 x 055)  
1441 (062 x 052)  
1443 (063 x 047)  
none - stock calibration  
Rod  
Rod  
Rod  
Rod & Jet  
Rod  
Rod  
Rod  
Rod  
Rod & Jet  
Jet  
Rod & Jet  
Rod  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod  
Rod  
Rod  
Rod & Jet  
Jet  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Secondary Metering  
The factory calibration jet is shown in the center column. For leaner or richer calibration  
use the jet # indicated in the appropriate column.  
3 Stages  
Lean (12%)  
2 Stages  
Lean (8%)  
1 Stage  
Lean (4%)  
SECONDARY  
Stock Calibration  
1 Stage  
Rich (4%)  
2 Stages  
Rich (8%)  
3 Stages  
Rich (12%)  
JET #1423  
(.086)  
JET #1424  
(.089)  
JET #1425  
(.092)  
JET #1426  
(.095)  
JET #1427  
(.098)  
JET #1429  
(.101)  
JET #1430  
(.104)  
Main Jet I.D.—All Edelbrock jets have “120-”prefix. The last three digits minus 300 = actual jet size.  
Examples:  
120-386 = .086" jet (Edelbrock p/n 1423).  
120-401 = .101" jet (Edelbrock p/n 1429).  
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#1405 Calibration Reference Chart / Primary Metering  
Power Mode: Low Vacuum/High Power-Rod Up  
Base  
Power  
Mode  
3 stages  
Lean (12%)  
2 stages  
Lean (8%)  
1 stage  
Lean (4%)  
1 stage  
Rich (4%)  
2 stages  
Rich (8%)  
3 stages  
Rich (12%)  
3 stages  
Rich (12%)  
18  
15  
10  
3
16  
19  
11  
17  
12  
2 stages  
Rich (8%)  
14  
13  
8
1 stage  
Rich (4%)  
9
7
Base  
Power  
Mode  
5
2
1
6
4
1 stage  
Lean (4%)  
23  
21  
24  
22  
20  
2 stages  
Lean (8%)  
25  
26  
30  
3 stages  
Lean (12%)  
29  
27  
28  
Lean  
Power Mode  
Rich  
Stock Calibration  
1
#
#
Numbers in black are the steps obtainable using Calibration Kit #1479 plus  
the stock jets and metering rods.  
Numbers in white are the steps obtainable using jet and rod combinations  
shown on the following page.  
Step 1 Select the combination of Cruise Mode and Power Mode fuel-metering stages  
desired for your calibration. Normal calibration changes will be within the gridded  
diagonal area. That is, Cruise and Power mode changes should be in the same  
direction (either richer or leaner) and usually by the same amount.  
Step 2 Find the number that is nearest your desired combination. This is your Calibration  
Reference Number.  
Step 3 Go to the next page. Find the Calibration Reference Number you have just selected  
in Step 2. Listed will be the Main Jet and Metering Rod required to achieve the  
desired fuel metering for the Primaries.  
20  
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Model #1405  
Rod/Jet Reference Chart  
REF #  
1
MAIN JET  
1428 (.100)  
METERING ROD  
1451 (070 x 047)*  
*Some Have ID #695  
1450 (070 x 042)  
1449 (070 x 037)  
1458 (075 x 037)  
1448 (068 x 052)  
1452 (070 x 052)  
1445 (065 x 047)  
1448 (068 x 052)  
1446 (068 x 042)  
1459 (075 x 047)  
1455 (073 x 042)  
1441 (062 x 052)  
1448 (068 x 052)  
1457 (073 x 052)  
1456 (073 x 047)  
1445 (065 x 047)  
1452 (070 x 052)  
1451 (070 x 047)*  
*Some Have ID #695  
1450 (070 x 042)  
1445 (065 x 047)  
1452 (070 x 052)  
1457 (073 x 052)  
1455 (073 x 042)  
1457 (073 x 052)  
1459 (075 x 047)  
1449 (070 x 037)  
1446 (068 x 042)  
1456 (073 x 047)  
1455 (073 x 042)  
1458 (075 x 037)  
CHANGE FROM BASE  
none - stock calibration  
2
3
4
5
6
7
8
9
10  
11  
12  
13  
14  
15  
16  
17  
18  
1428 (.100)  
1428 (.100)  
1430 (.104)  
1427 (.098)  
1428 (.100)  
1427 (.098)  
1428 (.100)  
1428 (.100)  
1430 (.104)  
1430 (.104)  
1427 (.098)  
1429 (.101)  
1430 (.104)  
1430 (.104)  
1428 (.100)  
1430 (.104)  
1430 (.104)  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod  
Rod & Jet  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
Rod & Jet  
Jet  
19  
20  
21  
22  
23  
24  
25  
26  
27  
28  
29  
30  
1430 (.104)  
1426 (.095)  
1427 (.098)  
1428 (.100)  
1428 (.100)  
1427 (.098)  
1428 (.100)  
1427 (.098)  
1426 (.095)  
1427 (.098)  
1427 (.098)  
1429 (.101)  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
Rod  
Rod & Jet  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Secondary Metering  
The factory calibration jet is shown in the center column. For leaner or richer calibration  
use the jet # indicated in the appropriate column.  
3 Stages  
Lean (12%)  
2 Stages  
Lean (8%)  
1 Stage  
Lean (4%)  
SECONDARY  
Stock Calibration  
1 Stage  
Rich (4%)  
2 Stages  
Rich (8%)  
3 Stages  
Rich (12%)  
JET #1423  
(.086)  
JET #1424  
(.089)  
JET #1425  
(.092)  
JET #1426  
(.095)  
JET #1427  
(.098)  
JET #1429  
(.101)  
JET #1430  
(.104)  
Main Jet I.D.—All Edelbrock jets have “120-”prefix. The last three digits minus 300 = actual jet size.  
Examples:  
120-398 = .098" jet (Edelbrock p/n 1427).  
120-400 = .100" jet (Edelbrock p/n 1428).  
21  
Edelbrock Performer Series Carburetor Owner’s Manual 8/94  
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1403-1413 Perf Series Carburetor Owner's Manual.qxd 3/31/2006 12:04 PM Page 22  
#1406 Calibration Reference Chart / Primary Metering  
Power Mode: Low Vacuum/High Power-Rod Up  
Base  
Power  
Mode  
3 stages  
Lean (12%)  
2 stages  
Lean (8%)  
1 stage  
Lean (4%)  
1 stage  
Rich (4%)  
2 stages  
Rich (8%)  
3 stages  
Rich (12%)  
3 stages  
Rich (12%)  
18  
23  
15  
20  
17  
22  
16  
1
2 stages  
Rich (8%)  
1 stage  
Rich (4%)  
21  
25  
24  
1
Base  
Power  
Mode  
4
5
3
2
6
1 stage  
Lean (4%)  
8
7
9
2 stages  
Lean (8%)  
10  
11  
3 stages  
Lean (12%)  
12  
13  
14  
Lean  
Power Mode  
Rich  
Stock Calibration  
1
#
#
Numbers in black are the steps obtainable using Calibration Kit #1487 plus  
the stock jets and metering rods.  
Numbers in white are the steps obtainable using jet and rod combinations  
shown on the following page.  
Step 1 Select the combination of Cruise Mode and Power Mode fuel-metering stages  
desired for your calibration. Normal calibration changes will be within the gridded  
diagonal area. That is, Cruise and Power mode changes should be in the same  
direction (either richer or leaner) and usually by the same amount.  
Step 2 Find the number that is nearest your desired combination. This is your Calibration  
Reference Number.  
Step 3 Go to the next page. Find the Calibration Reference Number you have just selected  
in Step 2. Listed will be the Main Jet and Metering Rod required to achieve the  
desired fuel metering for the Primaries.  
22  
Edelbrock Performer Series Carburetor Owner’s Manual 1/01  
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1403-1413 Perf Series Carburetor Owner's Manual.qxd 3/31/2006 12:04 PM Page 23  
Model #1406  
Rod/Jet Reference Chart  
REF #  
MAIN JET  
METERING ROD  
CHANGE FROM BASE  
1
2
3
4
5
6
7
8
9
10  
11  
12  
13  
14  
15  
16  
17  
18  
19  
20  
21  
22  
23  
24  
25  
1427 (.098)  
1426 (.095)  
1427 (.098)  
1425 (.092)  
1426 (.095)  
1425 (.092)  
1426 (.095)  
1426 (.095)  
1426 (.095)  
1425 (.092)  
1425 (.092)  
1426 (.095)  
1425 (.092)  
1426 (.095)  
1426 (.095)  
1426 (.095)  
1427 (.098)  
1429 (.101)  
1427 (.098)  
1425 (.092)  
1426 (.095)  
1426 (.095)  
1427 (.098)  
1427 (.098)  
1427 (.098)  
1459 (075 x 047)  
1449 (070 x 037)  
1458 (075 x 037)  
1446 (068 x 042)  
1453 (071 x 047)  
1447 (068 x 047)  
1456 (073 x 047)  
1455 (073 x 042)  
1454 (073 x 037)  
1451 (070 x 047)  
1453 (071 x 047)  
1459 (075 x 047)  
1449 (070 x 037)  
1458 (075 x 037)  
1448 (068 x 052)  
1447 (068 x 047)  
1453 (071 x 047)  
1459 (075 x 047)  
1449 (070 x 037)  
1445 (065 x 047)  
1451 (070 x 047)  
1446 (068 x 042)  
1455 (073 x 042)  
1456 (073 x 047)  
1454 (073 x 037)  
none - stock calibration  
Rod & Jet  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
Jet  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
Rod  
Rod  
Secondary Metering  
The factory calibration jet is shown in the center column. For leaner or richer calibration  
use the jet # indicated in the appropriate column.  
3 Stages  
Lean (12%)  
2 Stages  
Lean (8%)  
1 Stage  
Lean (4%)  
SECONDARY  
Stock Calibration  
1 Stage  
Rich (4%)  
2 Stages  
Rich (8%)  
3 Stages  
Rich (12%)  
JET #1423  
(.086)  
JET #1424  
(.089)  
JET #1425  
(.092)  
JET #1426  
(.095)  
JET #1427  
(.098)  
JET #1429  
(.101)  
JET #1430  
(.104)  
Main Jet I.D.—All Edelbrock jets have “120-”prefix. The last three digits minus 300 = actual jet size.  
Examples:  
120-398 = .098" jet (Edelbrock p/n 1427).  
120-401 = .101" jet (Edelbrock p/n 1429).  
23  
Edelbrock Performer Series Carburetor Owner’s Manual 8/94  
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1403-1413 Perf Series Carburetor Owner's Manual.qxd 3/31/2006 12:04 PM Page 24  
#1407 / #1410 Calibration Reference Chart / Primary Metering  
Power Mode: Low Vacuum/High Power-Rod Up  
Base  
Power  
Mode  
3 stages  
Lean (12%)  
2 stages  
Lean (8%)  
1 stage  
Lean (4%)  
1 stage  
Rich (4%)  
2 stages  
Rich (8%)  
3 stages  
Rich (12%)  
3 stages  
Rich (12%)  
16  
13  
15  
17  
14  
2 stages  
Rich (8%)  
12  
8
1 stage  
Rich (4%)  
11  
10  
2
9
1
4
Base  
Power  
Mode  
7
6
3
5
1 stage  
Lean (4%)  
20  
19  
21  
18  
2 stages  
Lean (8%)  
22  
24  
23  
27  
3 stages  
Lean (12%)  
25  
26  
Lean  
Power Mode  
Rich  
1
#
#
Stock Calibration  
Numbers in black are the steps obtainable using Calibration Kit #1480 plus  
the stock jets and metering rods.  
Numbers in white are the steps obtainable using jet and rod combinations  
shown on the following page.  
Step 1 Select the combination of Cruise Mode and Power Mode fuel-metering stages  
desired for your calibration. Normal calibration changes will be within the gridded  
diagonal area. That is, Cruise and Power mode changes should be in the same  
direction (either richer or leaner) and usually by the same amount.  
Step 2 Find the number that is nearest your desired combination. This is your Calibration  
Reference Number.  
Step 3 Go to the next page. Find the Calibration Reference Number you have just selected  
in Step 2. Listed will be the Main Jet and Metering Rod required to achieve the  
desired fuel metering for the Primaries.  
24  
Edelbrock Performer Series Carburetor Owner’s Manual 8/94  
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1403-1413 Perf Series Carburetor Owner's Manual.qxd 3/31/2006 12:04 PM Page 25  
Model #1407 & #1410  
Rod/Jet Reference Chart  
REF # MAIN JET  
METERING ROD  
CHANGE FROM BASE  
1
2
3
4
5
6
7
8
9
10  
11  
12  
13  
14  
15  
16  
17  
18  
19  
20  
21  
22  
23  
24  
25  
26  
27  
1433 (.113)  
1453 (071 x 047)  
1450 (070 x 042)  
1449 (070 x 037)  
1454 (073 x 037)  
1443 (063 x 047)  
1445 (065 x 047)  
1452 (070 x 052)  
1441 (062 x 052)  
1447 (068 x 047)  
1456 (073 x 047)  
1443 (063 x 047)  
1445 (065 x 047)  
1453 (071 x 047)  
1449 (070 x 037)  
1443 (063 x 047)  
1442 (063 x 037)  
1444 (065 x 037)  
1452 (070 x 052)  
1457 (073 x 052)  
1456 (073 x 047)  
1454 (073 x 037)  
1445 (065 x 047)  
1444 (065 x 037)  
1449 (070 x 037)  
1447 (068 x 047)  
1456 (073 x 047)  
1454 (073 x 037)  
none - stock calibration  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
Rod & Jet  
Rod  
Rod & Jet  
Rod & Jet  
Rod  
Jet  
Rod & Jet  
Rod  
1433 (.113)  
1433 (.113)  
1434 (.116)  
1431 (.107)  
1432 (.110)  
1433 (.113)  
1432 (.110)  
1433 (.113)  
1434 (.116)  
1432 (.110)  
1433 (.113)  
1434 (.116)  
1434 (.116)  
1433 (.113)  
1433 (.113)  
1434 (.116)  
1432 (.110)  
1433 (.113)  
1433 (.113)  
1433 (.113)  
1431 (.107)  
1431 (.107)  
1432 (.110)  
1431 (.107)  
1432 (.110)  
1432 (.110)  
Rod  
Rod & Jet  
Rod & Jet  
Rod  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Secondary Metering  
The factory calibration jet is shown in the center column. For leaner or richer calibration  
use the jet # indicated in the appropriate column.  
3 Stages  
Lean (12%)  
2 Stages  
Lean (8%)  
1 Stage  
Lean (4%)  
SECONDARY  
Stock Calibration  
1 Stage  
Rich (4%)  
2 Stages  
Rich (8%)  
3 Stages  
Rich (12%)  
JET #1427  
(.098)  
JET #1429  
(.101)  
JET #1430  
(.104)  
JET #1431  
(.107)  
JET #1432  
(.110)  
JET #1433  
(.113)  
JET #1434  
(.116)  
Main Jet I.D.—All Edelbrock jets have “120-”prefix. The last three digits minus 300 = actual jet size.  
Examples:  
120-398 = .098" jet (Edelbrock p/n 1427).  
120-413 = .113" jet (Edelbrock p/n 1433).  
25  
Edelbrock Performer Series Carburetor Owner’s Manual 8/94  
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1403-1413 Perf Series Carburetor Owner's Manual.qxd 3/31/2006 12:04 PM Page 26  
#1409 Calibration Reference Chart / Primary Metering  
Power Mode: Low Vacuum/High Power-Rod Up  
Base  
Power  
Mode  
3 stages  
Lean (12%)  
2 stages  
Lean (8%)  
1 stage  
Lean (4%)  
1 stage  
Rich (4%)  
2 stages  
Rich (8%)  
3 stages  
Rich (12%)  
29  
3 stages  
Rich (12%)  
28  
26  
25  
24  
23  
27  
21  
2 stages  
Rich (8%)  
18  
17  
19  
22  
1 stage  
Rich (4%)  
20  
2
Base  
Power  
Mode  
7
1
5
3
1 stage  
Lean (4%)  
8
6
4
16  
2 stages  
Lean (8%)  
9
14  
11  
3 stages  
Lean (12%)  
15  
10  
13  
12  
Lean  
Power Mode  
Rich  
Stock Calibration  
1
#
#
Numbers in black are the steps obtainable using Calibration Kit #1488 plus  
the stock jets and metering rods.  
Numbers in white are the steps obtainable using jet and rod combinations  
shown on the following page.  
Step 1 Select the combination of Cruise Mode and Power Mode fuel-metering stages  
desired for your calibration. Normal calibration changes will be within the gridded  
diagonal area. That is, Cruise and Power mode changes should be in the same  
direction (either richer or leaner) and usually by the same amount.  
Step 2 Find the number that is nearest your desired combination. This is your Calibration  
Reference Number.  
Step 3 Go to the next page. Find the Calibration Reference Number you have just selected  
in Step 2. Listed will be the Main Jet and Metering Rod required to achieve the  
desired fuel metering for the Primaries.  
26  
Edelbrock Performer Series Carburetor Owner’s Manual 8/94  
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1403-1413 Perf Series Carburetor Owner's Manual.qxd 3/31/2006 12:04 PM Page 27  
Model #1409  
Rod/Jet Reference Chart  
REF #  
MAIN JET  
1427 (.098)  
METERING ROD  
CHANGE FROM BASE  
1
2
3
4
5
6
7
8
9
10  
11  
12  
13  
14  
15  
16  
17  
18  
19  
20  
21  
22  
23  
24  
25  
26  
27  
28  
29  
1447 (068 x 047)  
1446 (068 x 042)  
1456 (073 x 047)  
1450 (070 x 042)  
1451 (070 x 047)  
1452 (070 x 052)  
1443 (063 x 047)  
1460 (065 x 052)  
1443 (063 x 047)  
1452 (070 x 052)  
1447 (068 x 047)  
1444 (065 x 037)  
1456 (073 x 047)  
1459 (075 x 047)  
1454 (073 x 037)  
1458 (075 x 037)  
1459 (075 x 047)  
1456 (073 x 047)  
1444 (065 x 037)  
1451 (070 x 047)  
1445 (065 x 047)  
1460 (065 x 052)  
1441 (062 x 052)  
1439 (060 x 052)  
1438 (058 x 052)  
1441 (062 x 052)  
1443 (063 x 047)  
1462 (067 x 049)  
1452 (070 x 052)  
none - stock calibration  
Rod  
Rod & Jet  
Rod  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Jet  
Rod & Jet  
Rod  
Rod & Jet  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
Rod & Jet  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
1427 (.098)  
1429 (.101)  
1427 (.098)  
1427 (.098)  
1427 (.098)  
1426 (.095)  
1426 (.095)  
1425 (.092)  
1426 (.095)  
1426 (.095)  
1425 (.092)  
1427 (.098)  
1429 (.101)  
1427 (.098)  
1429 (.101)  
1430 (.104)  
1430 (.104)  
1427 (.098)  
1429 (.101)  
1427 (.098)  
1427 (.098)  
1426 (.095)  
1426 (.095)  
1426 (.095)  
1427 (.098)  
1427 (.098)  
1429 (.101)  
1430 (.104)  
Secondary Metering  
The factory calibration jet is shown in the center column. For leaner or richer calibration  
use the jet # indicated in the appropriate column.  
3 Stages  
Lean (12%)  
2 Stages  
Lean (8%)  
1 Stage  
Lean (4%)  
SECONDARY  
Stock Calibration  
1 Stage  
Rich (4%)  
2 Stages  
Rich (8%)  
3 Stages  
Rich (12%)  
JET #1425  
(.092)  
JET #1426  
(.095)  
JET #1427  
(.098)  
JET #1429  
(.101)  
JET #1430  
(.104)  
JET #1431  
(.107)  
JET #1432  
(.110)  
Main Jet I.D.—All Edelbrock jets have “120-”prefix. The last three digits minus 300 = actual jet size.  
Examples:  
120-398 = .098" jet (Edelbrock p/n 1427).  
120-401 = .101" jet (Edelbrock p/n 1429).  
27  
Edelbrock Performer Series Carburetor Owner’s Manual 8/94  
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1403-1413 Perf Series Carburetor Owner's Manual.qxd 3/31/2006 12:04 PM Page 28  
#1411 Calibration Reference Chart / Primary Metering  
Power Mode: Low Vacuum/High Power-Rod Up  
Base  
Power  
Mode  
3 stages  
Lean (12%)  
2 stages  
Lean (8%)  
1 stage  
Lean (4%)  
1 stage  
Rich (4%)  
2 stages  
Rich (8%)  
3 stages  
Rich (12%)  
29  
26  
21  
13  
25  
28  
27  
3 stages  
Rich (12%)  
23  
24  
20  
2 stages  
Rich (8%)  
22  
10  
1
14  
1 stage  
Rich (4%)  
11  
2
12  
3
Base  
Power  
Mode  
9
7
8
1 stage  
Lean (4%)  
6
5
4
15  
2 stages  
Lean (8%)  
17  
16  
18  
19  
3 stages  
Lean (12%)  
Lean  
Power Mode  
Rich  
Stock Calibration  
1
#
#
Numbers in black are the steps obtainable using Calibration Kit #1489 plus  
the stock jets and metering rods.  
Numbers in white are the steps obtainable using jet and rod combinations  
shown on the following page.  
Step 1 Select the combination of Cruise Mode and Power Mode fuel-metering stages  
desired for your calibration. Normal calibration changes will be within the gridded  
diagonal area. That is, Cruise and Power mode changes should be in the same  
direction (either richer or leaner) and usually by the same amount.  
Step 2 Find the number that is nearest your desired combination. This is your Calibration  
Reference Number.  
Step 3 Go to the next page. Find the Calibration Reference Number you have just selected  
in Step 2. Listed will be the Main Jet and Metering Rod required to achieve the  
desired fuel metering for the Primaries.  
28  
Edelbrock Performer Series Carburetor Owner’s Manual 8/94  
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1403-1413 Perf Series Carburetor Owner's Manual.qxd 3/31/2006 12:04 PM Page 29  
Model #1411  
Rod/Jet Reference Chart  
REF # MAIN JET  
METERING ROD  
CHANGE FROM BASE  
1
2
3
4
5
6
7
8
9
10  
11  
12  
13  
14  
15  
16  
17  
18  
19  
20  
21  
22  
23  
24  
25  
26  
27  
28  
29  
1432 (.110)  
1459 (075 x 047)  
1419 (075 x 042)  
1458 (075 x 037)  
1454 (073 x 037)  
1456 (073 x 047)  
1457 (073 x 052)  
1445 (065 x 047)  
1416 (065 x 042)  
1444 (065 x 037)  
1456 (073 x 047)  
1455 (073 x 042)  
1454 (073 x 037)  
1447 (068 x 047)  
1448 (068 x 052)  
1458 (075 x 037)  
1449 (070 x 037)  
1450 (070 x 042)  
1451 (070 x 047)  
1453 (071 x 047)  
1418 (070 x 057)  
1452 (070 x 052)  
1453 (071 x 047)  
1450 (070 x 042)  
1449 (070 x 037)  
1417 (068 x 057)  
1448 (068 x 052)  
1447 (068 x 047)  
1446 (068 x 042)  
1455 (073 x 042)  
none - stock calibration  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
1432 (.110)  
1432 (.110)  
1431 (.107)  
1431 (.107)  
1431 (.107)  
1430 (.104)  
1430 (.104)  
1430 (.104)  
1432 (.110)  
1432 (.110)  
1432 (.110)  
1431 (.107)  
1431 (.107)  
1431 (.107)  
1430 (.104)  
1430 (.104)  
1430 (.104)  
1430 (.104)  
1432 (.110)  
1432 (.110)  
1432 (.110)  
1432 (.110)  
1432 (.110)  
1432 (.110)  
1432 (.110)  
1432 (.110)  
1432 (.110)  
1433 (.113)  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
Rod  
Rod  
Rod  
Rod  
Rod  
Rod  
Rod  
Rod  
Rod & Jet  
Secondary Metering  
The factory calibration jet is shown in the center column. For leaner or richer calibration  
use the jet # indicated in the appropriate column.  
3 Stages  
Lean (12%)  
2 Stages  
Lean (8%)  
1 Stage  
Lean (4%)  
SECONDARY  
Stock Calibration  
1 Stage  
Rich (4%)  
2 Stages  
Rich (8%)  
3 Stages  
Rich (12%)  
JET #1427  
(.098)  
JET #1429  
(.101)  
JET #1430  
(.104)  
JET #1431  
(.107)  
JET #1432  
(.110)  
JET #1433  
(.113)  
JET #1434  
(.116)  
Main Jet I.D.—All Edelbrock jets have “120-”prefix. The last three digits minus 300 = actual jet size.  
Examples:  
120-398 = .098" jet (Edelbrock p/n 1427).  
120-413 = .113" jet (Edelbrock p/n 1433).  
29  
Edelbrock Performer Series Carburetor Owner’s Manual 8/94  
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1403-1413 Perf Series Carburetor Owner's Manual.qxd 3/31/2006 12:04 PM Page 30  
#1412 & #1413 Calibration Reference Chart / Primary Metering  
Power Mode: Low Vacuum/High Power-Rod Up  
Base  
Power  
Mode  
3 stages  
Lean (12%)  
2 stages  
Lean (8%)  
1 stage  
Lean (4%)  
1 stage  
Rich (4%)  
2 stages  
Rich (8%)  
3 stages  
Rich (12%)  
3 stages  
Rich (12%)  
16  
13  
15  
17  
14  
2 stages  
Rich (8%)  
12  
8
1 stage  
Rich (4%)  
11  
10  
2
9
1
4
Base  
Power  
Mode  
7
6
3
5
1 stage  
Lean (4%)  
20  
19  
21  
18  
2 stages  
Lean (8%)  
22  
24  
23  
27  
3 stages  
Lean (12%)  
25  
26  
Lean  
Power Mode  
Rich  
1
#
#
Stock Calibration  
Numbers in black are the steps obtainable using Calibration Kit #1480 plus  
the stock jets and metering rods.  
Numbers in white are the steps obtainable using jet and rod combinations  
shown on the following page.  
Step 1 Select the combination of Cruise Mode and Power Mode fuel-metering stages  
desired for your calibration. Normal calibration changes will be within the gridded  
diagonal area. That is, Cruise and Power mode changes should be in the same  
direction (either richer or leaner) and usually by the same amount.  
Step 2 Find the number that is nearest your desired combination. This is your Calibration  
Reference Number.  
Step 3 Go to the next page. Find the Calibration Reference Number you have just selected  
in Step 2. Listed will be the Main Jet and Metering Rod required to achieve the  
desired fuel metering for the Primaries.  
30  
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Model #1412 & #1413  
Rod/Jet Reference Chart  
REF # MAIN JET  
METERING ROD  
CHANGE FROM BASE  
1
2
3
4
5
6
7
8
9
10  
11  
12  
13  
14  
15  
16  
17  
18  
19  
20  
21  
22  
23  
24  
25  
26  
27  
1433 (.113)  
1453 (071 x 047)  
1450 (070 x 042)  
1449 (070 x 037)  
1454 (073 x 037)  
1443 (063 x 047)  
1445 (065 x 047)  
1452 (070 x 052)  
1441 (062 x 052)  
1447 (068 x 047)  
1456 (073 x 047)  
1443 (063 x 047)  
1445 (065 x 047)  
1453 (071 x 047)  
1449 (070 x 037)  
1443 (063 x 047)  
1442 (063 x 037)  
1444 (065 x 037)  
1452 (070 x 052)  
1457 (073 x 052)  
1456 (073 x 047)  
1454 (073 x 037)  
1445 (065 x 047)  
1444 (065 x 037)  
1449 (070 x 037)  
1447 (068 x 047)  
1456 (073 x 047)  
1454 (073 x 037)  
none - stock calibration  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod  
Rod & Jet  
Rod  
Rod & Jet  
Rod & Jet  
Rod  
Jet  
Rod & Jet  
Rod  
1433 (.113)  
1433 (.113)  
1434 (.116)  
1431 (.107)  
1432 (.110)  
1433 (.113)  
1432 (.110)  
1433 (.113)  
1434 (.116)  
1432 (.110)  
1433 (.113)  
1434 (.116)  
1434 (.116)  
1433 (.113)  
1433 (.113)  
1434 (.116)  
1432 (.110)  
1433 (.113)  
1433 (.113)  
1433 (.113)  
1431 (.107)  
1431 (.107)  
1432 (.110)  
1431 (.107)  
1432 (.110)  
1432 (.110)  
Rod  
Rod & Jet  
Rod & Jet  
Rod  
Rod  
Rod  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Rod & Jet  
Secondary Metering  
The factory calibration jet is shown in the center column. For leaner or richer calibration  
use the jet # indicated in the appropriate column.  
3 Stages  
Lean (12%)  
2 Stages  
Lean (8%)  
1 Stage  
Lean (4%)  
SECONDARY  
Stock Calibration  
1 Stage  
Rich (4%)  
2 Stages  
Rich (8%)  
3 Stages  
Rich (12%)  
JET #1425  
(.092)  
JET #1426  
(.095)  
JET #1427  
(.098)  
JET #1429  
(.101)  
JET #1430  
(.104)  
JET #1431  
(.107)  
JET #1432  
(.110)  
Main Jet I.D.—All Edelbrock jets have “120-”prefix. The last three digits minus 300 = actual jet size.  
Examples:  
120-398 = .098" jet (Edelbrock p/n 1427).  
120-413 = .113" jet (Edelbrock p/n 1433).  
31  
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Exploded View of Edelbrock Performer Series Carburetor  
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Troubleshooting Chart  
Possible Solution  
(Symptoms on opposite page)  
Check for air leaks. Make sure carburetor and manifold gaskets seal properly. All  
outlets must be plugged or connected.  
Check ignition system. Replace parts as necessary. Adjust timing to proper  
specifications.  
Check choke adjustment. See page 14.  
Change carburetor fuel filter and/or in-line fuel filter.  
Too lean. See Tuning Procedure.  
Check float level and drop. See page 14.  
Check idle mixture screw adjustment. See page 11.  
Too rich. See Tuning Procedure.  
Increase accelerator pump stroke. Pump squirter size change may be needed.  
See page 14.  
Off-road vehicle may need spring-loaded needle and seat kit (pg. 16).  
Check for dirt or metal in needles and seats. Needles and seats may need replacement.  
See page 36.  
Check for dirt blocking the low speed circuit. Clean unit and apply air pressure.  
Install in-line fuel filter #8873.  
Check floats for leakage. Replace if necessary.  
Check air horn gasket. Replace if deterioration or breakage is present.  
Fuel is boiling due to excessive under hood temperature. See page 36.  
Fuel pressure too high. Fuel regulator may be needed. See page 8.  
Fuel pressure too low. Check fuel system. See page 8.  
Check secondary latching device and rod for proper movement.  
Lower float level from 7/16” . See page 14.  
34  
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Symptoms  
X
X
X
X
X X X X  
X X X  
X X  
X
X
X
X
X
X X X X X  
X
X
X
X X X  
X X  
X
X
X
X X  
X
X X  
X
X
X X  
X
X
X
X
X
X X  
X
X
X
X
X
X
X
X
X
X
X
X
X X  
X X  
X
X
X
X X  
X
X
X
X
35  
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Troubleshooting Information  
Dirt/metal shavings between the needle and seat or a  
“sticking float”: To correct either of these problems, lightly tap the  
carburetor fuel inlet area with the handle of a screwdriver. If flooding  
continues, pinch the fuel line (if possible). Start the engine and let it run until  
it stops. Release line and restart engine. If flooding persists examine the  
needles, seats, float level, and float drop. Adjust or replace parts if  
necessary.  
Excessive under hood temperature: Ensure fuel line is not located too  
close to heat sources such as the exhaust or block, causing  
expanding fuel to be forced past the needle and seat. Fuel can also boil  
inside the carburetor due to missing gaskets, spacers, or heat shields. Also  
check to see if the exhaust heat riser is stuck, allowing excessive heat  
under the carburetor. Use Edelbrock Divided Heat Insulator Gasket #9266 for  
dual-plane manifolds, Square-Bore Heat Insulator Gasket #9265 for single-  
plane manifolds, and #9267 Heat Insulator Gaskets for dual-quad manifolds.  
Excessive fuel pump pressure: See page 8.  
For further information contact the  
Edelbrock Technical Department:  
Between 7:00 am and 5:00 pm PST,  
Monday through Friday  
Tech Line: (800) 416-8628 • Offices: (310) 781-2222  
FAX (310) 320-1187  
®
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WARRANTY  
EDELBROCK warrants its Performer Series Carburetors to be free from defects  
in material or workmanship. This warranty is valid provided that the product is properly  
installed, subjected to normal use and service and is not modified or changed in any way,  
or used for racing or competition purposes. This warranty is extended to the original  
consumer purchaser and has a duration of 90 days from date of original purchase by such  
consumer. Any implied warranty determined to be applicable is limited in duration to the  
duration of this warranty. Some states do not allow limitations on how long an implied  
warranty is so the above limitation may not apply to you.  
In the event of a defect in material or workmanship, Edelbrocks sole responsibility is to  
repair or replace the defective product. This warranty covers the replacement or repair at  
Edelbrock's option of the product only and does not cover the cost of removal or installation  
of the product. Final warranty determination will be the decision of EDELBROCK.  
EDELBROCK does not warrant products which have been modified or altered outside  
factory specifications; subjected to conditions such as misuse, neglect, accident, improper  
installation or adjustment, dirt or other contaminants, weather or corrosion, gum or varnish,  
use of improper or poor quality fuel or fuel additives, improper fuel pressure and faulty  
repair or use in other than those automotive applications recommended in a current  
EDELBROCK catalog. Further, there are no warranties which extend beyond those stated  
here.  
EDELBROCK shall not be responsible for (a) actual or alleged labor, transportation or other  
incidental charges or (b) actual or alleged consequential or other damages incurred by use  
of EDELBROCK Performer Series Carburetors. Edelbrock Corp shall not be liable for any  
and all consequential damages occasioned by the breach of any written or implied warranty  
pertaining to this sale in excess of the purchase price of the product.  
Warranty claims will be initiated by returning the alleged defective product to the place of  
purchase with dated purchase receipt and with completed applicable EDELBROCK  
warranty claim tag. Do not send the product directly to EDELBROCK.  
This warranty gives you specific legal rights, and you may also have other rights which vary  
from state to state.  
The general limited Warranty supersedes all prior warranty statements. Inquiries concerning  
this warranty should be directed to:  
EDELBROCK CORP.  
2700 California St.  
Torrance, CA 90503  
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Notes:  
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Edelbrock Carburetor Data Log  
In order to get the most from your Edelbrock carburetor purchase, please complete and mail the  
enclosed warranty card. Also, you may want to record your calibration settings in the table below and  
keep it with your vehicle records.  
Model#:______________________________________ Purchase Date: _________________  
PUMP  
DRIVE  
LINK  
LOCATION  
NEEDLE  
AND  
SEAT  
REFERENCE  
CHART  
LOCATION #  
PRI.  
JET  
SEC.  
JET  
STEP-UP  
SPRING  
PUMP  
CLUSTER  
DATE  
ROD  
Comments:  
39  
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