Is 500 cfm carb enought fot 305?
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7,226 Posts
Hi Marko. That carb will work. :yes:
For an intake, take a look at these:
http://www.summitracing.com/parts/SUM-226008/#
http://www.summitracing.com/parts/WND-8120/
You don't need to buy an Edelbrock, these are so close in design and performance. I'd say that as long as you get a dual-plane intake that matches your RPM range, you'll be fine.
For an intake, take a look at these:
http://www.summitracing.com/parts/SUM-226008/#
http://www.summitracing.com/parts/WND-8120/
You don't need to buy an Edelbrock, these are so close in design and performance. I'd say that as long as you get a dual-plane intake that matches your RPM range, you'll be fine.
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2,248 Posts
The 500 cfm carb and a Performer will be just fine for a 305. :thumbsup:
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8,058 Posts
should work great...... 
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4,713 Posts
x3!:thumbsup:
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Theoretically, a 500cfm carb should be just fine for a 305.
BUUUUUUUUT, looking back at some early combinations, some questions arise about carb/displacement combinations.
Chevys first V8 with a 2x4 carb setup was the 1956 265 and two Carter WCFBs. Those WCFBs had a total of about 770cfm. Now, admittedly, the induction setup with that combination was not as free flowing as later 1x4 combos. In 57, the 283 was available with the same 2x4 setup, which again was about 770cfm on a 283. By the numbers/flow requirements, that was overkill, but, properly dialed in, and at full throttle, those little small blocks with the 2x4 setup would scream without hesitation. Soooooooooooo, were those 283s with a total of 770cfm of carb flow really using that much flow? They always seemed to do great.
Next, in 67-69, the 302 Z/28 engines got a VERY efficient hi-rise alum intake manifold (the tallest, FACTORY small block alum manifold ever) with a 780 Holley. Again, properly dialed in, those little 302s would scream with that big Holley. And optionally, Chevy offered a staggered 2x4 setup (over the parts counter) for the 302 Z/28 engines which had two 600cfm Holleys, as well as optional "off road" cams. That was a total of 1200cfm for only 302 cubic inches!!!!! One more time, properly dialed in, a well tuned 302 with the optional cam and those 2x4 carbs would scream.
Additionally, in 62-64, the 409s were available with two 600cfm AFBs--------------a total of 1200cfm!
And the 427s of 67-69 were available with 3x2 carbs for a total of about 900cfm! :thumbsup:
So, is a 500cfm carb big enough for a 305???? I guess it all depends on how you're going to set it up and what kind of driving you will be doing.
BUUUUUUUUT, looking back at some early combinations, some questions arise about carb/displacement combinations.
Chevys first V8 with a 2x4 carb setup was the 1956 265 and two Carter WCFBs. Those WCFBs had a total of about 770cfm. Now, admittedly, the induction setup with that combination was not as free flowing as later 1x4 combos. In 57, the 283 was available with the same 2x4 setup, which again was about 770cfm on a 283. By the numbers/flow requirements, that was overkill, but, properly dialed in, and at full throttle, those little small blocks with the 2x4 setup would scream without hesitation. Soooooooooooo, were those 283s with a total of 770cfm of carb flow really using that much flow? They always seemed to do great.
Next, in 67-69, the 302 Z/28 engines got a VERY efficient hi-rise alum intake manifold (the tallest, FACTORY small block alum manifold ever) with a 780 Holley. Again, properly dialed in, those little 302s would scream with that big Holley. And optionally, Chevy offered a staggered 2x4 setup (over the parts counter) for the 302 Z/28 engines which had two 600cfm Holleys, as well as optional "off road" cams. That was a total of 1200cfm for only 302 cubic inches!!!!! One more time, properly dialed in, a well tuned 302 with the optional cam and those 2x4 carbs would scream.
Additionally, in 62-64, the 409s were available with two 600cfm AFBs--------------a total of 1200cfm!
And the 427s of 67-69 were available with 3x2 carbs for a total of about 900cfm! :thumbsup:
So, is a 500cfm carb big enough for a 305???? I guess it all depends on how you're going to set it up and what kind of driving you will be doing.
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3,051 Posts
El C what DZ is trying to say is "yes". BUUUUUUUUUUUUUUUUUUUUT he just says it with more words than some of us do. When he was a young'un his teacher told him to "Use your words" and he took her/him very seriously. I think he and SWHEATON had the same teacher.
No offense intended you two. Just having a senior fun moment.
No offense intended you two. Just having a senior fun moment.
Have you ever seen Tom and Scott in the same room?
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3,051 Posts
No, but I can well imagine. Visualize two people talking each trying to get a word in edgewise. I will reiterate, I am NOT trying to be hurtful. Just in a good mood this afternoon and gently poking some fun.
Thanks guys, this helps a lot. I´m a newbie with v8s (dah, obviously) but I´m getting there.
With this first v8 of mine, I just want to make it run nice and smooth and also find the balance between power/torque and economy (gas ain´t cheap, you know!)
This said, I know engines are in and out type of things.
What goes in, must come out.
So, if I choose to put let´s say Performer intake + 500cfm Performer (or other equivalent [opinions, please]), what kind of headers should I put on.
I wrote earlier about Holley / Hooker headers (those are easy to find), but what are the most important things with tehm (on a 305)? Diameter, primary lenght or something else. I have decided not to make the exhaust system myself, but to let professionals make it ( I´m avare that they should know what´s best for my combo and they did say I should go with HOOKER headers...).
Again, thanks in advance.:hurray:
With this first v8 of mine, I just want to make it run nice and smooth and also find the balance between power/torque and economy (gas ain´t cheap, you know!
)This said, I know engines are in and out type of things.
What goes in, must come out.
So, if I choose to put let´s say Performer intake + 500cfm Performer (or other equivalent [opinions, please]), what kind of headers should I put on.
I wrote earlier about Holley / Hooker headers (those are easy to find), but what are the most important things with tehm (on a 305)? Diameter, primary lenght or something else. I have decided not to make the exhaust system myself, but to let professionals make it ( I´m avare that they should know what´s best for my combo and they did say I should go with HOOKER headers...).
Again, thanks in advance.:hurray:
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1,453 Posts
I agree but, you forgot one little detail. 265, 283, 409 used progressive linkage for good throttle response. The 302 had a lousy throttle response, because of the large primary venture. It's not just how much CFM but how drivable the car respond. The smaller the carbs the better the throttle response.Theoretically, a 500cfm carb should be just fine for a 305.
BUUUUUUUUT, looking back at some early combinations, some questions arise about carb/displacement combinations.
Chevys first V8 with a 2x4 carb setup was the 1956 265 and two Carter WCFBs. Those WCFBs had a total of about 770cfm. Now, admittedly, the induction setup with that combination was not as free flowing as later 1x4 combos. In 57, the 283 was available with the same 2x4 setup, which again was about 770cfm on a 283. By the numbers/flow requirements, that was overkill, but, properly dialed in, and at full throttle, those little small blocks with the 2x4 setup would scream without hesitation. Soooooooooooo, were those 283s with a total of 770cfm of carb flow really using that much flow? They always seemed to do great.
Next, in 67-69, the 302 Z/28 engines got a VERY efficient hi-rise alum intake manifold (the tallest, FACTORY small block alum manifold ever) with a 780 Holley. Again, properly dialed in, those little 302s would scream with that big Holley. And optionally, Chevy offered a staggered 2x4 setup (over the parts counter) for the 302 Z/28 engines which had two 600cfm Holleys, as well as optional "off road" cams. That was a total of 1200cfm for only 302 cubic inches!!!!! One more time, properly dialed in, a well tuned 302 with the optional cam and those 2x4 carbs would scream.
Additionally, in 62-64, the 409s were available with two 600cfm AFBs--------------a total of 1200cfm!
And the 427s of 67-69 were available with 3x2 carbs for a total of about 900cfm! :thumbsup:
So, is a 500cfm carb big enough for a 305???? I guess it all depends on how you're going to set it up and what kind of driving you will be doing.
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You need the smallest diamater you can find on the primary tubes. That will probably be 1-5/8 inches, and I think the longer the tube is the better. Most standard long-tube small block headers fit this bill.:thumbsup::thumbsup:Thanks guys, this helps a lot. I´m a newbie with v8s (dah, obviously) but I´m getting there.
With this first v8 of mine, I just want to make it run nice and smooth and also find the balance between power/torque and economy (gas ain´t cheap, you know!
This said, I know engines are in and out type of things.
What goes in, must come out.
So, if I choose to put let´s say Performer intake + 500cfm Performer (or other equivalent [opinions, please]), what kind of headers should I put on.
I wrote earlier about Holley / Hooker headers (those are easy to find), but what are the most important things with tehm (on a 305)? Diameter, primary lenght or something else. I have decided not to make the exhaust system myself, but to let professionals make it ( I´m avare that they should know what´s best for my combo and they did say I should go with HOOKER headers...).
Again, thanks in advance.:hurray:
Thanks for your info so far, one more thing though (or 2, maybe3... ).
As you may have noticed, I´m in Finland and I haven´t been able to find Edelbrock Performer 500cfm carburator but Performer 600cfm is easy to find.
So, which are the pros and cons with a Performer 600cfm against the 500cfm?
(my set up is 305 with headers and Performer intake, HEI-distributor and thm200C transmission. (I´m not sure about the gearing on the rearend, possibly original...). Otherwise it´s pretty much stock.
Bare with me....
).As you may have noticed, I´m in Finland and I haven´t been able to find Edelbrock Performer 500cfm carburator but Performer 600cfm is easy to find.
So, which are the pros and cons with a Performer 600cfm against the 500cfm?
(my set up is 305 with headers and Performer intake, HEI-distributor and thm200C transmission. (I´m not sure about the gearing on the rearend, possibly original...). Otherwise it´s pretty much stock.
Bare with me....
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22,931 Posts
:yes:
I just pulled a Holley 1850 600 cfm off my SS396 yesterday...been working fine for years.
Decent mileage too. :thumbsup:
consider that the 305 4 bbl motors came with a 750 cfm Qjet...
Throw in rubadub and a 30 second suprise visit from pdq67 and you could film a Glengarry Glen Ross type filmHave you ever seen Tom and Scott in the same room?
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6,858 Posts
Marko. The 600 will be fine. Until I read your last post, I was going to suggest 1 650. My sons Nova has a 305 in it. He's running a factory 71 corvette 350 alum. intake and a 750 Q-jet carb. with Jegs 1 5/8 long tube headers. car idles smooth and runs great..
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