I was pleasantly surprised by how well that Street Demon worked right out of the box on my combination. It has excellent part throttle response. The Road Demon Jr shares many of the basic design features of popular Road Demon and delivers crisp throttle response, easy tuning, great fuel economy and great performance. The Road Demon Jr is available in —, — and —cfm ratings. Road Demon Jr features as standard equipment: manual or electric choke, vacuum secondaries and 2—corner idle.
Each Road Demon Jr model comes standard with Ford kickdown linkage. The walls and contours of the choke tower are smooth and free-flowing, designed to maximize air flow. Demon carburetors employ a new die-casting technology, which provides the most accurate, repeatable method of producing concentric venturii without misalignment or shift. With a remarkably smooth choke tower design, vacuum secondaries and patented air entries, the Road Demon offers extremely smooth operation with strong throttle response.
Each Road Demon model will be available with Ford kickdown linkage. The Road Demon targets mild performance V6 engines from to cid. The Road Demon targets mild performance V8 engines from to cid, and rated at — horsepower. The Road Demon is perfect for stock V8 engines from to cubic inches. This makes them ideal for daily drivers as well as weekend cruising for a wide range of vehicles.
It features the most advanced design that provides street enthusiasts with racing carburetor technology in a very driveable package. Each Speed Demon model comes with Ford kickdown linkage. A Speed Demon carburetor is ideal for muscle cars, stock rebuilds, tow vehicles, mild performance applications and crate motors. They are designed for engines with cam profiles between and degrees duration at 0.
Demon annular booster carburetors provide improved signal, improved atomization and better throttle response on engines with lower air speeds in the low to mid RPM range. Fine-tunes your idle speed by precisely metering additional air into the intake.
Allows smoother transition from off-idle, avoiding potential for stumble. Valve is easily accessed with a screwdriver through the air cleaner stud hole. Can be fine-tuned after the throttle shaft position has been set.
Some of these features are found only on modified carburetors costing much more. The Idle-Eze feature is fantastic for people experimenting with different cams, as it saves drilling out butterfies as a fix for keeping engine vacuum applied to the idle port at idle. Bigger than degrees. Bigger than , the Speed Demon is a good starting point.
The Road Demon works great for stock or something with a little extra in the to hp range. Pay attention to your metering blocks passages and its ports, and all should be well. I heard that you can send your carb to bg with a hundred bucks and they would change it to annular, not sure if they still do that, but They used to.
Your email address will not be published. Biron Jim. Biron Said: My headache seems to be the fact that this one has two seperate idle speed screws yes it does have 'Idle-Eze' and 4 idle mixture screws. That is the same carb I was running and worked very well switched induction setup now Every combination is different and with a performance cam they had instructed me to make sure I had enough initial timing.
This is from Barry Grant: Adjusting the idle mixture usually takes two or more trips around the car. Turning the screws in, clockwise, reduces the amount of idle fuel and leans the idle mixture.
Backing the screws out increases idle fuel and enriches the idle mixture. If idle speed increases, adjust them in again. Adjusting the screws to less than 1 full turn open can result in an off idle stumble. However, some engines may respond well and not stumble with less than one turn. Again, your particular combination may function correctly outside of this range.
As Dirty Harry said: "you're a legend in your own mind". With all that stuff to worry about I think I'll go back to a Holley. Biron Said: bowtie67 Said: I have had 2 different Mighty D's, in tuning I would highly suggest looking into something like this. I should mention that a am running 18 initial now with a 10 degree vacuum advance added to that. The car seems to idle ok but between and major stumble.
When it hits it clears up and if I stomp on it it goes like a scaleded dog. But wait theres more. I just found that my fuel pump pressure is way down now mechanical pump and it wont move past 2 pounds. Seems like I have a couple of things going on I also have a very low vacuum at about 8 inches. I do have to admit I didn't check the vacuum before this post Jim www.
The tool I specified is a very handy tool for tuning and not only for BG carbs, if you want to dial in a carb or even a FI setup this tool is a plus. For the timing I would say you are probally pretty close, I ran 17 inital with a total of 35 as well. BG did not invent that. The BG carbs are essentially the same as Holley carbs. Holley carbs are mass produced and there is variation due to the manufacturing processes. BG carbs have more machined parts than Holleys but they leave chips in the metering blocks and all sorts of fun stuff, so they just have different quality problems.
With either you need to look for defects and correct or replace. I believe an electric fuel pump would resolve the complaint, but this should not be necessary on new equipment. Are the bowls losing fuel by leakage or is the fuel evaporating? The specifications of the engine are as follows: RPS alum race heads, dual-plane Edelbrock Performer intake, Comp camshaft, mechanical fuel pump on front of engine , and an MSD ignition with mechanical advance.
The engine transmits via a 6spd Tremec T56 manual gearbox. This is my weekend hot rod—a Chevy BelAir—and I feel discouraged that I have to shoot starter fluid to get it to run. Are Street Demon bowls an issue or is it the week of sitting? Robert, As the car sits in the summer heat of 90F-plus the fuel is likely vanishing by evaporation. I have the same problem as Robert: it takes forever to start—no gas. But I know where it is going.
It is going into the engine oil. What is causing this? Bond, I respectfully submit that your engine is experiencing two different conditions. There is insufficient volume of fuel in the float bowls to pollute the engine oil with gasoline.
Modern gasoline is formulated for a closed fuel system that operates at a higher pressure than the approximate 7 psi that a carburetor does. Thus, it is prone to evaporate at a higher rate than gasoline from the past. Since every carburetor has by design a vent to atmosphere, the fuel has the opportunity to evaporate.
You may try opening the hood after you park the vehicle so under hood temperature is reduced during heat soak. Often this helps but it may not. It is worth a try. Regarding the gasoline in the oil, and working under the assumption that it is indeed there, it is the result of the following:. Engine running too rich. Choke misadjusted and engaged too long. Many cold starts and short run cycles.
Mechanical fuel pump leaking fuel into crankcase. Regardless of how the fuel is getting into the oil, you need to get it out. Gasoline destroys the lubricity of even the best oil and will cause excessive wear, especially to the piston rings.
I recently installed a Demon and Performer intake on a Trans Am with a 6. Further, your Firebird engine generates fairly low compression and power under hp and your rear gear is probably high in the 2. If the engine was redone, generating about compression ratio and with the appropriate rear gear, say around 3. Also, a vacuum-secondary carburetor with stronger secondary spring could work as well.
The heavier spring in a vacuum-secondary carburetor delays the opening of the secondary throttle plates—until the engine generates sufficient air speed to open them.
Your email address will not be published. Demon wants to tell you how to tune carburetors—in minutes! Martinj Spiteri on August 4, at pm. Well done.
Neil riffle on May 18, at am. Out-of-the box, it bogs and would appreciate some trouble-shooting help if possible Reply. Vic Moore on January 7, at pm.
Tim on January 6, at pm. What should I do to fix? James Hilliard on September 24, at pm. Victor Moore on October 2, at am. Paul J Kuran on December 3, at pm. Thanks Paul Reply. Vic Moore on December 5, at pm. Good luck Paul. Jonathan H. Vic Moore on May 5, at pm. Jonathan, Road Demon carburetors, particularly early production units manufactured in Dahlonega, Georgia, offered poor drivability because the transfer circuits were too lean. Phil on September 9, at pm. What are the factory settings on the I need to start over using factory settings.
Thank you Reply. Vic Moore on December 8, at pm. George Pearson on December 21, at pm. Hope this helps and enjoy your ride.
Eric Larsen on May 9, at am.
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