Stroker Engine tuning

[Jakke]

I have stroked 440 (500) I am using Edel's dual quad intakemanifold and two 600 carter avs carbs.
I need tuning tips for my application.

[451Mopar]

Your best bet is to tune on an engine or chassis dyno with at least a wide band O2 sensor.
A Dynometer place that sells the jets /rods may be cost effictive, than buying all the different rods/jets to experiment with?

The tuning instructions from Edelbrock are actually pretty good.

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.
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 a particular combination.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.
You will probbably need various sets of the Edelbrock / Carter jets, probbably from 0.095" to 0.110" (they come in 0.003" increments.)

You may also need the step-up spring kit also, depending on how much vacuum the engine produces.

There are at least 28 (or more) different Rods from Edelbrock, so you may want to see which ones you have and plan to get some that are