Killerkittycat, sell that edelbrock on EBAY if you already have a DEMON. 67COUPE351w, junk yours, too.I have no idea why you can't use this formula on a demon. It's just a glorified holley with a shiney coat and radiused edges.( I'll catch wind for that one hehe.) KKc I can't tell you your magic numbers, ass 
. You need to take it to the track and see at what jet size up front the car runs best. Then, run around the street on the smallest jet you can without hesitation, stumbling, overheating..... Then you can figure it out. You can't just pull these numbers out of your ass. 351w, your wasting your time with an edelbrock if you plan for horsepower. If ALL YOU WANT is to " SET IT AND FORGET IT " then that's your carb. But since I always hated spending my hard earned money on something to have someone tell me to sell it because of something his cousin's sister's boyfriend heard without a reason why... STUFF IT! EDELBOG has two things good going for it. You don't spill gobs of fuel changing jets, and its enrichment circuit. Oh yeah.it's purdy,too. OK that's three. The idea of no PV is awesome. Instead of having a PVCR or PV, you have metering rods. Which are ungodly changable. These metering rods pull out of the jet,not all the way, but to the skinnier part of the rod you see when it's out. Because it's inside the jet, it only let's so much gas through. When vacuum drops, the spring expands and the rod pulls out a bit and lets in more gas. The spring is the same as your 5.5 6.5 7.5 PV it's for the timing. And your jet and rod are the PVCR. Get it ? To know how much gas is going in your engine you subract your metering rod from your jet. The larger number on the MR is the fatter part of the MR. And the smaller is The skinnier of the two.If you have a jet 104 with a rod of lets say 3752, then at cruise you have an flow area of 52. Whe ou floor it and vacuum drops, you have 67. So if you like the 52 for cruise,but 67 is too much you can change the MR to suite. If you can't get it to add up to 52 exactly change the jet,too.
As for the bog...I don't know what to classify these things as. It's not vacuum secondary, although it does have a vacuum operated secodary set of butterflies. Yet it is a mechanical secondary, with no secondary pumpshot,hence the bog. When the secondaries slam open,the motor goes lean instantly. And do to the sudden drop in vacuum you have fuel fall out. The fuel actually falls and hit the manfold floors. And since you have no vacuum,your carb can not meter fuel properly. And tis is the reason for the pumpshot to force feed to motor if you will while the motor recovers. This why big cammed engines are hard to nail down a decent idle or driveablitly. NO VACUUM AT IDLE. The pump shot on an edelbog suck because they don't have cams like a holley... so there no timing to them, just dump fuel. The diaphram get old and shrinks,letting fuel by instead of going to the motor.
The list goes on and on but it is a great beginner carb. I got one because when I started out I was terrified of the name " HOLLEY" and all the horror stories. It's just like nitrous. You'll have alot better luck if you read on it first, before you blow things up.
But if after all that you still want to know, a few things on tuning it tell me. I know of a few.
. You need to take it to the track and see at what jet size up front the car runs best. Then, run around the street on the smallest jet you can without hesitation, stumbling, overheating..... Then you can figure it out. You can't just pull these numbers out of your ass. 351w, your wasting your time with an edelbrock if you plan for horsepower. If ALL YOU WANT is to " SET IT AND FORGET IT " then that's your carb. But since I always hated spending my hard earned money on something to have someone tell me to sell it because of something his cousin's sister's boyfriend heard without a reason why... STUFF IT! EDELBOG has two things good going for it. You don't spill gobs of fuel changing jets, and its enrichment circuit. Oh yeah.it's purdy,too. OK that's three. The idea of no PV is awesome. Instead of having a PVCR or PV, you have metering rods. Which are ungodly changable. These metering rods pull out of the jet,not all the way, but to the skinnier part of the rod you see when it's out. Because it's inside the jet, it only let's so much gas through. When vacuum drops, the spring expands and the rod pulls out a bit and lets in more gas. The spring is the same as your 5.5 6.5 7.5 PV it's for the timing. And your jet and rod are the PVCR. Get it ? To know how much gas is going in your engine you subract your metering rod from your jet. The larger number on the MR is the fatter part of the MR. And the smaller is The skinnier of the two.If you have a jet 104 with a rod of lets say 3752, then at cruise you have an flow area of 52. Whe ou floor it and vacuum drops, you have 67. So if you like the 52 for cruise,but 67 is too much you can change the MR to suite. If you can't get it to add up to 52 exactly change the jet,too.As for the bog...I don't know what to classify these things as. It's not vacuum secondary, although it does have a vacuum operated secodary set of butterflies. Yet it is a mechanical secondary, with no secondary pumpshot,hence the bog. When the secondaries slam open,the motor goes lean instantly. And do to the sudden drop in vacuum you have fuel fall out. The fuel actually falls and hit the manfold floors. And since you have no vacuum,your carb can not meter fuel properly. And tis is the reason for the pumpshot to force feed to motor if you will while the motor recovers. This why big cammed engines are hard to nail down a decent idle or driveablitly. NO VACUUM AT IDLE. The pump shot on an edelbog suck because they don't have cams like a holley... so there no timing to them, just dump fuel. The diaphram get old and shrinks,letting fuel by instead of going to the motor.
The list goes on and on but it is a great beginner carb. I got one because when I started out I was terrified of the name " HOLLEY" and all the horror stories. It's just like nitrous. You'll have alot better luck if you read on it first, before you blow things up.
But if after all that you still want to know, a few things on tuning it tell me. I know of a few.
The proofs in the puddin my man.
