Forget throttle tip-in, driveability, and vacuum at idle. Set the thing on Kill Mode via thimble-sized fuel jets, disregard the power valve, and let the carburetor dump as much fuel as possible down the throat of the manifold--then let it rip down the track. But what do you do when you need to drive it home? Here's where some of those basic carb-tuning skills come into play.

In most cases, dualities contradict. Not with a carburetor, though. The beauty of these old-fashioned gems is their ability to carry out different duties with the turn of a mixture screw and the swapping of fuel jets. The carburetor's ability to exercise dual workloads is the sole reason they are still around. Don't fix what ain't broke, right? Carburetors are not only simple to work on, but with a little basic knowledge your pig could become a sleek cheetah. It's easy to upgrade various components, such as manifold swaps, nitrous, or even gear swap changes on the car; driveability needs to parallel these situations accordingly. In the world of high performance, that means setting the tune for the track but then being able to set up for street duties. This may mean a slightly lower idle or possibly a bigger power valve.

To showcase the basics of carburetor tuning, we plopped on an out-of-the-box Mighty Demon 750 carburetor onto a stroker 383 small-block at Vaca Performance and Dyno in Downey, California. It was there we were schooled by John McKindley on basic Demon carburetor functions. McKindley explained what to look for and how to adjust the Demon for the perfect street tune. So read on as we illustrate our findings to teach you a few new tricks--or maybe remind you of old ones--for tuning your Demon for the street.

Quick Notes
What We Did
Tuned a Mighty Demon 750 (PN 5402020GC) for the street on a low-compression 383 small-block

Bottom Line
Get your carburetor to work more efficiently and make more power with less fuel

Cost (approx)
$550

  • 383 Small Block Hooked Up To A Dyno
    Our test mule for the day was a potent 8.1:1-compression 383ci stroker that was built out of the garage by Bryan Goff. At the heart of the stroker is an Edelbrock camshaft (PN 2204) that features a 234/238 duration at 0.050 and 0.539/0.548-inch intake/exhaust lift. For the rotating assembly: Goff utilized an Eagle rotating assembly (PN 12106) with a 4340 3.750-inch Chromoly crankshaft, 5.700-inch H-beam rods, and low-compression SRP pistons. Cylinder heads of choice is a pair of Edelbrock Performer RPM pieces, sporting 70cc combustion chambers with 2.02/1.60-inch intake/exhaust valves and topped off with a set of Comp Cams Gold 1.6:1-intake and 1.52:1-exhaust rockers with an Edelbrock Victor Jr. manifold.
    Our test mule for the day was a potent 8.1:1-compression 383ci stroker that was built out
  • Mighty Demon 750 Close Up
    The Mighty Demon 750's ease of tunability makes it the perfect testbed to showcase the changes in fuel jets, timing, vacuum, and power valving. We loaded up the 383 with Royal Purple 10W-40 oil and checked for fuel leaks prior to firing it up.
    The Mighty Demon 750's ease of tunability makes it the perfect testbed to showcase the cha
  • Mighty Demon 750 Jets
    Out of the box, the Mighty Demon was sporting 76 primary and 83 secondary jets with a 6.5 power valve. We set the timing at 38 degrees running and were pulling almost 13 inches of vacuum at idle. John McKindley stressed the importance of adequate vacuum at idle: "Anything above 10 or 11 is perfect." From there, we were set to make our first pull using 91-octane.
    Out of the box, the Mighty Demon was sporting 76 primary and 83 secondary jets with a 6.5