I have heard that this carb is good and this one is bad.
What is the best carb on the market today.

What are you going to use it for? What transmission and rear gear do you have? Do you care about driveability? gas mileage? or 1/4 mile times?

I love my Stage 2 Quadrajet and wouldn't trade it for the world. Had a Holley 750 DP and was glad to get rid of it.

The carb I'm looking for is for all around muscle. In my post Completed 408 Recently. Has all the specs for my engine. http://www.camaros.net/forums/showthread.php?t=97622

I want the best performance I can get. I bought a Street Demon 750 which in the specs the mention duration of the cam. My duration is at 244, And the demon carb says 240. If these are junk I don't need junk for that kind of money.
I have went all out on this engine build or at least tried to make it have allot of muscle. I'm not trying to bash anyones Carb. Just looking for a good tunable carb that has good quality and service.

I think the carb is several notches down on your list of problems. A good 750 Holley on a Performer RPM would work just fine.

If you predict a power peak of 6300 rpm I'll predict you fall about 800 rpm short of that. Pipemax sees a choke rpm of 4600 using the cam and valves you've selected. This is the point at which the trapped VE begins to suffer due too the inability to get enough fuel into the cylinder in the time allotted.
I think you need a significant increase in lift to get your power peak over 6000, but this is also incompatible with the size of your intake runners.
You've posted 8 line descriptions of your carburetor and heads but have made no mention of the physics of your exhaust system. There's a 40 horsepower swing if it's done right.

I think the carb is several notches down on your list of problems. A good 750 Holley on a Performer RPM would work just fine.

If you predict a power peak of 6300 rpm I'll predict you fall about 800 rpm short of that. Pipemax sees a choke rpm of 4600 using the cam and valves you've selected. This is the point at which the trapped VE begins to suffer due too the inability to get enough fuel into the cylinder in the time allotted.
I think you need a significant increase in lift to get your power peak over 6000, but this is also incompatible with the size of your intake runners.
You've posted 8 line descriptions of your carburetor and heads but have made no mention of the physics of your exhaust system. There's a 40 horsepower swing if it's done right.

Are you saying that I may need bigger heads, because the heads I have now will only take another 0.49 of lift before it maxs out.
I Have Flowmaster All 3.00" Tubing, From Trans Cross Member Back, Includes H-Pipe & Hardware, Super 40 Series Mufflers American Thunder

IMPCO.....
110 to 115 octane fuel
and still pull over 25mpg around town.

Are you saying that I may need bigger heads, because the heads I have now will only take another 0.49 of lift before it maxs out.
I Have Flowmaster All 3.00" Tubing, From Trans Cross Member Back, Includes H-Pipe & Hardware, Super 40 Series Mufflers American Thunder

That's probably 0.049" more lift.

I'm saying that if you want a power peak at 6300 rpm you're not going to get it with the cam and heads you've selected. If you want to drive around on the street and spin the tires, you should be able to do that.

What happens before the crossmember? That's part of the exhaust system, also. The important pieces of tubing are those closest to your engine, about the first 6 feet.

This is what i have.
Header Material: Steel
Header Finish: Ceramic coated
Header Style: Full-length
Primary Tube Diameter (in): 1 3/4 in.
Collector Attachment: Ball and socket flange
Collector Diameter (in): 3.000 in.
Tuned: Yes
Primary Tube Gauge: 18-gauge
Flange Style: Standard
Flange Thickness (in): 5/16 in.

Ed Henniman has an interesting paragraph in his 'Ramblings' section called Words Without Meanings....

Words without meanings:

FULL LENGTH. A header is described as being "full length". Full length as compared to what? Does that mean that other headers should be called half length or three quarters length (or 5/8ths or 2/3rds)? Full length is not a number. What does "full length" actually mean? (If we judge the phrase by the header pictures published in magazine ads, about the only thing we can identify consistently is that a "full length" header will probably have a collector parallel to the ground.) Why can't we get numbers that relate to the tube length of the header so that we actually know how long the header is? (OR, even better, how about the lengths of EVERY header tube so we not only know how long the header is but also the amount of tube length error as well?) The engine only responds to numbers (as applied to design measurements) - it doesn't respond to vague design descriptions like "full length" - particularly when that "length" can change from vehicle to vehicle. Is this phrase the type of non-description that goes back to a time when cams were often called "full race" or "three quarter race"? Three quarters of what? Full of what (pun intended)? Magazines, manufacturers and resellers: How about giving guys a break and use meaningful terms that actually describe products accurately. (OR, are you intentionally misrepresenting products to simply sell more of them and you could care less as to how well your potential customers' vehicles actually perform!)

https://www.headersbyed.com/rambling.htm

What does 'tuned' mean? Tuned to what? They obviously can't be tuned to everyones engine.

That makes sense, I would have to agree. I think tuned means that the header tubes are the same lenth. When I was building my harleys we kept the exhaust the same lenth, that is why they are staggered. It was to get the same back pressure on both cylinders.

Would bumpimg up to a 70 to 72cc cylinderheads be the answer for more horsepower and torque.

My plans are to take it to the strip once in a while but mainly rumble around town. I plan to go to shows and events, and just have a good time.

A custom Qjet will give you the best mpg, throttle response, make power equal to any of the other carbs for your application and cost about $350 for an 840 cfm unit. If you don't want to change your intake manifold then I would keep the Edelbrock and spend some quality time fine tuning it.

I went with the Speed Demon 750, I got a pretty good deal on price. I couldn't vote because I don't have enough knowledge on Carbs. If it doesn't work I'll have to try something else.

Thanks for all you input It really means allot.

Mike.

Best one in my opinion are the Pro Systems carburetors,
www.pro-system.com. The Demons do not seem to bad either.