Quadrajet
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You need to pay attention to a few important things when choosing a carb to rebuild/use on your engine: | You need to pay attention to a few important things when choosing a carb to rebuild/use on your engine: | ||
| − | *Fuel inlet (straight or 90º), so it doesn't interfere | + | *Fuel inlet (straight or 90º), so it doesn't interfere with any of the accessories or water neck, etc. |
| − | + | ||
*Choke type. Most prefer an electric. A hot air type choke can be converted to electric easily. A divorced choke Q-jet is able to be converted to electric, however the kit is rather expensive. | *Choke type. Most prefer an electric. A hot air type choke can be converted to electric easily. A divorced choke Q-jet is able to be converted to electric, however the kit is rather expensive. | ||
| + | *Whenever possible, get the factory cable bracket. Even if you're using an aftermarket intake, it might come in handy for making up your own bracket. And regardless if using an aftermarket intake or not, the bracket can be used to measure the correct cable/carb relationship for setting up whatever bracket that's used. | ||
| + | *Whenever possible, make note of the engine displacement/engine VIN code. These carbs were used on 4.3L V6 through 7.4L V8 engines, so knowing what it came from gives a leg up on what may potentially need changed. | ||
| + | *Throttle arm- whether or not it can accommodate the trans you're using. This is important if using a TH350 that needs a "below-the-shaft" hook-up point to pull the detent (kick down) cable, or when using a GM OD automatic that uses a TV (throttle valve) cable (below, right). Many manual transmission-equipped vehicles are missing the lower part of the throttle arm (below, left); this is where the detent/TV cable ordinarily attaches. | ||
| + | {| | ||
| + | |[[File:TYPICAL MANUAL TRANS Q-JET THROTTLE ARM1.jpg|250px|Manual trans throttle arm]] | ||
| + | |[[File:LINKAGE TH350 CARB WITH AT.jpg|215px|Automatic trans throttle arm]] | ||
| + | |}<br> | ||
| − | Beyond that, you basically just work | + | Beyond that, you basically just work with what you have. The Q-jet is very versatile and will work fine on any number of engines. |
| − | 1976-up carbs are often preferred due to less wear than the older carbs, often an electric choke will be | + | 1976-up carbs are often preferred due to less wear than the older carbs, often an electric choke will be present, and the float and needle and seat assembly setup is better. Also because there were improvements made throughout the run of Q-jets, newer is better. The '76-up carbs will also have APT (adjustable part throttle, a way to fine tune the carb). |
| + | |||
| + | Cars (not necessarily trucks/vans) from '81-up are going to have feedback carbs. No good for anything other than computer use (CCC), or possibly as an all-out race carb where it is set up/jetted to run without primary metering rods. | ||
Interestingly, one of the best/easiest way to find a good carb to use is to look for one off of a truck or van. Up until '86, these truck carbs were still non feedback (not an "electronic" carb) in some applications and they were nearly all 800 cfm units- even those found on 4.3L V6 engines! These engines can also have the large coil-in-cap, non-feedback HEI distributors. | Interestingly, one of the best/easiest way to find a good carb to use is to look for one off of a truck or van. Up until '86, these truck carbs were still non feedback (not an "electronic" carb) in some applications and they were nearly all 800 cfm units- even those found on 4.3L V6 engines! These engines can also have the large coil-in-cap, non-feedback HEI distributors. | ||
| − | + | It's also a good idea to acquaint yourself with the [http://www.crankshaftcoalition.com/wiki/Q-jet_with_dual_capacity_accelerator_pump '''"dual capacity" accelerator pump Q-jets'''], in case you run across one. They can make a good performance carb. | |
==Tuning== | ==Tuning== | ||
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