Quadrajet Problem Solving > Dialing in your rebuilt Quadrajet carburetor

7044513 that Cliff is helping me with

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kilowattkid:
Bottom line though, I s my stuff was so far out of wack, but cliff worked me until we got it right. I.m amazed at what we did to make it work. like I said, more to come.

Cliff Ruggles:
Good news, glad to see that it's coming around well for you and you can enjoy the car a few more weeks before the bad weather sets in here.

It's interesting that just a few days ago I got blasted in public Forum by a new member for wanting details on the engine combination that they wanted help with.  He went on to tell the readers how simple this stuff was and that there was no need for detailed engine specifics to get a good starting point on one of these carburetors.

I think you'd agree at this point that nothing could be further from the truth!

Anyhow, glad to see it's coming around well and I'd love to see some track numbers on the car if you get a chance to race it.......Cliff

kilowattkid:
I would agree that engine specs are critical to setting one of these up. Unfortunately that member will be the guy to continue to call them "quadra-junks" when he can't get it set right.

Adding to my other posts, We ended up with the following-
blocking the  upper idle air bleeds with a 4-40 set screw (loc tite of course) and drilled the air horn at .040"
put the new idle tubes at .036" instead of the.040" that they were
removing the welch plug and APT to add the external on in the kit
set the bypass air to .110"
put .046" drive in restrictor in the main air bleed in the body and air horn
70 jets and 46 rods

Fired it up and noticed quite a bit of improvement, but still too much throttle angle. after many more e-mails and stories we ended up with this to add-
moved vac advance to ported source
added base timing to 14 degrees and took bypass air to .140"

at this point we were real close, but not quite were I wanted it. I kind of thought though that I was running out of room.

Ended up going to .160" on bypass with no change, but on a whim and without advice from Cliff, I went to .180" on my bypass air, making sure that was the size through all the channels and it seemed happy and I was able to go to 16 degrees base and 34 mech advance and I had a very happy motor.

I have used q-jets on this car for 30 years and I thought I knew a lot about them. My motor has always been a 355 and now it's a 385 and I have never had an engine with this much cam and overlap, which was the biggest issue to overcome. I have definitely learned a whole lot more through this process and in reading the book.

I'd like to share the whole process, but with over 70 e-mails of info and stories, I don't know if that's possible.

Think about that for a minute, over 70 emails! That my friends is what customer service is all about.

Cliff, I can't thank you enough and please feel free to share with the forum any other info I may have missed. It was a pleasure in dealing with you on this.

Jerry Harter

Cliff Ruggles:
Thanks for the kind words Jerry and I'm glad that you got the carb where it needed to be and the engine performing like it should.

I don't mind putting the time in with these sort of things as a good end result is on our list of priorities for our customers.   We took a slightly different direction with your carb that I do with most of the ones we set up.

Your engine combination for sure was more challenging simply because of the size of the cam (duration) and tight LSA in comparison to the CID and true static compression ratio.

It does however show us that even a later model emission calibrated Q-jet can be made to work fine far outside of it's original application......nice work!......Cliff

kilowattkid:
Well, my neighbors may have thought I was just starting it, stopping it, starting again, high idle, rev it up and generally making noise.

In actuality, it is amazing to listen to the progression and go from gurgling pig rich with high throttle angle and lots of nozzle drip to a clean idle and a crisp throttle response. Certainly adds another element of knowing your car inside and out.

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