I need the stock specs for a 17050213.

[77cruiser]

At cruise mine runs about the same as yours, but at WOT I'm around 12.5 -13. I'm running non ethanol gas 91 oct.

[novadude]

 
  Novadude,  what is your AFR range when you're cruising at around 3000 rpm at light throttle? Mine runs around 15.2 to 15.5 and I'm wondering if it's still a bit rich.
  And at a WOT, just how rich should your AFR be? I've been shooting for around 11.0 to 11.5, but I really don't know if that's too lean, or too rich, or just right.

My car with a Muncie and 3.36 gears and a ~26" tall tire runs down the highway at ~3100 rpm.  I am right in that 15.2-15.5 AFR range.  Crowding the throttle, it will swing to ~16.5:1 before power enrichment / secondary opening.  WOT is ~12.5-13.0 range.  Seems to get great MPG set-up this way, and there are no drivability issues.  It is very responsive.  At idle, the meter shows around 13.0, and light throttle in the < 15 to 40 mph range is 14.3-15.0.

[Cadman-iac]

At cruise mine runs about the same as yours, but at WOT I'm around 12.5 -13. I'm running non ethanol gas 91 oct.

  I'm just running 87 octane pump gas with ethanol, my AFR at WOTwas hitting as rich as 10.0, and probably worse, but the gage will only register to 10.0.  I don't know, but I keep thinking that's too rich. At 11.0, I'm guessing that is too rich yet.
  So do you know which way the AFR goes between fuel with ethanol and without? If I'm getting 11.0 with ethanol, would this same setup give me a leaner AFR without ethanol, or does it run richer?
 Do you recalibrate for ethanol free fuel, or is there not enough of a difference between the two fuels to bother with it?
 Thanks for your help.

 Rick

[Cadman-iac]

My car with a Muncie and 3.36 gears and a ~26" tall tire runs down the highway at ~3100 rpm.  I am right in that 15.2-15.5 AFR range.  Crowding the throttle, it will swing to ~16.5:1 before power enrichment / secondary opening.  WOT is ~12.5-13.0 range.  Seems to get great MPG set-up this way, and there are no drivability issues.  It is very responsive.  At idle, the meter shows around 13.0, and light throttle in the < 15 to 40 mph range is 14.3-15.0.

 That sounds like what mine is doing, except for the WOT AFR. My cruise AFR is almost identical to what you reported, so i think I've got the primary side set just about right.  Going to the smaller rods and jets cut the WOT AFR with just the primary side to about 12.0 if I remember correctly. I might have to lock out the secondaries again and recheck it to be sure.

 But do you think a good WOT AFR would be somewhere around 13.0, or is that too lean?

 This ain't no hotrod, it's a 3/4 ton suburban with a 3.73 rear gear and a LT235/85R16 tire, gotta measure them again, but I think they're 28" tall.
 My rpm at 75 is about 3200-3300 if memory serves. To verify that I have to either hope the local cops are having their morning coffee or drive 45 miles to get to the interstate, lol.
 Maybe an AFR of 12.5 at WOT because of how heavy this thing is would be better, I honestly don't know.

 I'd like to get it to where it gets decent mileage, I've got a LOT of scrap metal I need to haul to Tucson next summer, so it'd be nice if the scrap would cover the cost of the gas at least.
 
  Thank you for replying.

 Rick

[Cadman-iac]

Here's a couple of pictures of how I marked my idle mixture screws to keep them synched with each other. Not foolproof but every little bit helps when it's hard to see them hiding underneath the carb and all kinds of stuff in the way.

[novadude]

 Maybe an AFR of 12.5 at WOT because of how heavy this thing is would be better, I honestly don't know.

 

 Rick

IMO, anything from 12.0-13.0 would probably be fine at WOT.  Mine hovers in the mid-12s, but will momentarily go lean to low-13s after shifts, etc.  I haven't data-logged, so this is just trying to watch the gauge on an open road.  12.0 - 12.5 would probably be better as an average in case you have distribution issues that cause lean cylinders and you intend to run it WOT under heavy load.  11.0 sounds very rich to me, but probably won't hurt anything or cost much power.

[novadude]

As for E10 vs ethanol free.... this is not scientific, but I run E10 93 all summer long.  I ran the tank low and put in ethanol free 90 octane in preparation for winter storage (like I do every year).  On the highway, it seems to run 0.2-0.3 AFR richer with ethanol free, but weather conditions may have been different which could also affect results.  I don't think E10 vs E0 makes enough difference to worry about when it comes to carb tuning. 

[Cadman-iac]

IMO, anything from 12.0-13.0 would probably be fine at WOT.  Mine hovers in the mid-12s, but will momentarily go lean to low-13s after shifts, etc.  I haven't data-logged, so this is just trying to watch the gauge on an open road.  12.0 - 12.5 would probably be better as an average in case you have distribution issues that cause lean cylinders and you intend to run it WOT under heavy load.  11.0 sounds very rich to me, but probably won't hurt anything or cost much power.

 I don't hit WOT for any length of time, just when passing or taking off to catch an opening in traffic. I just want to be sure it's in range for any WOT maneuvers I may have to make, I really don't want to fry this engine while doing it.

 I looked at my logbook for this thing and empty it weighs just under 6000lbs, 5700 to be precise.
 The last time I took a load of scrap to Tucson the total weight of everything was 15,000 pounds. With the TBI system it actually pulled it really well.  Im hoping that it does even better with this Quadrajet, but I'm not even going to try it until I'm sure I've got it dialed in correctly.

[Cadman-iac]

As for E10 vs ethanol free.... this is not scientific, but I run E10 93 all summer long.  I ran the tank low and put in ethanol free 90 octane in preparation for winter storage (like I do every year).  On the highway, it seems to run 0.2-0.3 AFR richer with ethanol free, but weather conditions may have been different which could also affect results.  I don't think E10 vs E0 makes enough difference to worry about when it comes to carb tuning.

 That's good to know. Another thing is the altitude. Im at 4600 here, but Tucson is another 1400 feet lower. What elevation are you at?

[77cruiser]

At 4600 ft. wonder if that's why it was so rich when you put that carb on.

[Cadman-iac]

At 4600 ft. wonder if that's why it was so rich when you put that carb on.

 That could be the case, the specs that Kenth or anyone else offers, I'm guessing, are always for sea level, and you adjust accordingly. 
 But does anyone know what ithe formula is  for figuring out how to adjust for a given altitude?

 I think you're right about why this one was so rich. Now I need to take another look at the 3 previous carbs to figure out why they were running lean. That's gonna be a job for another day though, I'm tired of pulling the carb off and on. I am pretty quick at it now, I can do it blindfolded now, lol.
 
 Thank you for all your help, I definitely couldn't have done this without the support of you guys on here. I'd be lost for sure.

[novadude]

That's good to know. Another thing is the altitude. Im at 4600 here, but Tucson is another 1400 feet lower. What elevation are you at?

I am at ~700 ft

[77cruiser]

Around 92 a Uncle of mine passed away in ND, we went out to get a 84 Chevy truck 305 it was high altitude per the emission sticker. It's only about a 1000 ft. lower here, but truck didn't run very well, went up one jet size & it made all the difference.

[Cadman-iac]

I am at ~700 ft

  Wow, that's a big difference, I wonder how mine would run at that altitude.

[Cadman-iac]

Around 92 a Uncle of mine passed away in ND, we went out to get a 84 Chevy truck 305 it was high altitude per the emission sticker. It's only about a 1000 ft. lower here, but truck didn't run very well, went up one jet size & it made all the difference.

 Yeah, i was thinking that I should try one more combination to get the cruise and WOT areas and little smaller for that perfect AFR, ( a 69/40 I think was the next combo that gave me a slightly leaner area), but now I'm wondering if I should just leave it alone for now until I have another chance to run to Tucson and see how it'll run at that altitude.
 I may have it set up so it'll work well for both but not perfect for either, if you know what I mean.

 Is there a specific range of altitude that any given jet/rod combination is perfect for? By this I mean, is a jet/rod combo good for a range of 500ft, or 1000ft, then you would have to go to the next size up or down depending on which direction you're going?