cfm carb for Buick 350...places sell 600 and 650...is that enough?

Believe it or not, my answer was for a square bore this time. :laugh:

---------- Post added at 09:40 PM ---------- Previous post was at 09:17 PM ----------

You don't need an adapter for the TA intake.

You already have some money wrapped up in your Qjet, just get a Mr. Gasket 1" 4 hole spacer for 30 bucks and be done with it. As long as your Qjet is properly built and tuned, it'll be fine.

I've given you pretty much all the info you need for a decision, no matter which way you decide to go. Others here have had valuable input as well.

You could always sell the Qjet and just go with the square bore setup I suggested earlier.

 

Heck I would be doing hand springs if my wagon got 14mpg. and it is all stock except hooker headers. I really don't know what it gets I have not checked it but I can use a 1/8-1/4 tank to work and back that is about 20 miles round trip.

Tim

 

Just set a square bore on top the TA intake, or with a squre bore spacer...no need to adapt?

One of the questions you didnt answer is how to use your recommended Hambuger spacer and keep the division which you said was important.



I have a 1 inch 4 hole phenolic spacer on the way for the Qjet, I will see how that does first.

 

I said it to you in one of the PM's you sent.

You need an adapter plate for it, the thin one, to put a square bore on the TA intake, not the .85" thick aluminum square bore to spread bore adapter you showed in another post.

Here...I'll quote my PM to you that describes the step by step process:

Re: carbs

This is the one I'm talking about right here:

http://taperformance.com/proddetail.asp?prod=TA_1246


It's about the thickness of a gasket. It permits the use of a square bore carb (like Holley or Edelbrock performer) on the TA intake, which is dual-flanged for either square bore or spread bore (Qjet).

Also get one of these:

http://www.summitracing.com/parts/edl-9266/overview/

The purpose of this insulator gasket is to make sure the center divider remains sealed. It will flex when you snug down the carb to fill in the small gap the adapter will leave, since it doesn't have a center divider (it's open).


So put the gasket that comes with the adapter on the intake, put the metal adapter on that, then put the insulated gasket on top of the metal adapter. Put your 4 hole 1" spacer on top of that, then a regular 4 hole gasket on the spacer. Finally, put the carb on that, and snug it down with your studs/nuts. Don't overtighten. ​

 

But you still cant use the Hambuger tapered spacer for best effect... it has to be a 4 holer.

 

It IS a 4 hole 1" spacer...


The part that sits directly beneath the carb is 4 hole, then the primaries and secondaries taper into each other, only for each side, with the divider preserved.


There are two kinds: the 4 hole to 'open', frequently referred to as the 'combo' spacer , then there's that Hamburger one I just described. It's different. Notice the center divider has no taper in it leading to the other side. This is what needs to be preserved, hence the need for the insulator gasket to resolve the gap the thin adapter leaves. Here's another one that gives a nice bottom view of the tapered primary/secondary split spacer:



Let us know how that 4 hole Qjet spacer works out with your setup. I say if you're satisfied with it, leave well enough alone and drive it.


Peace.

G

 

You can just use a 4 hole spacer, but the reasoning behind the tapering is for easier flow transition from front to back for intake pulse demand.

If it were mine, I'd use that spacer and do additional tapering to the front and rear parts, only a little more subtle to match the intake, massage the intake itself where the runners flow away from the carb so there's less resistance and turbulence for a nice 'line of sight' shot to the runners.

 

Thanks Gary, I agree.

Yeah the V8Buick carb wars....
I think it is really interesting that some of us are so dead set in our thoughts on carbs. It is hard to find any topic that car people get as passionate about...
You could put a Buick engine in a chevy and no one would care. But use a Q jet and the Holley camp will chastise you for using a Quadrabog.
I see both sides of the argument and here is my summary:
Q Jet pros:
1. Factory calibrated for the engine
2. Match factory intake and emissions if desired
3. Better fuel mileage in most cases. Sip on fuel when cruising and then when the big secondaries open up screw fuel mileage, burn that fuel!
4. Calibrated properly it will normally make 95% of the same power possible with a Holley in a max effort engine
5. Once set and tuned you can go years without touching the carb

Q jet negative:
1. Tough to find good cores
2. Takes experience and patients to successfully re-calibrate these for performance builds
3. There are so many variations of the Q jets and different special features or improvements making it easy to mix up a rebuild kit or something

Holley pros:
1. Simple design
2. Easy to modify to fine tune
3. Might make 5% more power than a properly tuned Q jet
Holley negative:
1. Not matching to factory intake, requiring a restrictive adapter
2. Generic built carb that will run fine however not optimum unless you re-calibrate it. And this goes for even a stock engine as well, not just a modified engine.
3. Worse fuel mileage


With my cute hat, he really should let us drive around without the hood on!



Time to close the thread LOL:TU:

 

THIS Thanks, I havent seen this anywhere, have any links to that type of one or the name for that type?

 

Carb wars for sure..
wait till the singleplane intakes and AL heads surface from TA/Kenn Betts...theirs going to be different carb sizing for those apps

from stock to bolt-on 350, just go with a 750 q-jet from our vendor here.
if heavily ported and or cam. go with bigger carb
I know my 750 BG speed demon didnt run for sh!t on my bolt-on cammed 72 350, but mainly think it was due to their bad QC as carb just sucked air/hissed instead of secondaries opening up to kick in 4bbl. had a lazy idle too

 

Awesome Sean! Nice and creative. :TU:

Even though I actually prefer the Qjet...

---------- Post added at 07:49 PM ---------- Previous post was at 07:46 PM ----------

Summit sells it I think.

You already have your Qjet, get that 4 hole spacer for it and see what you think.

 

Aint that the truth:rant:

Like the Q-jet people never chastise the people running Holleysuzzled:

But I agree with your point.

I agree 100%, but most Q-jet apostles neglect to mention the negatives...

That's my beef with the Q-jet crowd is what I feel is a lie-by-omission on the troubles a Q-jet will give you.

I agree...

But I will counter your negative points 2 & 3 with your own pros point 2.:Smarty:

I feel that properly tuning a correctly sized Holley will close the MPG/drivability gap with a properly tuned Q-jet.

Just slapping a new-out-of-the-box Holley on will work about as well as slapping a parts-store-reman Q-jet willou:


peace.

 

Just slapping a new-out-of-the-box Holley on will work about as well as slapping a parts-store-reman Q-jet willou.

I believe this theory is what most people think.that upgrading with "bolt ons" are just that. Slap it on and go fast. But on the qjet side I believe carb that is correct for a engine will be closer to tune then popping on a holley. And that's from my own tuning experience. I have a qjet on my street motors but a dominator or the race car.

 

All things considered, the cons that the Qjet have exist prior to receiving your good carb, and once those hurdles are out of the way, so are the cons...

I think there's a proper carb for any given application, though some are better suited than others. I would prefer a large 2 barrel or square bore carb over Qjet if the engine were going into a truck or tow vehicle, simply because you're going to need more power at partial throttle and won't want to have to floor it in order to benefit from the extra CFM...

Then just use an OD trans or otherwise keep RPMs low so it won't suck so much gas while cruising without a load. :TU:

 

Tuning still required no matter what carb is used

 

Of course. :TU:

 

I put the 1 inch 4 hole spread bore spacer on last night and I do think I feel seat of the pants improvement in lower end power, the idle also got smoother, I have the idle air screw backed out where its not really doing anything, the 2 mixture screws are doing the idle well. I am running no choke for the moment and no probs there (just need to make a longer divorced choke rod if I want choke.)

I am still trying to fix the secondaries causing me a bog.
The brass cannister on the right with the vacuum line on it in this pic (not my exact carb) is capped on my car instead of hooked to vacuum, could it be my problem, what is its purpose? Where should I plumb it to? I dont have the nipple that this carb shows it hooked to...Thanks

 

I seem to remember one time I had issues with the secondaries and fixing my choke solved the problem. I am no Q jet expert but ask Ken from Everyday Performance or Carmantx used name on here.

 

Thanks. Yeah there can be a secondary lockout that sticks, but mine was removed during rebuild long ago, which for some rebuilders is standard procedure. Choke worked well.
I just need to know about that vacuum line in the image...

 

Off the top of my head I think it is called the secondary air pulloff and I think it keeps the secondaries from slamming open causing a bog. It needs vacuum not sure if it is for a ported or manifold source.