Great thread, about 8 years ago I bucked up and bought a quick fuel 950 with annular boosters. I love the carb. Is there a way to try out annular boosters on that Holley? I feel it really atomizes the fuel. It might work good on that size carb with that intake. Good velocity and fuel mixture with the air.
Thanks for the link Larry. Good info. I know that when I stomp on it it has a different feeling than my single edelbrock and I liked it better than the 2x4 set up. Haven't tried the q-jet on it yet but have used that style carb many times and liked them . Just can't give up my quick fuel with the annular boosters. Just wondering how the might work or help on this new intake
One more thing on them boosters, that thread you linked with the dyno compare with the two carbs. One thing that might also make a difference is how fast the annular booster carb might rev which might be a little and that might make a slight difference
When I was able to wind it out yesterday with the Holley (Vac sec) I think the secondaries weren't even THINKING of opening, 'cause it was taking FOREVER to climb to 6 grand, I backed off at 4500 I think and said F-it. The Vac sec Holley's crap performance was the biggest reason for me to go back to my original Q-Jet after Ken re-did it for me, my ET dropped almost 5 tenths
Excellent thread fellas. It's exciting to see this new product being tested and seeing all the interesting theories being presented. I can't wait to see how it all turns out! *wink* Until later meine Freunden. Gary
This would seem to indicate a change in carb or throttle bracket position, from the dual plane intake to the sp3, IF the original ball stud position had achieved wot on the dual plane intake. I would put the qjet back on the sp3 for curiositys sake and confirm wot with the pedal to the floor. Just to put that possibility to bed one way or the other.
Didn't Sonny have 2 carbs on there, could have sworn that there was 2 on there. I went over to look at his car after the wreck at Norwalk and I thought I seen 2 carbs on there. Was I seeing double that day? When you said Chevy style tarantula on there that makes me now think there was only 1 carb on there. I do miss seeing that ride, he was my inspiration to build the 350 20 years ago and not the 455. Do you know what kind of rpm he was turning with his motor?
Not exactly a Tarantula on it at that time. Wild looking tunnel ram with the dual 4 bbls.!: TU: I love all the LINKAGE! :grin:
Looks like that answered my question about the two carbs. WOW I can't believe it was that long ago time flies.
He had the tunnel later on, but we were talking about single carb combos so thats what I related to. He was shifting at 7200rpm gary
Hey thanks Gary, would you know what size carbs he had on there when there was 2 of them on there and were they Holley's. Sonny was not that forthcoming with information but he really did not know me at the time. I was trying to get camshaft info from him he just told me it was custom from a guy in Arizona, later I found out it was TA. Again thank you very much for the info. Guy
it won't work on a stock engine, try it. go to Hot Rod and watch their intake shoot out with the three intakes. write the equations out because you can with anything and make a graph plotting it. physics says sucking thru a straw and sucking thru a hose there will be 2 different flows and the hose will let more in when sucking, just like an engine the carb is only feeding the gas part of it. graph it, show us.
Hey Ken, I put the Q-Jet back on yesterday, along with my NOS AC Delco fuel pump. I critiqued the throttle set up, and the Q-Jet sits forward about an 1/8 " more than the Holley, so I figured, that's good, hooked up throttle cable, pushed peddle to the floor, used my long pry bar to hold it, checked primary and secondary side, all good, WOT. One thing I did notice, don't know if it means anything, comparing the Airtex and AC pumps, the AC pump arm has a slightly different bend, plus it has the wear pad riveted to the pump arm (more actuation of the pump?) I also installed Cliffs accelerator pump I had ordered, looks beefier with the garter spring, and the four plastic tabs that retain the spring and cup are larger. Actuation by hand in the pump bore is smooth, no tightening up as it nears the bottom:TU: I seem to remember YEARS ago, most Buick Q-Jets had a garter spring on the pump, yes, no?
This may be something worth checking, when I tore the front of my 350 in 70 last year due to a skip , I found that pump eccentric had worn terribly , it had like a 1/8 in deep groove where the pump arm rides so obviously it wasn't been moving as much fuel as it should or could. I know your engine has been rebuilt but you never know
Thanks for double checking the carb position and wot. as for the accelerator pump, the garter spring style was an improvement implemented around 1975-76 when the M4M quadrajets came into being. those pumps can be used on the earlier 4M qjets, but on occasion I have found them tight enough in the pump bore to slow the pump return when gas is introduced. my thought is that the garter spring pumps should be paired with not only the correct heavier duration spring on the pump, but also the heavier return spring, for best operation.
