Both our q-jet guys on here build them to your combo. Should be a plug and play. That carb should be working good with either intake. Maybe not faster than square bore but close......have Mark or Ken do it up for you!
To loose that much MPH and ET, something is seriously wrong. Does the throttle open all the way using the pedal? Any linkages binding or secondary lock-out engaging or ???
Nothing binding, throttle opens all the way using the gas peddle Just took the top off my Q-Jet, I was curious if the bowl was dry again, as I didn't hear any pump shot working the throttle from under the hood. My pump cup was dislodged again, the return spring had pushed past the tabs that retain the pump cup/seal on the pump shaft (the plastic thingy) I don't know why Im having issues with the accelerator pump, this is the second time the cup has gotten kaddywampus I did close the coils up on the return spring to grip the plastic pump shaft thingy
Get you a good accelerator pump assembly from Cliff. Many of the cups expand and stick, then come off the assembly.
Mark, I agree, there has to be something wrong to explain that kind of loss in trap speed. As far as using the Q-jet goes, IMHO, you made the right choice in modifying the SP3 to accept the Q-jet. That makes your intake more versatile, you can bolt on either spread bore or square bore carburetor without hood clearance issues. Bolting a Q-jet onto a Holley opening requires a 3/4" adapter. There are no down sides to the Q-jet opening and anyone ordering the SP3 should think about that. I have used both my 800 Q-jet and AED 1000 carburetors for 4 years now at Cecil. I can change the carburetor in 15 minutes or less, it is that simple. I would borrow a Holley 850 DP and try it. There has always been a 1 1/2-2 tenth ET difference and 1 1/2 -2 MPH trap speed difference between the 2 carburetors. Here are my time slips from this year with the Q-jet, http://www.v8buick.com/attachment.php?attachmentid=318970&d=1442762993 And with the AED, http://www.v8buick.com/attachment.php?attachmentid=318971&d=1442763001 On my next to last run, I finally looked at my A/F gauge in high gear WOT, it read 11.9, way fat. I jetted down from 84 square to 82/84, and on my last run, the trap speed went up about .5 MPH and the A/F was still at 12.2. The air was the worst I've ever seen at Cecil. The Density Altitude was 2800'
Hey Larry, What Im going to do is go back to my jetting I had at BPG, where my best times were. I have to get my accel. pump issue sorted out, my cup keeps popping off the pump shaft, I think that's what was causing a lot of my bog/hesitation issues, I open the throttle and its all air for a bit, no fuel. I kept thinking its the secondary spring tension was too loose, never even thought the pump cup was coming apart:shock: Im going to get a new pump from Cliff. I hear what your saying about my SP3, its machined for both a spreadbore or squarebore carb, same as my Stage 1 is. TA sells 'em either or, I got the spreadbore so I can use it either way.
In the 1/8 mark the AED was faster than the Q-Jet. That would equate to being faster on the stop light drags. 2 tenth and 2 mph can be a lot in the big end. put that vac sec Holley back on I bet it will run good now. just like that Q-Jet that is slowing you down you have to now work it. you gave up on the Holley the moment the Q-Jet made it faster when you should have worked with the Holley more. I've been in the 1.70 60 ft range with my DP so I do not know what the problem is. That was with a 3500 convertor. I have always been in the 1.80 range. You should make that call to gsjohnny he will enlighten you. The AED carb was worth 10 hp on the ET and 20+ hp on the mph over the Q-Jet
Im a glutton for punishment, I went back to Thompson this morn, they're playing Saturdays by ear now that its November. I leaned out the primary and secondary jetting, went back to how the carb was from Ken @ Everyday, AND when I ran my 13.65 @ 98.8 mph. with the Stage 1 First pass, engine was cool, waited for lanes to open, bogged bad off the line....14.58 @ 85.70 Second pass, I hot lapped, figured engine was warmed up now, slight bog........14.17 @ 90.15 Third pass, Took "CE" rods out, put "CC" rods in, slight bog.............................14.22 @ 91.79 Fourth pass, hot lapped, big smoky burnout (Was FUN:laugh.........................14.28 @ 88.90 Im beginning to wonder if this SP3 is a good match to my engine, its a waaaaays off the Stage 1 times My 60's sucked, 2.2 to a 2.4 My 1/8 mile with the "CE" rods was 78.2/78.81 My 1/8 mile with the "CC" rods was 79.09/79.38 Sooooo, I've made 36 total runs with my car this season, best was with the Stage 1 Im getting the hang of looking and interpreting the time slips..... I think So there it is for my car for this season, the good with the bad, but at least I've been to the track to find outp
Just not finding the secret tune yet. I'd send you my 850 Demon to try but I just sold it on ebay. 750 Holley's back on till I get my Quick Fuel annular booster. Got to be carb related, wouldn't think the porting or the RED PAINT would be slowing you down.
been watching this for some time now. I see a lot of keyboard racers for the 350. its just not that simple making the s/p run with a q-jet. better off putting it back on the shelf. first you have a big hollow under the carb. it needs a carb that will have the mix ready when it hits the heads. not available with a q-jet. get a holley, aed, anything but a q-jet. why? flip over a holley and a q-jet. look at the area that will have the gas and air mix. holley holes are all close. q-jet holes are far away. the s/p doesn't like cold weather either. makes it hard starting. if anybody wants to dispute this, my question will be 'do you have a 350 with a s/p on it RIGHT NOW?
Your engine has now moved up to a higher rpm range where the engine starts to get going where as be fore the engine had more torque at a lower rpm. this is getting you out of the hole faster. Your 1/8 mile is about the same as with the DP intake at 79 mph i would hit 98 mph when I was at this point. Plus the bogging out of the hole is worth about 2 tenths in the 60 ft and this usually translates to the big end. I think now you need more gear to get the engine in the rpm range of the intake quicker. There is too much lag between the takeoff time and where the engine gets going at. The 413 cam I bet need to have a 33-3500 stall convertor to let it get going. I was having this same problem with the 510 cam where the 60 ft was at 190-210 on the 60 ft and the car went a little slower here I went 13.65 on that cam and hit 101 mph with the 373 gear and 3500 stall convertor. I really needed a 4000 stall convertor or a 3500 that was a little looser like the one I had from the GS club. I could foot brake that one to 3000 rpm. This is about the spot you need to launch that 413 cam from. Still seems the secondaries are not opening all the way on the flaps. Even though you do not want to I would try the vac sec Holley and see what happens there or get a DBL pumper and check that out but I think the engine is not up at a high enough rpm range to let the intake work. You may have fuel dropping out of the atomization process and is puddling in the bottom of the intake.
Not yet. Im going to get the inline fitting thingy to tee in a fuel pressure sender. Since Im not having any layover issues, Im going to "assume" the pump is good, but........................
Since Im done for the season, I've got all winter to save up for a Holley DP I suppose. I really like my Q-Jet on the Stage 1 intake, but the SP3, ehhh, not so sure. 20 some years ago wish I woulda bought the DP Holley instead of the Vac. Sec. Holley to replace my Q-Jet! Since I've got all winter, I can generate another 100 hp using my keyboard:Brow:
