I'm wanting to find out what the standard 1966 Quadrajet has in regards to jets, metering rods etc. if anyone can help please. I have a manifold but no OEM carb. I picked up a re-built unit which going by the numbers came off a 1977 manual Chev. I might have to open it up and check the innards.
Ken - I've taken apart and measured quite a few unmolested 66 Q-Jets. However, the original calibration can be improved on. the chart below shows OEM config vs. what I found to be optimal for my stock 65 GS. I have been using a 7041304 service replacement carb (among others), and it likes this set up a lot. In fact, I use variations of this same config on both my Stage 1 cars too. The Chevy carb may be a good core for its side inlet configuration, but also may be not great for performance use if it has the large single upper air bleed (also mind the clearance for the fast idle cam, I cant remember which carbs/manifolds have the interference conflicts). As long as you dont need the Switch Pitch arm hookup for your car, a better core choice might be a 76--79 Buick M4M carb...Good luck, and feel free to PM me or Ken (TechG8) with any questions. 7026240 Stock Current Fuel Inlet 0.125 0.145 Float Level 0.250 0.250 Idle Tube 0.033 0.035 Idle Channel Restriction 0.040 0.046 Accel Pump Discharge 0.030 0.030 Main Air Bleed (upper) 0.050 0.052 Main Air Bleed (lower) 0.052 0.052 Idle Air Bleed (upper) 0.047 0.050 Idle Air Bleed (lower) 0.060 0.060 Mixture Hole 0.086 0.094 Primary Jets 0.074 0.074 Primary Rods 0.045 0.043 Secondary Well restriction 0.028 0.032 Secondary POE Restriction 0.052 0.052 Secondary Tube Restriction 0.025 0.036 Secondary Rods AK- .0567S CK .0527 L Secondary Valve Opening 1.188 1.130 Secondary Hanger M K
That's a comprehensive list Rhett. Thanks for posting for me. In relation to the engine question ---- it is a stock re-built 401 , cam and all going into my 1934 street rod project. I don't have performance cravings for it and will give this core a try first. Buick Quadrajets would be very difficult to find here.
Again, talk to Ken (TechG8) from Everyday Performance. He has plenty of cores and can probably get one to you fairly easily.
Ken, If you're interested, I've got one for sale. It's probably going to need a kit, it was the subject of a major overhaul about 6 years ago. I picked it off of a wreck and had it rebuilt. The original car was a 1966 425 Wildcat hardtop. The carb itself looks cosmetically great, but there is something not right with it. It ran, but my car hated it. It had a habit of killing fuel pumps for some reason. So I'll take $150.00. for it, the wildcard will be what it would cost to ship that animal. I also have it's matching manifold, which was caustic dipped and cleaned up before I used it. There's a new plug in it. Need another $200 for that. There's also a powder-coated air-cleaner that fits it, it was rusted out but it cleaned up well save for a few rusted through spots on the outside channel.
Marc - I know the offer is aimed at Ken, but I would be happy to take that carb off your hands if he passes.
Hi Rhett, - Sure, see what Ken says first. Whoever ends up with this thing will find that it was a total overhaul, re-anodized and the works, the umbrella was supposedly upgraded to a needle and seat, and the dashpot still holds. I was going to open it up and see what I got for my $700, but really have been so P.O.'ed with it I just can't. That whole manifold, carb and aircleaner cost me a fortune, now I just want it gone. Let me know how much of all of this you'd want, I'd love to get rid of it all as there is no one up here who'll buy it, there are virtually no Nailheads left in Edmonton anymore.
Marc thanks for the offer. Let me get on to the Canadian Post website and see if I can get idea of shipping cost. Hopefully they do sea shipping, unlike USPS which discontinued it some years ago. I have a manifold and don't require an air cleaner.
I checked the postal website and it's going to be roughly $100 - 120 to ship here ( no budget sea mail over 2 kgs ) Which all up is still a pretty good deal. But I think Rhett could use it more than me for originality. I don't need original for my street rod engine. So I'll pass it on to you Rhett, thanks very much for the offer Marc, cheers mate. The Quadrajet I have has been re-built also with not much use apparently ---- another reason to pass. Either way I'm going to have to open up and check jets etc. and put a new kit in.
Thanks for the reply Ken, that's about what I figured it would end up costing from here. That usually scares people off, Canada Post figures everything comes from the moon and is being sent to Mars, there's nothing cheap about them. Alright Rhett, the ball's in your court...
So Ken, when you open it up, check air bleed sizing first to see if it's a good core to use or not. If it's a late 70's carb it's 800 CFM, so thats good right off the bat. As far as needing Marc's carb, I already have a couple and actually don't even use those much, but I do enjoy a good challenge so please PM me with a total cost inc. shipping to 06119.
Can you give me more relevance / information to the air bleed sizing please. Do you have any pictures Rhett ?
Marc - No problem, I'm not gonna use that carb on anything anytime soon. Ken - before you mess with air bleed sizing, I suggest you pick up a copy of Cliff Ruggles book - https://www.amazon.com/Rebuild-Modi...qid=1511444994&sr=8-1&keywords=quadrajet+book It shows you the location of each bleed, and more importantly the theory of what you are trying to achieve by modifying them (more air, less air and during what phase of operation) The big single air bleed carbs can be made to work well (it is the design Edelbrock chose when they marketed the design) I've just heard htey are trickier to work with . Also talk to Ken from Everyday Perf. for advice on these too....this link shows the oage from Cliff's bool on how to identify if thats how your carb is configured. It's the pick about 6 rows down with 2 pencils - http://www.mre-books.com/quadrajet/edelbrock.html
