Does anybody rebuild these old 1000 TQs any more? The top on mine is broke right where the idle speed screw is located. I can have that fixed easy enough but it needs rebuilt also. o No:
100 Thermo Quad Try Demon Sizzler's ThermoQuad Connection , e-mail address demonsizzler1@netzero.net, telephone # 770-498-8776. I'm not for sure if still in business, was for sale some months ago.
I bought a rebuild kit and secondary air door dashpot from Demonsizzler for a 1000 cfm TQ. Nothing but problems, but unfortunately, you don't have many options. The rebuild kit had many problems. First, the float bowl to throttle body gasket was distorted and not usable. Second, I couldn't keep the hi-flow needle/seat asm's from flooding. Third, the accelerator pump swelled up and didn't give a good pump shot at all. If you are familiar with the accelerator pump set-up on these carbs, a spring is used to activate the pump, and since the cup had swelled, the spring couldn't overcome the resistence of the pump, hence a poor pump shot. The fix was to re-use the old lower gasket, OEM needle/seat asm's and OEM leather accelerator pump. And it turns out that the dashpot was not needed, and actually caused a bog which took me forever to figure out. :af: The only other source for parts for these old carbs that I know of is Jon Hardgrove from the Carb Shop. But be prepared to sign over your 401k...
OK Thanks Bob sounds kinda bleak for rebuilding this thing. Actually it still ran ok but the idle speed screw was siezed up in the threads and when I got a little to forceful I broke the top. Its repairable but didn't know if I wanted to fix it if I couldn't get it rebuilt. I sent an e-mail to that demonsizzler but didn't get a response. Take Care Bob H.
Bob O. Sorry to here of your problems with the parts. I contacted him about 5 years ago and told him my combination, He built me a 1000 cfm thermo to match my car. Total cost without a core-- $266.00. Engine has never missed a beat with his thermo installed. I compared it at the track with 2 other 1000 cfm thermos that I KNOW worked, they were all within .050 of a second of each other!!! o No:
Carb Question Since these carbs are getting old and pricey, are there any newer 1000 or so CFM alternatives on the market that fit the same base size? Mike D.
OLD??? :error: I am a lot older than these, and don't consider myself old :grin: Seriously, the 1000's have always been pricey, as they were manufactured as a "race only" carburetor. Occasionally, one would stumble over a 1000 that the owner inherited and didn't know what it was. I am unaware of any other spreadbore carb larger than 850. The 850's would be many of the TQ's made for Chrysler, the 850 comp series TQ, and the 1971 Pontiac H.O. and R.A. Q-Jets (and these ARE pricey!). Rochester (Pontiac) also had a service replacement 7041263, some (not all) of which were the 850. One other comment about the 1000. The testing we have done shows no benefit of the 1000 over an 850 for a warmed-up 455 street car. There is some benefit on a trailer race car to use the 1000. Jon.
TQ Help My biggest reason for wanting to keep using this carb is sentimental. Or maybe its just mental. I've had this thing since the early 70s. In stock form it worked great on the street. I have a couple of 850 TQs I could use. Thanks for the replies....................Bob H. :TU:
Jon, Agreed. However, I did not like the fact that you would not sell me a Strip Kit without selling me a rebuild kit. Why?? Also, when I called inquiring about a 1000 CFM Comp Series TQ, you told me that a 455 Buick didn't need a 1000 CFM carb. "I don't care what Kenne-Bell says" were your words. You suggested that a 9800 would be a much better carb than either the 850 or 1000 cfm CS TQ. I guess the long list of Buick racers years ago (before Dominators) who used 1000 cfm CS TQ's had it wrong. Also, I think your idea of what car belongs on a trailer and my idea are totally different. 455 Buicks are totally different animals than 455 Pontiacs. There is more to picking the "right" carburetor for a particular engine than calculating the cfm requirements of your engine based on a simple, mathematical equation. When results disagree with the theory, you change the theory. Buicks like BIG carburetors. Are these still roughly your prices?: -Strip Kit $500, which requires the purchase of a $100 rebuild kit -Rebuild Kit $100 -Reman/restored 1000 cfm Comp Series TQ $1500, with a year lead time Not to sound pissy, as you certainly have a carburetor legacy, but I did not come away from our conversations a year or so ago with a good feeling.
Bob, possibly because you wrote down some information incorrectly. (A) The rebuild kit is not now, nor has ever been $100. Current price is $68. plus freight. (but you can use all the parts :laugh: ) (B) The purchase of the strip kit does not require the purchase of a rebuild kit. The purchase of individual parts not found in the rebuilding kit does require the purchase of a rebuilding kit OR a strip kit. (C) Current lead time on restoration is now unfortunately more than 3 years. This fact has required us to cease accepting customer units and restoring only our own. (D) As far as the 1000 CFM or not, the customer ultimately makes the final decision; however, I feel obligated to offer the customer the benefit of more than 40 years experience. Occasionally, a customer becomes somewhat disgruntled if the information is not what they wish to hear. Most customers appreciate the information. And what I would have told you would depend on your application. 1000 CFM on a 455 on a normal "street legal" vehicle will NOT perform as well as the 850. In fact, many Buick racers who have tried BOTH the 1000 and the 850 comp series in back to back runs have found only marginal (if any) benefit from the 1000. Many find the 1000 to be from a few hundreths to a couple of tenths SLOWER. For MOST street 455's, the 800 CFM, with the electric choke is the best overall choice (if nothing else, MUCH less expensive). For those who really don't mind the manual choke of the 850, there is a little benefit for a really warmed-up 455 (over 450 HP). I will continue to offer this information to customers, and am prepared to occasionally lose one customer; as I will gain many more. Now, if you call a 550 HP 455 a normal "street vehicle", and don't mind the poor idle, or the manual choke; and have enough gears and tires, then go for the 1000. Incidentally, some of the 1000's (and 850's) we had were trade-ins from disgruntled Buick owners on 800's. Finally, its just possible that BOTH of us had bad days that day. Jon.
Jon, I really appreciate your joining the board and offering valuable insight. :beer I am 99.999999% certain that you told me that I HAD to order a rebuild kit with a strip kit, but that's irrelevent now. Thanks for correcting the rebuild kit price :error: . Was I close on the strip kits and CS restorations? :grin: I didn't give David Cheves (aka Demonsizzler) a chance at making things right in his kit, as 6 months had passed before I actually got around to using it. I don't think my statements should dissuede anyone from using his parts; I was just relating my experiences. Anyway, Jon, can we talk about your CS rebuild kit? Do you make any, all or none of the parts in them? Which size needle/seat asm's come with your kits? Are the accelerator pump cups rubber or leather? Thanks, and welcome to the Board!
Bob - thanks for the welcome. We had some custom-made high-flow fuel valves with 0.101 orifice made up for the CS carbs. These are "windowed" seats. The pumps we are currently using are neopreme (these came from Carter, and were the service replacement Carter used with the comp series). As you noted, the original production pumps were leather (and I agree with you, leather is better!). However, since the comp series were designed to use ethanol, these pumps should work, and we haven't had any reports of problems. However, when we run out (if we ever do), I will make them from leather. If absolutely required, I can fabricate leather pumps now, but expensive to do so on a one-off basis. If you should purchase a repair kit, keep the invoice. If you have trouble with one of our pumps, I will replace it for the UPS costs, no charge for the pump. We are currently switching to leather on our entire product line for accelerator pumps as we run out of current inventory. We were a WD for Carter, and since I always thought the TQ was the finest carburetor ever built, when Carter was purchased by Federal Mogul, we cleaned Carter of the existing TQ inventory (carbs, parts, etc.). We also cleaned there comp series AFB inventory. When we run out, we either fab the parts in our machine shop (one off stuff) or subcontract for larger runs. Unfortunately, larger runs now seems to be 1000 minimums on most items. At one time we had well over 1000 of the TQ's (mostly 800's), but most of those are now winning races or otherwise making happy owners :grin: You were right on with the cost of strip kits (we are just about out now), and fully restored 1000's. Years ago, we got Carter authority to reproduce the CS decals for use in our restorations (I do not have authority to sell the decals outright), and I am proud of how our restorations both look and perform. How many automotive rebuilders give you a written 1 year/5 year warranty? When we have to make something, we have a policy that anything we have made WILL be made in the USA. Mostly, since we reside in Missouri, we use Missouri companies. I am a firm believer in buying from your neighbors such that your neighbors will have a job and can afford to buy from you. The above answers are not meant to be a "sales pitch", but I do thank you for asking the questions. I have enjoyed my brief stay on these forums, and since I may have access to more original Carter material than most, may be able to answer a few questions. Jon.
When I talked to Jim Bell (in the early eighties), he told me that if you weren't pushing a 3,600 lb car into the 10's, the CS 1000 wouldn't do you much good on the Edelbrock B4B. He advise the use of the CS 850 or better yet the CS 9800. Pretty much what Jon is saying. Buicks like BIG carbs??? Yeah, I've been told that the intake plenum/track on the older Buick dual-plane intakes where lousy at high RPM's, and that the CS 1000 was a band-aid fix to help the intake charge turn the corner. But it worked, so what the hell.
Is Federal Mogul still holding you to this agreement? If not, I'll take two sets of the CS decals, please... :grin: :grin: :grin:
The older Edelbrock B4B's had a notch in the secondary area of the plenum divider wall for the Holley 3-barrel carb. Yeah, it not a spreadbore, but it's still a pretty neat carb too. But, the TQ's still look cooler sitting on the intake... :grin:
