I've decided to pull the trigger on that 7042240 carb I assembled over a year ago. I now have a correct 1968 steel fuel line which I can use to hook it to the fuel pump, and I'll be swapping it in over the next few days. Pics to follow. This 1972 800 CFM carb will be a sort of hybrid, since it will have the 1967 switch-pitch linkage on the primary shaft. Everything should mate up fine with what's on top of the engine at present.
You may need to use a spacer because there is some part of the linkage on the later carbs that won't clear the manifold on the earlier cars. I found this out when I bought a 72 800cfm Quadrajet from Mark Northcutt for my 68 GS400. Mark could explain it better. Or maybe you already know about this...
I had Mark build a 800 cfm for me aver a year ago and have yet to use it because of fitment issues. I think the base plate or at least the primary throttle shaft has to be swapped out in order to work with the switch pitch set-up. I have a '68 430 in my car, so I'll be following this thread to see how you make it all work.
.. I'm trying to remember what I did on my last '68 SportWagon 400 - it was either a small spacer or some "massaging" with a dremel to the intake carb pad
I currently have a 1/4" spacer gasket installed (in-between the heat shield and the carb body), and everything clears just fine. I plan to use a new 1/4" spacer when installing the 800 CFM unit, as well.
Okay, things have been a little slow on the progress side...sorry for the delay. I just got my hands on another 7042240 core, along with a lot of extra parts. The air horn casting is all chipped up and warped...so I'll probably not be using it. The rest of the loot will certainly come in handy when fine tuning things. I have a few more things in store for the Riviera: new PS pump, new AIR pump, etc. so I'm hoping to get the 800 CFM carb rolling around the same time.
