A Quick TQ I.D.

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rumblefish360

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Member @Mtrhead and I were talking about TQ carbs the otherday. I told him I’d post up a few pictures and talk about them. There was a excellent thread by a member, 69 Cuda 440, that has since past away. The thread about these carbs lack a few pictures, though there is some VERY good info with in that thread located here; Carter Thermoquads ~ 'More General Information'

I hope this helps.
 
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What I have here are two models of the 9800 over the counter aftermarket TQ carbs. They were commonly called the 800’s for there reported cfm capacity. Which is over rated IMO. But non the less..

The TQ’s here have the small 1.38 primary.
The MoPar carb (8901) is on the left and the Chevy carb (9800) is on the right.
Note where the throttle cables connect. The arms are different.

I have used the Chevy unit with Lokar cables. Hey haven’t tried to use it with stock equipment.

On the front of the carb is three vacuum ports. The large PVC, 1 timed @ 1 ported vacuum nipples.

On the rear of the carbs, the Chevy on the right has a large power brake hose nipple for the booster. The MoPar has a second full time vacuum port.

The electric choke is hooked up with 1 wire only. A 12 volt wire that is only “hot” when the key is in the on/run position.
The electric choke is set via of twisting the cap, which is available new. As seen on the left carb.

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Below is one of the aftermarket RACE TQ’s. This was purchased by me with the seller stating it is a 4846. There is also the 4847 which is said to be the larger of the two. Rated at a true 815/915 cfm. Or so it was said.... these are interesting carbs.

Not the first picture. There is the universal throttle cable attachment. It is clockable!
Only 1. Vacuum port on the lower driver side.
Now we’re you quick to catch with your Eagle eyes the splayed idle trim screws?
The 2 position pumpshot slots?
How about that manual choke cable holder on the drivers side, upper corner?

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Here at the rear, there is one vacuum port for the power brake booster. But what the heck?!?! The fuel inlet is facing downwards. Here, you’ll need a Rochester QJ fuel fitting.

Also notice the lack of anything else on the passengerside!
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On this overhead shot, you can see how the choke lever operates the rod connected to the choke plate.

The lack of rods crossing over the secondary side.
And I’ll get a better shot up of the single ring primary boosters.
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Here the primaries are 1.50. Very noticeable over the 1.38.
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As I said above, single booster primaries. Lower restriction. More cfm. And as mentioned in various publications, the possibility of a crappier idle.
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Here is the secondary side with more air/less obstruction to breath a little deeper. It’s the lack of OE choke parts.
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All TQ’s have 2-1/4 inch secondaries. You can see more flow through this than the OE carb.
Breath deep baby!
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The primary side.
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A side by side of a OE TQ and the race TQ.
Notice the lack of linkage. The secondary side will always open up where the OE will not always open up if then choke is slightly closed. You can use bailing wire as instructed by MoPar in there books to make it work all the time.
The secondaries are mechanical in nature but the spring loaded secondary air door above will have the carb acting like a vacuum secondary carb and opening when you want it to with a twist of a screw driver.
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Slightly different TQ’s

This is a 9027 which I found to be decoded as a Carb for an International Harvester 392 hemi. This was from the vannth guide. I hope he’s accurate!

Note on the overhead shot there is a tab between the secondary butterflies. This is to help lean out the carb under certain conditions. This can be plugged for performance use.
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The front of this carb only has a PVC and spark adavce port.
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The back only has 1 vacuum port.
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The kind of TQ you want to get for high performance or racing.


This 6545 is a large primary TQ. The carb has almost nothing on it up front like the IH carb, but it doesn’t have the secondary lean out tab/circuit.

There are several models built like this so don’t freak out when you can’t find one exactly as labeled and don’t pay extra because some meatball reads this and tries to add worth to the carb. There are plenty of TQ’s with a lack of vacuum nipples in large and small sizes.
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Are some emissions equipment OK?

This is a 9023. It has some extra ports on it. The small nipple in the phenolic resin body is the EGR port. The other one in the base is connected to the vapor canister as well as the one (partially hidden) on the upper aluminum body on the passenger side.

While labeled “emissions”, and correctly so, they can also help run the car. Make it easier to start up the car.. Cap them or hook them up, your call. They will not hurt wide open throttle performance.
1 vacuum port in the back.
Overall, still a good carb to use.
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The newer the TQ, the more ports it can have. Pick up truck and larger were exempt from the tail pipe police for a long time so this carbs could, not always, but could also have a lack of vacuum ports.

The newer the carb, well, for the most part, they will have more added on and into the them. Plugging the ports doesn’t always work because the the internal circuitry. If you get a newer TQ, it would be best used as intended and fully hooked up. They can still provide excellent power, mileage, throttle response and in some cases, there was a fuel trim vacuum set up that would help with driving in constantly changing various altitude conditions with the mounted on the front “compensator” attachment.
 
Ok ok ok, it’s true, I have a few mental short comings on things... that could work... and try for fun....
What the heck, it’s just thinking, tinkering around and ...........
some fuel.

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Ty for the knowledge now I know a 9801 is the one I want...big gulp superquad
 
That would be the Chevy throttle arm small primary unit that 69 Cuda 440 said was rated at 737 cfm. The electric choke is a nice added on feature from Carter.

I have found the small primary TQ’s very at home on stock to very mildly modified engine of small displacements of 360 and smaller.

If anyone has a hot street engine of 330 cubes are larger, the 1.50 primary TQ will drive with a little more (& noticeable) power, a bit smoother as well. The smaller primary works well but the feel between them is apparent like the small 1.38 primary carb is struggling a little bit. The draw back to the larger primary TQ is no electric choke.

Hooking up a manual choke cable can be a tricky operation but yet possible.
 
Probably gonna give up on competition thermo till July 2019 I'm sure Carlisle will have a beast!!!1000cfm
 
How do you identify cfm of a competition series if there's no tag? What is the difference between the 4846 and 4847. I have one, not sure which.
 
One is 850 other is 1000 lemme check ## wanna sell
 
4847 is the larger font know if that is the 1000cfm one....might be
 
Larger font? The competition series decals are missing. There isn't numbers on the left rear base like a "production" version.
 
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Not trying to hi jack. Posting these for identification/education purposes for all.
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That's the one I need lol....wanna sell
 
Don't really know cfm sorry...do know its the aftermarket comp model..1969 model has press in jets 1970 has screw in
 
Then it us 1969 model. I have had it apart and it has the press/o-ring jets. Does one measure the primary bores to determine cfm? I have wanted one of these for years and finally found this one a year ago. If it's the 850, I may not have much use for it. If it's "big bertha", it's going on my 700 horse gen 3.
 
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