Dyno results - Tquad vs Holley vs Qjet - tuning issue, too rich

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@Hysteric
:lol:
LMAO!
Don’t give me the lecture! Give it to Carter. That’s there race carb.
:thumbsup:
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70GS455 said:
Looks like no venturi in that venturi lol
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That’s about right. Not just the larger OE offering called a 850. These are also a available in a actual 850 cfm or in a 1,000 cfm size. These will pop up on eBay from time to time.
 
rumblefish360 said:
Don’t give me the lecture! Give it to Carter. That’s there race carb.
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Can you do me a favour and post a clear close up of the exit of the booster channel and the underside of the booster?

Thx in advance :rofl:
 
rumblefish360 said:
That’s about right. Not just the larger OE offering called a 850. These are also a available in a actual 850 cfm or in a 1,000 cfm size. These will pop up on eBay from time to time.
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Which one is that in the pic? Is it the air metered or solid fuel metered version? If solid fuel, I would love to know the calibration details, jets, bleeds, emulsion tube etc
 
@70GS455 / It is an air metered version. The pre ‘70 models were race only, not available to the public yet. They come in 3 basic versions. OE in there first year, over the counter QJ replacement, small primary style with ether a MoPar throttle arm or a Chevy arm and then lastly, the 2 race versions with an adjustable/clockable throttle arm, manual choke cable clamp, single ring booster over a basically straight barreled venturi for maximum air flow capabilities. The race versions also have the idle trim screws at an angle, away from each other.
 
Hysteric said:
Can you do me a favour and post a clear close up of the exit of the booster channel and the underside of the booster?

Thx in advance :rofl:
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Hysteric, the ROFLMAO emoji is throwing me off.
Would you like clearer pictures. Can so in a few minutes time, no problem!
 
Hysteric said:
There is no logic to removing the outer venturi on a Carter solid fuel metering carb. If its the early emulsion design I can understand it as it now becomes a single stage booster like a Holley and you can use air bleeding to get the booster to come on sooner but the design of the the triple venturi is such that it creates so much vacuum that no air is required to get the booster flowing at lower rpms and therefore no air bleeding to interupt the fuel flow. Essentially you get air and fuel mixed together out of the booster of a Holley so some cylinders get more fuel or air depending on how well its entrained. The Carter does it with the fast moving air in the primary booster so the air gets fuel not fuel and air. Now think about what that does to the distribution between cylinders.

This is what the original inventor had to say about its efficacy:

"The fuel is conveyed from the restricted orifice in the jet member 28 through a cross bore 34 into a vertical bore 35 and from this bore the fuel flows through a cross bore 36 into the nozzle chamber and on up through the nozzle 27 through which it is discharged into the venturi 20. The fuel comes out of this nozzle with some velocity and is discharged into the most rapidly moving portion of the air stream as it passes through the venturi 20.

The walls of this venturi serve as baffles to straighten out the flow; of the fuel. thereby preventing it from striking the walls of the air chamber or the conduit 8 until after it has been vaporized by additional air entering the venturis '19 and 7. I consider this an important feature of the invention, for tests have shown that when liquid fuel is per mitted to strike the outer wall of the mixing conduit, it is likely to be carried along in liquid form by the air stream in such a way that vaporization and distribution are not efficiently accomplished.
By the above arrangement, I am enabled to avoid the necessity for mixing air with the fuel in the fuel passageways and nozzles which would cause the delivery of the fuel in slugs and generally inefficient operation of the carburetor, particularly at low speeds."

So the triple booster design offers better vaporization and distribution and since you tune to the weakest cylinder........

And that was 1930!
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Can you post a link to that patent? I’d like to read it all.

TIA
 
LOL. You know the ones where you have to pull apart that carb to get them?

:lol:
 
Ok. The one just before the cuda pic is definitely the 1000 cfm version!
 
408 swinger said:
Ok. The one just before the cuda pic is definitely the 1000 cfm version!
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The brunette up against the wall.
OMG! Blessed and smokin hot!
Hysteric said:
LOL. You know the ones where you have to pull apart that carb to get them?

:lol:
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Ummm, ask the question again like I’m stupid.
What pictures do you want of the race TQ?
Under the booster correct?
Internal shots?
 
Thanks. Just as I suspected it would be.

Can you now pull the carb top off and show me the part that feeds the booster?
 
Awesome one looks modified for maximum effort!! Oh yeah and that carbs is cool too :rolleyes:
 
Hysteric said:
Can you now pull the carb top off and show me the part that feeds the booster?
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Why sure!!!

This is like an “un-boxing” moment. The have not opened this up since I got it.

Anything else? I’ll leave this bad boy on the kitchen table for the day. It sucks outside with this very cold and windy day on hand. I don’t wanna go back outside!
:lol:
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OPS! Almost forgot!!!!

(Bottom picture is of the primary (left) & secondary (right) press in jets. Note the rubber band to help seal and retain the nets in there housing spots.
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While not actually knowing or care to look very hard at this carb myself, just happy to have one, now that it is apart, I have come to the conclusion that this is the bigger 1,000 cfm unit since it has dead straight primary barrels with absolutely zero venturi shape within them. This is what I was told as the hallmark of the 1,000 cfm TQ.

A few more pictures of notable items of the race TQ below. First picture is where production TQ’s have a cam lobe to insure the metering rod tree will rise up to richness up the air and fuel mixture. There is none on the race TQ.
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Next picture, you’ll notice the maching of the bowl is different with the most notable missing fuel well that can leak fuel.
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Last is the downward facing fuel inlet. At first, I tried a regular TQ fitting, wrong answer. Summit racing actually provided the answer and parts, it is first a Rochester fitting into the aluminum. Surprise! Then the TQ fuel fitting. I’ll drill that out to 3/8 later. (Just wanna be sure we have fuel!)
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Thanks for those pics Rumble.

I've searched the internet for a long time but could never find any pics of the circuitry of the earlier emulsion style Carters. These are very different to the solid fuel type carbs they later produced.
 
"rumblefish360" I have several of the 156-202 3/8" 90 degree fittings that you need without having to drill anything without having to use that TQ fitting. I think!
 
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