NEVER put a 750 on a 318........

LocuMob said
I couldn't tune my Holley 750 DP worth a piss after some engine work, I lost track of what I did and slapped an Edelbrock on so I could drive the thing. I still haven't taken the time to learn, but I may down the road. I can always bring it to my buddy who just retired, he knows what he's doing, and I just have to bring some beer!

I have a 750 Street Demon on the "medium" build 360 in my Duster currently but I plan to swap that over to the 440 I'm building for my truck once that's done. And then I'll be looking at a Holley DP-type (Quick Fuel, Brawler etc.) 750 to replace it with on the Duster because I want better fine-tuning and response; Street Demons are rather limited in what you can do tuning-wise and like the name implies they're really designed for street use whereas my Duster is becoming more of a weekend warrior amateur race car. I still don't yet have a lot of experience tuning Holleys but something that has been a Godsend to me is my wideband O2 sensor and AFR readout gauge. I'm pretty confident that between having real-time AFR readings and that Vizard book on how to tune Holleys I'll be able to get it dialed in nicely. I'm sure it'll take time and patience but that's expected for tuning in general really, doesn't matter if it's different types of carbs or EFI tuning with a laptop.

I really like the design and features of the ThermoQuad but a big show-stopper for me is simply the fact that very few performance intake manifolds exist with spread-bore flanges anymore. It's also tricky living at high altitude the factory jetting is always too rich on stock or OOTB carbs and it's not easy to find TQ tuning parts. Plus the fact they're all old used cores so you have to buy 3-4 cores just to make one good one and then you run into the issue of all the different years and configurations based on the engines and vehicles they were originally spec'd for and sometimes you can't just swap parts between them if the OE applications vary.