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Here is one change I have made in preparation for continuation of dyno testing. Air door adjustments by bending the metal flap is not a good approach IMO. So I made an adjustable screw using a cut #4 screw nut coupler, a #4 set screw and a jam nut. I used solder to attach it to the existing...

Do you have any info you can share on the anti-siphon feature of the CS? We had an issue with fuel being pulled out of the squirters. Would like to replicate that. Also, can you share tuning details of any high HP setups you have been involved with? Jets, rods, bleeds, door opening etc? Thank you

We played around with the sec high speed bleeds. Went from 36 to 38 then 42. It went too lean, the biggest jets we had were .156, which made most power after re-sizing HSB back to .036. Found out we needed the air door open as much as practical, which pulled less fuel into the engine. We have...

I was not allowed to make permanent changes to the TQ, i.e. could only do sec air door opening, jets, rods etc. The sec butterflies were left at 86 deg opening. I completely ignored all advice on the sec air door; in fact I removed the stop so it would open all the way at .960". That was a...

Get a 3/8 to 5/16 adapter if you cant find the right pump

Still have a ways to go but it's current configuration:

They have those. I noticed them but was unsure of their function. On the 2nd Tquad which has the enlarged venturi but still has the 2 boosters, idle, low-speed, and the transition between works very well, just as good as stock. I'm wondering if playing with those would be better when the car is...

From my observations on the dyno, I feel the single booster mod is not the best approach for low speed manners. It will help WOT power however. All other mods did not affect low speed in a significant way

I used the Edelbrock larger fuel fitting p/n 8090 along with a 3/8" barb adapter, but did not drill the feed in the top. I had the .110" needle and seats

Here are some of the things we tried

I did quite a lot of tuning. Maybe 20+ pulls of stuff that didn't work. Sec air valve didn't really care on # of turns, that is more of a dynamic thing (transition to WOT etc). Air door much past .800 didn't work regardless of jet size. Sec butterfly blades were 86 to 88 deg.

I needed something like that. Video showed fuel being pulled out of the squirters. We ended up with a BB and ink pen spring on top of the squirter valve to counteract. Video of carb in action:

No, that was not done

Yes

So, got some semi final results. Its semi final because we didnt finish, a mechanical failure prevented me from testing one last carb. But will finish in the coming spring. To recap and clarify, used a 950 Holley Ultra HP 0-80805, an Everyday Performance prepped Stage 2 800 cfm Qjet and a "950"...

If you were to take the top off and measure the primary opening ID in the top where it mates to the bowl, what would that measure? Might be easiest to measure the top gasket opening, if you have that

Hard to tell from the pics, but is the top of the plastic bore the same diameter as the aluminum opening? With your finger, do you feel an edge or is it smooth?

Do the 1000s have a larger top opening to match the larger 1.5" venturi? Or is there a step there?

Do the 1000s with the single booster have a longer booster? In other words, is it different than the production 850 double booster with the outer ring removed?

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

Looks like no venturi in that venturi lol

Still a ways to go, so its a work in progress

Well it's an A-body, but its a GM A-body, so don't kick me out of the club lol. I used an HEI with a Performance Distributors rev limiting module

Yeah, will probably make the most power, but drivability may not be as good

Mainly street, almost exclusively. Want a more stock look, plus I like the street manners of the spread bores more.

Yes, this weekend

It is a 6322, primaries are 1.5". I'm located in N. Alabama. The Holley is the dyno operators, I was going to pick the best of between the other 2

How do you make the rods club foot? Is the idea for them to not raise up out of the jets any?

Video of the Tquad in action, showing the secondaries opening.

Recently finished a dyno session on a 482 stroker using a Holley 950 HP ultra, Ken Manley prepped 850 Tquad, and an Everyday Performance prepped 800 Qjet. The big holley gave best results, 595 hp and 622 ft-lb at peak. The Qjet was not far behind, 586/603. The Tquad made 572/597, with a...