Hi , since i got some money and an engine that run poor and the problem is the carb, i've put a kit in it and it feel much better, after i put epoxy under the bowl plugs, then again, a bit better and more mileage per tank but it's still not right, i know since i tryed an older qjet (1973 carb form a friend) and it was soooo smooooth!! powaaaa!! to. so im looking at Qjets because everyone say its good mileage and good power, low maintenance too. then i see Q-Jet Series Carburetor - M4M For 1980-89 carb #1904 and #1906, same description! same year! whats with that!?!?! 795 cfm btw! also, a carb can be tweaked, the nice Performer RPM Q-Jet Carburetor , 850cfm. can i use this one, right now i got a 305, i wich to go bigger in the furtur, a 400 would be ultimate swap for me. i got my rochester Qjet i could always swap the primary and secondary jet if too rich, but still, if you say NO NO! i want the WHY! thanx any other carb suggestion are welcome, and why do you suggest it

come on, someone has to know if the Performer RPM Q-Jet Carburetor , 850cfm, is too much for my stock 305.
Will it surge, flood, bog, or should it work fine.

metering rod are the same as Rochester ? they can be swapped, right?

The Edlebrocks are fine carbs but I don't think they know how to calbrate them very well out of the box. I swear by the stage 2 carbs from a place called The Carb Shop in Ontario, Claifornia (not Canada). 909-481-5816.

This is all assuming you are no longer running computer controls on your engine (carb or distributor). if nobody has mentioned it to you let me be the first: If you ditch the computer controlled QJet for an older non-computer controlled one you must also ditch the computer controlled HEI distributor for an older non-computer controlled HEI, and vice-versa. Canging only one will result in worse performance and mileage than before.

ya its the stock, non-ccqjet that i got, i dont know why they put non-cc on canadian cars, fine for me, less wires, less selenoids...

this week i'll check between the price of the 3 model.
#1904 , #1906 <-- whats different about them???
and the big #1910

The 1910 has slightly fatter idle ciruits to handle big cams better and the jetting is a little different. They also do some minor clean-up to give it a few more CFM of flow. It's calibration still isn't so great out of the box, in my expereince.

The other models I'm not sure but you definitely want to get the one with an ELECTRIC choke. There are several mother models but they use a divorced choke (1960s style- real old, with the choke mounted remotely on the intake manifold exh crossover) or a hot-air style choke (1970s style with a bunch of tubes to draw air through tubes hanging down in the intake's exh crossover to heat it up). Both of these methods are a PITA to implement on a modified engine. That's why I recommend the electric choke model in all cases.

That is what you could call the "American Dividend." Being on the leading edge of technology (and polution laws) is a two-edged sword when you are compelled to keep up with them

I've ditched all that polution gear from my Canadian 1986 Camaro (what little there was; catalytic converter, EGR and QJet with cc idle circuit) and run a plain old QJet with electric choke. Damon's the guy who clued me in on setting up a QJet and I like it just fine

Even with all the mods I've done on this engine, it now gets over 19 mpg around town. It used to get just over 15. Can't beat that with a stick

On the other hand, maybe you'd get even better mileage if you had a stick instead of the TH700...

I ran a 1901 for a few years ('98-'01, if memory serves). The secondary AVs always had a "gritty" feel to their movement. I never figured out why, but it appeared to be the way the tension spring slid down the pin as the AV rotated. I abandoned it for that reason, and because I thought I "knew better" and took off the link between the choke pull-off & AV - by the time I figured out I couldn't properly adjust AV opening without it, I couldn't find the link. I asked Edelbrock to send me one, and they sent the wrong one. So, I went with the 750 VS Holley (I'm trying out a 650 DP tonight, to see if I like it better).

I don't know if my issues were peculiar to the carb I had, or if it goes across the line (I have a 1903 on my full-size van - hardly needs the secondaries). But, thought I'd let you know what I'd experienced.

the eldelbrock are so pricy!!
1200$ canadian, holley street avenger was about 650$!
are those holley any good, or im asking trouble by using 1?

i make , cough cough, 8.50$ an hour, so , yes i think real hard before go and buy a 1200$

i'm looking for a carb that work on my stock 305 and that would be good for a mild 350,383 or even a 400... like a 650cfm should i guess, but is it too much for a 305, or i sould be able to jet it down enough?

(right now i'mon a good deal, might get a lt1 for real cheap, my friend wants the heads , intake and efi, and i'll get the block and bottom end, cant miss a deal like this)

Thanx, and five7kid, keep us updated about your test with the 650, and what engine size it goes on?