Bane

Hey everyone.

I just got an Edelbrock Thunder AVS 650 electric choke carburetor for Christmas and I will be using it to swap my stock q-jet on a 305 lg4 in my 1986 T/A. What do I need in order to do this swap? Sounds like i need fuel line (what size?), a fuel filter (what works best?). Is there anything else?

Werewolf SS

iTrader: (3)

https://www.thirdgen.org/carbswap

Read this article on swapping to carb.
You will need a non cc hei distributor, and a fuel pressure regulator.

Apeiron

Why would you want to downgrade like that?

RedRokkit

Good call....Worst thing I ever did to my L69, To quote another member "A feedback system will ALWAYS out perform a non feedback system in both HP and MPG" Tweaking the carb for the temp differences between summer and winter, Actually PROPERLY TUNING, a fixed "non compensating" timing advance, lower MPG, setting the new dizzy's advance curve -more time and $, ripping out and plugging egr, and hours upon hours and many dollars wasted tuning is ALL that you will gain. and to top it off the check engine light will now be lit for all to see unless you rip out the cluster to yank the bulb.... It is not a simple "toss carb on and go" thing, AND to top it off you got an Edelbog with limited adjustability compared to other carbs......

I actually thought that ditching the Q-Jet would be the easiest and cheapest solution to my fuel delivery woes, I was wrong on both counts.... heres what I went thru...
Purchased - Holley carb , Mech/vac advance distributor, recurve kit for dizzy, fuel log, 1" adaptor for intake, egr blockoff plate, a vacuum/ boost guage, jet/pv kit and a timing lite I spent about $550 and i still had to install and tune.. and that was not a simple/quick endevor either ..you can get that Q-Jet running perfectly for as much or less and have MUCH better performance and economy....Now I know that some will say that a Holley will give better performace than a Q-Jet and mine does if I tune it to do so but at the expense of MANY MPG and and with gas prices the way they are, Im seriously thinking of "upgrading" the carb'd v8 to a sfi Turbo v6...best of both worlds.....oh and I also did the same "castration" to a friends 84 monte with a lg4 and a edlebrock 4160....easier to tune (or rather only so mouch could be done to tune without opening up the carb, so i guess LESS to tune) and pretty much the same results albeit a little better MPG....Sell/return the Eddy and R&R the Q-Jet....cheaper initial cost, and in the long run...

Oh and unless you have an intake and headers/exhaust a 650 is a bit big for a stock...you will see better low end response with a 600 or even a 550, ie it will "feel" faster, but youll have to jet and tune to get the top end back with the smaller carbs, but for a DD id still rather have a carb a tad on the small side as opposed to one thats too big... the over carb'd motor would feel sluggish until you get into the upper rpms.....

Grampa

FWIW, I can't say I necessarily disagree with the nays on the swap.
Especially, on the issue of the many thning necessary to allow the car to work reasonably well, just for the sake of changing something.
I could think of money and time, better spent elsewhere.

The only real advantage of a Q is the small primaries. They perform quite well for average engines, making the car seem to be very quick. Well, it's only because the small ports have great velocity, thus, atomization of fuel, and all is well. This equates to better economy, overall. UNLESS, you stick your foot through the floorboard all the time!

I've rebuilt so many Q's it isn't even funny.
BUT, in the hands of someone who is competent, they do work well, all things considered.
Look, if a person has the where-with-all to change out a manifold/carb/distributor. Do their own brake work, etc. I don't see a reason they couldn't/shouldn't be competent rebuilding a Q-jet.
The real thing to watch is the placement of the check *****, and the metering jets which hang off the interior linkage when removing the top plate. OBSERVE CLOSELY the placement of those jets, and where they go.
Same for gaskets, springs, float, seat, needle valve, etc.

Maybe just me, but I see a better way with Holleys, always did, prolly always will.

Good luck.

Bane

"Oh and unless you have an intake and headers/exhaust a 650 is a bit big for a stock...you will see better low end response with a 600 or even a 550, ie it will "feel" faster, but youll have to jet and tune to get the top end back with the smaller carbs, but for a DD id still rather have a carb a tad on the small side as opposed to one thats too big... the over carb'd motor would feel sluggish until you get into the upper rpms....."

It's been cammed, intaked, headered, exhausted and several smaller adjustments as well. I realize that even as this the 650 is going to be a bit big. I had the q-jet rebuilt 3 years ago and now it's just being a pain. I've heard fairly mixed reviews on the Edelbrock Carburetors and I'd like to give it a try myself.

So what are the specs for the fuel line and filter?

Apeiron

A 650 isn't a bit big, it's smaller than the Quadrajet it came with from the factory.