WESTOF7

has anyone seen it done?

ZONES89RS

iTrader: (2)

Sure they have, then im sure they ditched it for a 4150 style holley base design.

1badeagle

iTrader: (2)

I honestly can't see any reason to use a whet. Sure you can work on them and make them good, but why use a pos carb if your spending all this money on a swAp?

camaronewbie

There's alot of carbed LSx info at www.horsepowerjunkies.com - it's kind of a local board in my area of the country, but there's alot of carbed LSx discussion there, and several folks who have done it.

The Quad is computer controlled - not sure if you can tune it without the computer interaction. Since the Quad interacts with the distributor (which an LSx does not have), not sure how you'd put all that together. They do make an intake for an LSx to use a distributor, think it runs in the front of the motor rather than the rear - so maybe that would work.

But LSx uses an individual coil pack per cylinder, and most carbed LSx engine swappers run a particular MSD-type ignition box that controls the coil packs and their timing (since your not using the stock LSx computer) - I'm assuming because the MSD-type box is cheaper than the dist intake, since GMPP is the only place that makes/sells them and they are like $500.

Quad was (and is) the best carb for many applications - I'm not sure a LSx is one of them though.

Air_Adam

The only reason I can see an issue with using a Qjet on an LSx setup is that Qjets don't tend to get along very well with high volume single plane intakes the way a Holley would. Qjets work better on a dual plane manifold that gives a strong signal to the carb, which most single planes don't. Most or all of the LSx carb manifolds out there are of the single plane design as far as I know.

That said - you'll never know untill you try it.

xpndbl3

iTrader: (5)

why are carbs POS again?

GM makes a dual plane, edelbrock does as well. In a few months that performance plus or whatever it is will have one as well.

1badeagle

iTrader: (2)

I never said carbs are POS. Qjet are known for being shitty, and theres no reason to use a shitty carb on a nice motor if your doing a swap.

xpndbl3

iTrader: (5)

Qjet are known to get great gas mileage and still flow enough when the large secondaries open up. Stocker guys sure get them to run more than fast enough.

KiLLJ0Y

iTrader: (1)

talk about strangling an engine... what's the point of a Q-jet? because you already have one or found one?? I dont think anything less than a 600cfm holley will suffice.. what would be better would be a 750 demon or 800...

you need to look at what the stock 75mm tLS1 hrottle body will flow.. better yet.. you need to match the intake manifold to the carb and vice versa... Q-jet's hold back 305's let alone the LS1 and its ability to move large amounts of air..

1badeagle

iTrader: (2)

Exactly what Im saying, But not everyone thinks so.

scooter

iTrader: (11)

Some of the truck Q-jets were supposed to flow around 800 cfm found on 454 BBC's, doubt that would choke a lousy 347

1badeagle

iTrader: (2)

Still the question of why keeps popping into my mind.

Transamthunder

iTrader: (1)

Qs get a bad rap for being lousy, because they are complicated, and not many people are left alive that know them inside and out. Pontiac High Performance did a series of articles a bunch of years back on rebuilding and tuning. Your tuning is going to hinge on getting big enough rod hangers and what not to feed an engine that eats air like crazy, to keep up with fuel demands as these engines love revving. There where 2 types of quads far as fuel inlet, the Chevy, and the Buick, Olds Pontiac, and I think Caddy. Quads are more picky to cam selection as the wir door over the back barrls is vac operated while the throttle body is mech operated, hence the added complexity. This is to only give the engine the added kick when it can actually support it. For a novice builder a Holly or Edelbrock are going to be best bet for tuning, and usually more forgiving to over camming and what not. Also a vaccum sec carb is better for a street engine as the engine again only opens secs when the engine needs it.

The computer Quad you referred to earlier only controled fuel mostly at idle and cruise, working with the dizzy to control vac advance, and not your base timing. The springs weights still mostly was mechenical in operation like a non computer control. I am sure 57Kid will weigh in on more details as he was the carb moderator for the longest time, And I think prolly the most seen of knowledgeable carb guys. He will stear ya from an Edelbrock. Most people are gonna ask why put carb on an Ls1, but I say good luck on researching your decision.

1badeagle

iTrader: (2)

I remember this magizene, chevt high performance also had a article on modifying a qjet a year or so ago. Why not try a quick fuel or a holley?

KiLLJ0Y

iTrader: (1)

346 and i would hardly call an LS1 engine "lousy"... point is.. WHY.. use this carb when there are sooo many better options out there that wont break the bank and would do a better job..

xpndbl3

iTrader: (5)

most Qjets are 750 or larger. Stock ls1 throttle body and intake are restrictions, in fact on larger builds the majority of EFI intakes are. QJets aren't holding back any 305 These posts are just internet myths and you have nothing to back up your statements.

White'89

iTrader: (8)

I'm with xpndbl3 on this one. The only thing holding back 305's was the way they were built. Not many people are fond of qjets because they're 'ugly'. Nothing wrong with them but they have had their day and now there are much better options out there. So if a pretty carb isn't in the budget, a dual plane with a quadrajet sounds like a plan. A qjets cfm rating I believe was based on the size of the bore, but they couldn't really flow that with all turbulence created by the junk inside the bores hence the reason I suggested a dual plane.

And as for the stock ls1 stuff being restrictions I agree with you %100, there is no such thing as an intake or throttle body being 'to big' on an MPFI motor.

This thread does an amazing job explaining that:
http://www.ls1tech.com/forums/genera...-theory-2.html

ZONES89RS

iTrader: (2)

There is a reason the fastest carbed cars run a holley or holley based design.

1badeagle

iTrader: (2)

Exactly. There's a 305 regal locally that runs 10s on stock short block. He sure as hell don't run a qjet.

kevinc

While you're at it, ditch all that electronic ignition and put on a distributor with points. Make sure you set that gap 'n dwell just right...

1badeagle

iTrader: (2)

lmao

Ozz1967

iTrader: (4)

I was curious about this as well. There are those of us that perhaps don't want to deal with the complexity of Fuel Injection. Like me. I'm just more comfortable around carbs.

I bet with the intake and controller that edelbrock sells you could run a non-CC Qjet pretty well. Stock Qjets were either a 750 or 850CFM so they should run pretty good on any small block up to a 400, even the LSX blocks as long as you tune them right.

The CC Qjets would be another issue because the ECM runs the fuel mixture at part throttle. Setting this right would be the issue. Also, the CC distributor adjusts the timing on these. That is what is probably the hardest part to get past. If you want to use the original ECM which you'll need to do to run the CCqjet properly. If you don't care about the ECM, use the non-CC Qjet.

five7kid

iTrader: (14)

I still am a mod on the carb forum. The CC q-jet, in my opinion, was the best q-jet ever offered. The Edelbrock carbs are about the worst choice in almost any situation.
I wouldn't. I'd just say "Don't." Unless you're building a track-only car. I know, I know, there are some fast LSx cars with carbs that are driven on the street. I started mine at zero degrees F a couple of days ago - I don't think the carb LSx guys are doing that.

Anyway, I would ask the question in a slightly different way - "Why are you asking about putting a q-jet on an LS1?"

Has anyone noticed the OP hasn't been back?

KrisW

iTrader: (5)

Well, so far no one has said whether or not they have actually seen a Q-jet equipped LS engine!

What else can the poor guy do?

ZONES89RS

iTrader: (2)

Well, doesnt get 0* down here, but 20*, mine starts and runs OK till it warms up, but that is because i have a pro form main with no choke provision. That is all it takes to make a carbed car run good in the cold for me. So it is not a big deal. Just too many of us like tuning our own rides with carbs and getting the benefit of the best induction without spending a ton of cash, especially if it is already carbed.

Now, there are several i have seen at a car meet, late at might, fairly cool outside, with the stock EFI LS cars and tunes and mine blasts to life on the start up, no problem and the (some not all) 4th gens and C5s that are modded fire up and die, makes me laugh.

xpndbl3

iTrader: (5)

whew I wonder what people in canada did for 65+ years before cars had EFI to drive in the winter My uncle had an old nova that he DD for years and years, sometimes it would be -15 out on a cold michigan night, he'd always brag, two pumps of the pedal turn the key and away you go. Now from a mileage and general DD standpoint, no reason in the world to not keep EFI. From my standpoint and what I build cars for....carbs are king.

ZONES89RS

iTrader: (2)

All in the tune

KrisW

iTrader: (5)

As a reference to the OP, I just saw an Edelbrock dual plane intake kit for sale...

#71187

http://www.edelbrock.com/automotive_..._rpm-ls1.shtml

http://cgi.ebay.com/ebaymotors/Edelb...item2eb2f6a246

I'm sure with a slight mod you could bolt on a Q-jet without a carb adapter.

White'89

iTrader: (8)

^^ We've got a 409 bored and stroked to 481 with dual 750 edelbrock AFB's on it and we drilled out they biggest jets they make and it still doesn't get enough fuel on the top end.

And I've seen the OP online he just hasn't posted.

five7kid

iTrader: (14)

Worked a lot harder to get their cars started...

Look, I'm not a "carb hater". I just can't see taking EFI off of a street LS1 and putting on a carb. Q-jet screams "street".

ZONES89RS

iTrader: (2)

If you car is carbed already, it is a pretty simple decision before the swap i think.

xpndbl3

iTrader: (5)

you know I agree with you 100% on the majority of these builds the EFI is a much better solution. I just like my $900 carb and $1000 fuel pump and braided lines too much to switch BUT my 5.3L swap that I'm slowly accomplishing is without a doubt going to be EFI and I can't wait for the better fuel economy than this ancient TBI system, the extra 115 hp won't hurt either

five7kid

iTrader: (14)

I've done two LS1 swaps into originally-carb'd cars, I don't regret doing the work to make them EFI (it wasn't that hard, no more work than putting the carb stuff on the engine).

But, again, to each his own. If asked, I'd recommend keeping the LSx EFI for a street car.

In the meantime, we're still waiting for that pic of a q-jet on an LS1...

ZONES89RS

iTrader: (2)

Lately, i am really not justifying EFI as far as power either, the carbed rides are getting it done pretty damn dirty. And i have mentioned before, it is just cheaper to carb a LS, some still want to argue the fact, but unless you get a retarded cheap deal on the stock LS1 parts, it might be close, but the power will be way down.

For fuel economy and emissions, the EFI is the way to go, some say that carbs can get the same economy, but i have yet to see anyone compare it in the same cars.


Some, like myself, lack the patience to get a car wired for EFI, and then revert to a return system with a higher pressure fuel pump as well, then there is the tuning factor and what is wrong with such and such sensor if something happens, it is too easy to avoid for me and others.



I say it is dumb to go backwards with a carb in the original equipment LS cars unless it is track only or you just want the max power and dont have to worry about emissions.

Street Lethal

iTrader: (16)

Some of you guys are hilarious lol. I would take a quadrajet over a Holley any day of the week. Excellent gas mileage, flow like crazy, and they are incredible blow-thru carbs with little to no modification. As far as an LSX engine running one, come on guys, how hard is it to google for cying out loud....

http://www.youtube.com/watch?v=oTGMDNoSSGc

http://www.youtube.com/watch?v=kZIcbfY9WnE

^ He loses the driveshaft in this one....

Brandon's 1985 Monte SS powered by a 2000 stock 5.3 with a camshaft from a 2000 Corvette LS1. Timing controlled by an MSD 6010 box, rev limit set to 6100. Edelbrock Performer LS1 intake with an 800cfm Quadrajet. Factory 200-4R trans and 3.73 gears....

ZONES89RS

iTrader: (2)

No one is saying they wont work, but like i stated, there is a reason 99% of the car population runs a Holley or Holley based design, surely it isnt for looks. You can make junk work good, but all you have is good working junk.

Street Lethal

iTrader: (16)

Same can be said about the Holley, as it takes modification after modification to get it to be a decent blow-thru carb, whereas all it takes for the quadrajet is a simple set-screw to ensure that the spring tensioned secondary linkage will open, that's it. As for that 99%, most guys just jump on the Holley bandwagon because they made a name for themselves a long time ago, and very few turn back. It's hearsay. It's just like the blow-thru carb arguments, 99% of the guys will argue that the The Carb Shop carb's run circles around the Barry Grant carb's without even trying the latter, because they just parrot what they hear from people. A carb mixes fuel with air, and to find one that provides excellent street manners, great miles per gallon due to their smaller primaries, while giving you 800-CFM at wide open throttle, is honestly the best of both worlds. What does the Holley do that the quadrajet doesn't? Perhaps blow an occasional powervalve every now and then....?

ZONES89RS

iTrader: (2)

Power valve? Couldnt tell you, my carb has blow out protection as does nearly any modern Holley, that is a remnant or someones inability to tune and set timing.

The blow through setup on a Holley is pretty easy actually, primarily you jus swap floats, seal off any areas that can leak down and do a drill mod for the metering blocks. Infinite easy adjustment. As for fuel econemy, that is also why the jetting n sreet cars is never square. The Holley offerst way larger than 800 CFM carbs and i have never seen a Q jet that flows like a Holley, they can push air with 800 CFM, but a 750 Holley can do it better from what my experiences have been. Seen bent metering rods and the like, but a 650 or bigger Holley, i have never seen more than a bunch of old fuel build up that had to be cleaned from being old and sitting. They give Q jets away and Holleys are renowned for being the better carb for performance applications ten fold and then some.

What does Holey have? 1000 CFM carbs available, i have not seen bigger than a 850 Q jet i believe. But i wouldnt be surprised if there was a lot out there i have not seen.

And barry grant? Nothing special, many have been there and found trash from machining and other metal debris in their new carbs.

If you want the ultimate carb, that blows both the Holley and Q jet out of the water? This carb does what both cannot out of the box, but i is all about $:

http://www.prosystemsracing.com/svseries.html

Now, notice the Holley based design metering blocks and bowls, again, taking the Holley design still to places a Q jet never could.

Street Lethal

iTrader: (16)

.... who here is comparing a prehistoric Quadrajet with a "modern" day Holley lol. When comparing a Quadrajet, you need to compare it with what was available at the time, not with something new (unless we're talking modified quadrajets). Comparing a a relatively new and modern Holley, lets use Barry Grant for example, with a quadrajet from an stock 80's vehicle, is like comparing a stock TPI to an LS3, it completely defeats the purpose. During the time of the quadrajet, blown powervalves were an inherent problem w/Holley's, and quadrajet's didn't suffer from that problem. Quadrajet's rely heavily on spring tension, which normally gets "stretched" and goes out of whack in time, which is why people refer to them as quadrabog because they don't know how to readjust them. Besides, what can a new Holley do that an old quadrajet can't....?

There is a little more to it than that for a Holley conversion, especially on a vacuum secondary Holley which I have ran for a few months with a carb hat, and not an enclosure. Not to mention, blow-thru setups on quadrajets are even easier than that, requiring a simple set screw on the secondary linkage, that is it, a two minute mod. There is also no need to swap to nitrophil floats, and tuning for boost is as easy as changing metering rods....

Interesting, since I have seen quadrajet's displacing over 1000-cfm. Not to mention, when exactly does a naturally aspirated engine even need that much cfm in the first place? In boosted applications, you want no more than 650-cfm with engines below 400 cubic inches of displacement, and in the big block's case, 800-plus cfm isn't even needed. It's overkill. Besides, what good is excessive cfm for the street if it isn't even being used? I know you yourself are no stranger to the track, but neither am I, as we've been running for almost the last two decades. There are plenty of cars that run way below ten seconds in the 1/4 mile running the quadrajet, while remaining very docile on the street....

I have ran countless Holley's, both mechanical and vacuum secondary, I have also run Edelbrock and Carter AFB's. A carburetor is a carburetor, it mixes air and fuel. All of them have their advantages, and all of them can abe maximized, every single one of them. None of them put it together the way that a quadrajet does from the factory though. Again, putting aside the "name" quadrajet, the carburetor itself offers small primaries for excellent idling and part throttle for driving around time. Gigantic secondaries that plant you in your seat to make the ride every bit as enjoyable at full throttle as it is at part throttle. The transition is based on spring tension, making it very smooth. Its an incredible blow-thru carburetor, with just a two minute set screw modification. Not to mention, can easily pass the smogger because it came from the factory. It really is a no brainer....

Who is "they" lol? Holley was an incredible performance brand, and it was pushed throughout the muscle car days. Your just repeating what you hear from various sources, when the truth of the matter is it is just a carburetor. Yes, it is a brand that you happened to take a liking to, but your Holley cannot do any more than my Quadrajet can, and if it does, please let me know what that is. Again, I don't need to hear what "they" say, I want factual proof as to what a Holley can do that a quadrajet can't. Both supply air and fuel. Both can support above 1000-cfm. One is more streetable than the other in terms of everyday driving, and gas mileage. Your experience with Holley has been good, and that is great, that is what I would want to hear from any enthusiast. However, my experiece, after running so many carburetor's, is that the quadrajet is the better carb overall. That isn't meant to insult Holley, it is just to praise the quadrajet's design, meaning we want good gas mileage, crisp part throttle, and a kick in the @ss wide open throttle. The quadrajet hit that in every area, and it laughs at turbo's to, it can take anything you throw at it, and it's street legal. What more can you ask for....?

Most guys port their quadrajet's to reach 1000-plus cfm, it is a very easy process. JET also offers aftermarket quadrajet's, but they don't really sell because the boneyards are filled with quadrajet's, and its so mich cheaper just to buy one for twenty bucks, then rebuild and modify it on your own. Remember that the secondaries only opens as much as the engine needs, which is why it makes the transition from part throttle to full so much more enjoyable. I do applaud JET for at least keeping the quadrajet name alive. Doug Roe has been the key though behind quadrajet performance....

Again, there are countless threads on the turbo forums looking to bash Barry Grant, when the truth of the matter is, I was with a good friend of mine when he received his, and there was no metal debris anywhere. We bolted it on, and changed jets repreatedly until it was dialed in, done. You'll hear rumor after rumor about Barry Grant from people looking to push someone else's product. That is the nature of business. Until you yourself order one and see for yourself, then take what you hear in passing....

There really is no ultimate carb, just like there really is no ultimate EFI. One of my good friends runs a Big Stuff 3 on his '04 GTO turbo, and I spank him with a stock '7730 ECM w/chip that I burned. Another friend is running XFI with individual cylinder tuning, and I spank him with my stock '7730 ECM. There are so many variables when comparing things that it isn't even funny. The quadrajet was never intended for a full blown race car, it was tailored for the street, and that is what makes it an excellent carburetor. Gas mileage is a huge factor for me when it comes to carburetor's, especially after being spoiled by EFI all these years. An 800-cfm Holley will not get as good gas mileage as an 800-cfm quadrajet, and most guys running 1000-plus cfm Holley's on their naturally aspirated engines are trailering their cars in and out of the track, while even at that cfm level, the quadrajet's remain docile on the street....

Places a Q-Jet never could lol? Does the new Holley sing and dance? A carburetor supplies metered air and fuel. The new Holley comes refined when you order one, but we refine the quadrajet in the very same fashion. We're looking for precise fuel and air at every RPM throughout, that is all we want in a carburetor. These "new" things are simply there to keep the company alive and going, when the fact of the matter is, any carb can be maximized, just like an engine, and any car. This is what we do, this is what hot-rodding is....

ZONES89RS

iTrader: (2)

Damn, nice short story, i really have to admit, i didnt read much.

None of that changes the fact a Holley is the dominant carb.

If Q jet was anywhere as good, it would be used by allot of people.

Dont know where you were going with me comparing new tech to old Q jets, i didnt know they still make Q jets for any performance rides, so what else was there to compare?

and as it stands right now, the SV1 IS the ultimate carb for performance.

As for barry grant, it was the older pieces if you look into it, their quality control HAD to improve.


I am byt the way going from experience, not hear say when it cmes to my builds, sorry. I am not just going by reading. When comparing q jets to Holleys that it. Even Edelbrock, now, does a company offer anything for a Q jet like the Holley aftermarket? I have not seen anything on it, the Holley is fully capable of upgrading every single piece, and for pretty decent pricing as well. But alas, i am going with the SV1 as soon as funds permot, that carb is the latest and greatest, no doubt. Technology is what it is and the Q jet is left int he dust.

You remind me of the Honda guys, sure they can run good, but you are still driving a honda.

The world over uses Holley designed carbs, i dont see anyone out there in competition running a Q jet that has a ride that actually runs hard. You say show you facts that a Holley does what a Q jet doesnt? Do the same for me with the Q jet showing what a Holley doesnt.

I will however See what TTF says about the Q jet on blow throughs, i have still not seen anyone use them.

five7kid

iTrader: (14)

Well, since most LS1's come complete, and carb won't improve power unless you do other things to the engine, I'd have to say neither point passes muster.

Not likely to see a same-car/same-engine comparison. And, back to my earlier point, q-jet screams "street", where EFI will win out.

If I can do it, anyone who can bolt up an LS1 into a 3rd gen can do the wiring. Admittedly, though, patience is a commodity only the individual can valuate.

Tuning? Haven't done any tuning yet, other than deleting VATS, EVAP, etc., which was included in one engine, $80 on the other. You could spend that much on a carb'd air cleaner. Sensors are more robust than they are given credit for, and the ones that commonly fail are still needed in a carb application (crank sensor being one). O2 sensors are probably the #1 sensor failure, and if you're running a carb, you need a wideband to properly tune - more $'s.

Other than the same things you would do to a carb'd LSx (headers, higher stall, for instance), the only power improvement I've done is LS6 intake, and that costs a lot less than what converting to carb would cost you. For twice the power of a base 3rd gen 305.

Fuel delivery? Can't put a mechanical fuel pump on an LSx. So if you start with a carb'd car, you're going to have to convert to electric fuel pump regardless. If you start with a TBI car, the stock pump won't keep up with a carb'd LSx demand, so you're dropping the tank, anyway.

Why hasn't anyone mentioned hood clearance? You've GOT to add that to the cost of converting to carb (unless you just leave the hood off). That will be even worse with a q-jet, since no one makes a spreadbore LSx carb intake, so you'll need to add the height of an adapter in there. If you already had a cowl hood, your conversion price list is incomplete when advising others.

I guess WESTOF7 is too busy figuring out the headliner to drop back in here...

Ozz1967

iTrader: (4)

In the end...all I have to say is: "To each his own! That's why they call it Hot Rodding!

five7kid

iTrader: (14)

Well, I have to draw the line at, "Help me make my NA 305 out-run H/C LS1's..."

scooter

iTrader: (11)

Not entireley true but it would add considerable cost to the build.
I am pretty sure this allows you to bolt a mechanical fuel pump to an LS engine and it is around $400. Uses a Ford style distributor and would make the front of the engine look kind of goofy

ZONES89RS

iTrader: (2)

Actually, swapping to a intake and carb would improve power over any LS1/2/6 intake setup. Peak that is. Low and mid range would vary, but the performer RPM would probably make the composite intakes look like punks, idle to 3500, they seriosuly shine.

I have lots of friends with lots of fast cars and none of them would ever touch a Q jet, they will work, and work well, but are out performed by my personal and friends experiences.


Very true, i have a wide band, but i can put it in any car to tune then remove it, or in most applications, i just put my buddies carbs on my car and tune them.


Actually, the TBI fuel pump can do the job all motor, but on a large retarded cubed 454 or so, yea, not gonna fly. Your LS6 intake used will usually cover the cost of a edelbrock intake though.

I just claim the budget setup is superior with the carb, especially if used is the way we are talking, not to mention, the carbs are making more peak power, not that peak is what it is all about, but that is with the open plenums, the divided RPM manifolds make up lots of power under 3500, as i have seen on dyno research, the RPM really is the way to go for the milder applications.

WESTOF7

I'm still working on this. Documenting everything and I'll post everything up when I'm done.

Too many projects and not enough time.
EFI would be better in every instance. I'm just weird like this. I'm the sadistic type that likes doing things like this for the hell of it

A Quadrajet is the closest your gonna come to mechanical fuel injection saying they're junk is ignorant.

Holley's aren't the dominant carb because they're "better".

88 350 tpi formula

iTrader: (9)

some of these reply's are funny... most people use something so now its the best LMAO that's the most ignorant way of thinking right there !

Ozz1967

iTrader: (4)

I can't wait to see how this turns out. Ever since I saw the Carb app for the LS1 I started thinking of how I could adapt it to an early 3rd gen that doesn't have FI, and keep the ECC Qjet in operation because most agree it's the best street carb out there.

88 350 tpi formula

iTrader: (9)

this thread is a good example of the TGO group now days. everyone thinks they know it all and if someone wants to do something different they get jumped on and told it cant or shouldn't be done. I mean geese its not like he was trying to drop a 4 cylinder Nissan engine in the car and told everyone it was going to hold the worlds speed record




maybe answering the question with ... INFO


so weeding through this what I get for an answer to his question is this... get the carb intake (dual plane would work best) . the carb front timing cover to run the ford dizzy W/ mechanical fuel pump if you so desire and a spacer plate for the intake to accept a spread bore carb such as the Q-jet

and height may be an issue with the spacer plate

WESTOF7

I think this is due to how affordable these cars are definately a lot of mouthbreathers on this site. I actually designed a intake in one of my classes trying to figure out how I'm gonna get one made up at this point. You can really tell that holley's advertising has paid off.