how do u get a q-jet that came on a lg4 305 to not bog so bad on a basically stock 350? my 60 ft times are 2.8 because it is bogging horribily off the line, i would throw a holley or something on it but right now i dont have the money, but this is hurting my times pretty bad, i ran 4 times tonight and couldnt even break 80 mph in the 1/4

 

theres an article on this board about tuning you qjet. read it, it works.....

 

Some thing is wrong with the secondary transition. (sec air door opening.) Here are some places to look.
Air door spring tension too loose.
Air door delay dash pot diaphram ruptured. Causing the air door to react too soon.
Sec accellerator down tubes fallen down into the wells from the carb top. requires removal of the top of the carb.
Fuel well passages plugged (sec accelaerator)
These cause a late or lack of initial fuel flow as the sec air door is opening.

Primary accelerator pump faulty.

Rich bog caused by overly hot fuel in the fuel lines and or bowl.
This will cause the bowl to empty and or the accelerator pump to faulter. ( fuel perculation)

 

I am a Q-jet man... bought I tell you rigth knot that they are a little more complex than your regular holley.

Most people like holley because is a fairly simple carburetor compared to the Q-jet. Besides, the Q-jet was done with emission in mind.. the Holley... well seldomly... only a couple of them.

I read have two book on the Q-jet.. all of them have information..but the best book to get BY FAR is the technicall manual that comes from an EDELBROCK Q-Jet... IS AMAZING>. simple, but effective.. Is even tell you how to calibrate it...

Know.. I knwo you are talking about an LG-4.... that carb is for the low output 305... putting a 350 on it MIGHT be too much.
I did the same thin you did.. I swapped my LG-4 for a 355 V8.. and even attempted to use the stock computer, igntion,induction system. Did it work? Well.. yes & No... When I decided to go the mechanical path things got better in the sense of power, but emission got OUT OF CONTROL...

But then again with that book from edelbrock (the Q-jet manual that come with their Q-jet), and the race calibration kit that that edelbrock sells I was able to fine tune the carb.

My advice to you is, go to a junk jard a buy yourself a mechanical Q-jet (30$).. make sure that the throthle linkage mathc your application... and then get the race calibration Kit ($80) and the tech manual... you will be set.

Other wise, get a holley ($280).. in which that case, I have no idea what to tell you.

 

There are several people on the boards that have had success w/ the cc quadrajets. They are 650 cfm in stock form, and if the linkage is modified as in the tech article they can open up to about 750 cfm. If you get the right secondary metering rods and get the primaries adjusted right you should be able to use a computer controlled quadrajet. If you get the primaries adjusted right the computer will keep it at the right air fuel ratio giving you better fuel mileage and effeciency, and with the correct secondary metering rods it should provide plenty of fuel to support your motor. There is a guy on here that said that he has a 383 with the computer controlled carb, and I think he said that he said his brother has a 400 w/ one. Anyway, he said on both cars that he used an air fuel ratio gauge I think from k&n to tune them and they were able to get plenty of fuel from them when tuned right. Also, make sure you are using a 350 knock sensor, and gm sells a computer setup for a HO 350 conversion kit. This recalibrated your spark to work better with the 350. Here is a link to the sight that gives all of the part numbers for the 350 conversion witht the computer controlled carb. https://www.spoperformanceparts.com/...119&CATID=1099

Ben