I did a little snooping around on some cc-QJets that are all known to have come off of V8 cars (mostly LG-4 and L-69 Chevys). Funny thing is that they ALL have the same primary jets/rods.

Primary jet: .077"
Primary rods: .058" x .026"

The .026" dimension on the cc-primary rods is identical to the power tip diameter on a non-cc primary rod.

Primary jet diameter would be very similar to what I would put into a non-cc QJet for performance use.

Obviously, the .058" dimension on the cc-primary rods would be VERY lean on a non-cc QJet, but the cc-Qjet bounces the primary rods up and down between the rich and lean parts of the rod hitting an "average" A/F ratio during light throttle/cruising.

Conclusions? Once you go wide open on a cc-QJet and the ECM commands "full rich" the carb appears to be calibrated plenty rich for a performance application. Most full-throttle performance tuning can be done on the secondary side (which is not computer controlled and very easy to do). Something I have long believed based on my experience with them.

 

The factory only recalibrated the secondary side for the ZZ4 in the "HO 350 Camaro Conversion Kit".

I didn't notice any issues going from constipated stock to current mods. If anything, it seems much happier now. But, I don't have that radical of a combination (yet), and I do operate at high altitude.