Well I am replacing the motor in my car and am thinking I am gonna toss the stupid CC quadrajet and replace it with a 4150 holley. If I do so, what will happen? I assuming justa check engine light as most everything in my car is mechanical (L69 84 Z28). Any advice would help.

 

Take the SES bulb out.

(And pocket-port, at least, the Torquers before installing them.)
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Just curious, do you have smog inspection/testing in Bakersfield? If so, forget all your plans, or keep the CC stuff handy when it comes up. Doubt you'd pass with an XR282, though.

 

Thankfully I have a several buddies who can "hook it up" so I pretty much pay a good sum to roll with whatever I want on the car for two years at a time. Yes, I know I am destroying the environment. Yes, I am a bad person for it. No, I don't care.

 

No, you're only a less gullible person.

 

I have a strong urge to go down there and beat you up and plant a tree....
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ah, the feeling is gone, like a fart in the wind

 

lol

I'm just kidding, for those who are more, well, earth friendly than myself.

Though I must tell you...there is no Earth Day for me. April 22? That's NATIONAL BURNOUT DAY!

 

SmallTires

Don't forget to increase the primary squirter size and install jet extensions in the secondary bowl.

You will be happy with these 4150 adjustments.

Might be happier with a Torquer II manifold as well, but the RPM will work.

 

Torquer II is a horrible choice, performance wise.

By the way, don't toss the CC q-jet. Make it available for those that can put it to good use. It isn't "stupid", it just isn't doing you any good.

 

that's a ironic statement. The cc quadrajet is probably the "smartest" carb ever made.

remember a bad craftsman blames his tools

the only way i would swap my CC qjet is if my car was for strictly racing. Otherwise you are going backwards and wasting money IMO. But on the other hand if you're wanting to use the xe282 it may have problems with the qjet.

TorquerII and a xe282 will not play well together, its a horrible mismatch.

 

maybe the smartest carb to get you pass an emissions test and gain a couple mpg over a holley or demon but thats about it.

 

leepe, what do YOU think is wrong with a q-jet? small primaries for economy? huge secondaries for power? I fail to see anything wrong with it's design...

I think the torquer2 is a high RPM single plane right? that's matched to high RPM power, as is the 282..... It's just that the torquer2 is a very old design and sacrifices low end to get the power, a good dual plane high rise, ie performer RPM will have the best of both worlds. IMHO your original thought of using the performer RPM is a good one.

 

The Torquer II is a low-profile, no-breath single plane. It's only purpose in life is to provide hood clearance.

The only reason I accepted any of the originator's premise is the 5-speed factor. A double-pumper is a better carb than any of the demand-based secondary carbs, which include Holley/Demon vacuum secondaries, q-jets, and Performer/AFB type carbs with a manual transmission.

 

alright, alright Sonix..the q-jet is the best carb for a daily driver, gotta choose my words carefully in order not to offend the q-jet purists.

 

haha, no seriously, I've ONLY dealth with q-jets, so my knowledge is pretty narrowminded here, hence me wanting to know why a person would get a different one?

A spreadbore carb gives better economy, and good WOT performance. If you know how to tune it, there will be a seamless transition into the big secondaries. 800CFM max flow is more than enough for most people, they're cheap like borscht, and edelbrock offers customizing parts for it (ie different power piston springs.)

A new shiny carb is sweet, bragging about having a holley is cool, but I don't have the $400+ for it... aside from a slight throttle response gain due to newer technology, what else is there?

 

fuel injection

 

My problem with the Qjet or any spread bore carb is that it is very nonlinear -- the linkage to open the secondaries is nearly at the end of pedal travel and it is much faster than the primary linkage. The secondaries on a Qjet are 75% of its flow and it is very hard to modulate other than open/closed. The factory designed it this way on purpose so that most of your pedal is used to modulate the tiny primaries and you only open the secondaries for passing. On a performance application where you use the gas pedal as more than on/off and want a lot more control over lots more CFM's early on in the pedal travel square bore is the way to go (or EFI, I run a Holley Stealth Ram efi now). I am going to get a Q jet and modify the ratio of the primary and secondary linkage so the primaries go fully open much sooner and then at least 50% of the pedal travel is used to modulate the secondaries at a slower ratio, so you get a much more responsive, linear feel.

 

I agree, I made a poor statement at best. I am replacing my OEM carburator for something more performance oriented. The q-jet is well thought out but for maximum tuning capabilities with a wide array of parts available and not having to deal with the ecu getting signals from the carb the holley is the way to go for ME. This may not be true for everyone, but it works for me. As for the carb, it shall sit in my garage with EVERYTHING else smog related I take off. Should I ever sell the car I would like to include all of this to the next owner and let them decide if it is worth taking back and at least giving them that option.
-SmallTires
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I agree with your previous statement, however if his tools are subpar with his goal in mind might inhibit his ultimate vision. The wrong tools for the job still do not work regardless. The cam I chose is pretty agressive for the street and the q-jet really wouldn't be suited to it, especially the CC version. As far as wasting money, yes I am essentially building a car that will rarely get driven hard and basically made to get bad gas mileage. This was the car I wanted in high school and now I am making it a reality. Is it practical for most people to spend this sort of money, NO. But afterall it is just that, money, and you sure as heck can't take it with you.
-SmallTires

 

This statement is also another reason why I chose the carb. Simply put the mechanical secondaries are far superior in a manual application compared to a vacuum setup. Practical, no. Better throttle response, yes.
-Smalltires

 

And comming from this perspective I have ONLY dealt with holleys. We tend to stick with what we know works. The holley I am very comfortable with running. It was in my budget to get a cool new carb. Yes, mpg suffers with this setup, however it is what I know and love. Is it feasible for most, probably not. However like I stated above, what works for me might not work for you. Also the carb on my car looks to have been rebuilt, but to be honest if I am sinking all this money into the motor, which in retrospect isn't alot compared to most on this site, why not top it off with some nice. Lord knows I work enough over time to pay for it.
-SmallTires