i gotta 305 in my 86 firebird....im looking for decent carb but im not looking to change the cam and i dont really wanna do the fuel pump although i might anyway...but ya does any1 know of either a carb that will fit on the stock manifold or does any1 know of a manifold made for a 305 cuz i cant find one for the life of me.....thanx alot guys

 

whats the problem with the one on the car now?

 

First, welcome aboard thirdgen.org.

Now about this carb thing. I assume you have a stock carb. Well, it's not a decent carb, it's a great carb! As you can see from my sig, I've got the same one, and if you think running low 13's with highway gears and approx. 370 horses means my carb is holding me back, I beg to differ.

You haven't found a 305 manifold because you don't need a manifold specifically for a 305. I ran the same manifold I'm running now on my 350 when I still had the 305. Your engine takes the same manifold that goes on a 262, 265, 283, 307, 327, 350, or 400. In other words, "small block Chevy". Kinda nice, actually.

Wanting to change the stock carb and keep the stock cam is totally backwards thinking. Go to the FAQ forum and look over the thread that talks about difference between 305's and performance upgrades. You'll see what I mean. Also read the tech article about optimizing your computer controlled carb linked from the thirdgen.org homepage.
----------
If your car is TPI, then we'll talk about what intake and carb to put on. . .

 

yeah he needs ot tell us a bit more info

like if the car is a FI or carb originally, the engine that is

and if he is lookign for stock or aftermarket

and if the engine is stock then theres not much point in putting anything aftermarket on it


IMHO

this could be an amusing thread

good luck

 

the thing is that i eventually plan on swapping the engine completely....but for the time being i dont have a whole lot of money and trying to give my slow engine some pep....im looking for an aftermarket carb...preferebly an Edelbrock performer or thunder series......im just unsure how many CFMs my stock Cam can take....its a totally stock 305 originally carburated with 150k miles on it....one owner besides me ....and the last owner was an old lady who didnt beat on it if that helps at all

 

Is it a computer controlled carb?

If all you are looking for is alittle more power than get headers, and leave the stock carb on for now.

 

well its got an eletrical choke i know that much.....and i have a flowmaster 3inch catback system so i dont think the headers are really needed

 

Catback dosent matter, you can only flow as much as your smallest point, You could have 4" exaust and have a 2" collector and still only flow as good as full 2" exaust. The stock exaust manifolds suck. The first thing you need to wory about is geting the exaust out of the motor b4 you try and try and get more air into it.

Edit: Do you have a vacume advanced distributor. Should be a rubber line running from it to the carb?

 

i agree with 1320

oure still restricted to muh on the exhaust side either way

both in the heads and at the manifolds

regardless of how large of pipe you put under the car

if you port out the exhausts and smooth them, and get headers then it will be time to allow more air anf fuel to be alllowed to go into the engine

the engine is a big air pump the more you can get both into and out of it then the more efficient and powerful it "can" run
also the stock Q jet carb is as large or larger tha the edelbrock youre talkign about, in CFM terms anyways
but thr jetting will be less in the q jet than in the edelbrock

if you increase the jets and such in the Q jet them youll be jut as well off as you would with a larger jetted edelbrock

but thats just my opinion
originally from factory your Q jet would be a CC one

a coupe or three wires coming off the front and top of it and two electrical plugs on it are the dead giveway

fuel enrichment and level control, ECM and ignition controlled

ESC and EST were the systems

ESt was first, in 82 on chevy engines, mainly 305 engines, cars and trucks both, th trucks got a badge on the tailgate in the lower corner that said EST electronic spark timing

its virtually the same as ESC

oxygen sensor
ECM temo sending unit in the therm housing
TVS switch in the therm housng and another in th intake manifold
(TVS is thermal vacuum switch, vacuum, hoses plug into it and radiator fluid temps control them in which in turn control various emission equipment components)


aso not all the distributors for these systems were unequipped wirh vacuum advance, some were ECM controlled and vacuum advanced both, contrary to popular belief, it depends on the emissions label code and the location where it was built and to be sold

every vehicle was different, there were a billion different emissions codes for the same systems over the years 80-up

the diagram label under the hodo will show you what you have and how its all connected

without that you are screwed if you get lost and dont remember how hoses and such were routed and connected

but anyways, i wouldnt worry so muh about a carburetor at this point, the q jet will run a mild engine just fine without running lean, well at least the older non CC ones anyways, you would be surprised

and if it were to run a little lean then its a simple fix

ppl are too quick to discount the Q jet carbs

 

Did not know that about the distributors. I have never messed with a Q-jet but i know alot of people that wont use anything else.

 

most ppl will agree that the Q jet is the best all around street/mileage carb

but not everyone will/does

theres a few free thinkers/believers out there :P

my 82 still had the ESC "computer" in the pass side kick panel and the big harness on pass side, i removed all that and stuck in a 1977 350 engine out of a van in it for a bit after i put the th350 from the same van in it too, just to get the car moving again, i am currently looking for an engine for it and am unsure what i want to put in it, i really prefer putting in an 80-up 350 engine but cannot find one at all, so it looks like its going to be an LG4 or L69

but im wierd like that,i want all the correct factory bracketsand p/s setup and everything
even though in reality it "doesnt really matter"

because i think im going to go with a pair of cheapy 1 5/8" ong tube headers and summit s-curve adapters and 2.25" straight pipes anyways, so..


but, i still have to find an engine,,, lol.

but whatever it is it will have a non CC Q jet and regular old large cap HEI

but then up here they dont inspect or test emissions, so.,.,

good luck

 

Yea, upgrading your CC q-jet to an Edelbrock carb is a terrible idea. You're going backwards. You certainly won't go any faster, or get better mileage than your CCC carb.
Hooker or Hedmann headers are your next mod.

 

i have a question will a cc q-jet require a certain type of comp and will it work with my 88 emissions stuff. thanks you in advance for your responses. Sorry to cut in on your thread bro.

 

that was some amazing information all u guys gave me and i cant thank u enough...im gonna get started on this project oncee i get some funds...o and i dunno about ur situation Jax but im sure some of these guys can help u

 

well since were on the topic of headers....now is there a performance difference between long tube short tubes?

I hear that shortys are more restrictive but long tubes will hurt ur ground clearance. is there any truth to any of that?

again thanks for any and all imput

 

Yep, you're right.
Long tubes are also a heck of a lot more expensive, like 4x the price. Hard for me to justify, so I use shorties. 1 5/8" is the norm, 3" collector.

Hedman 68470 and 17470 is a nice setup (header and y-pipe)
or the hooker 24600 (or whatever that one is...) - comes with the y-pipe

 

I have the hedman longtubes, i paid 120 for them from summit. I have no problem with ground clearence. My exaust alittle firther back scrapes but that is just because i was in a hurry and dident do it right, the headers havent hit the ground yet.

If anyone here has driven in Louisiana you know we have some bad roads.

 

much appreciated