i was looking into a edelbrock 1806 and they're are 2 ports one is full vacuum advance and timed vacuum advance which on would I use on a 1985 camaro z28 305 all stock carbureted. Thanks

 

Both. One is for vacuum advance and one is for EGR.

GD

 

You do know that to use that carb that you have to remove all computer control, right?
And use a non-computer Distributor.

 

Why bother if the CCC Q-jet is operating fine?
Its a 750 cfm anyhoo and prob. the same cfm as the edelbrock.


Too much hassle to change out the stock carb and dist. for the
same CFMs.
Don't see any advantage in a carb swap on a stock engine....................

 

Don't knock it till you try it.......



Stock LG4 with original carb and distributor; Brake-to-Gas = no burning tire.

Stock LG4 with Edelbrock, Vac Advance and blocked EGR; Brake-to-Gas & burning tire.

 

Swapping one 750 cfm carb for another on a stock motor ain't gonna
make it a tire burner !!!!!!!

Funny i had TWO NEW T/As .
One 85 carb auto and a 87 TBI auto.

The carb 85 would do a nice burn out and squeek em shifting to
second.................

The 87 TBI was a PIG and wouldn't squeel em...............

Both had the 16' Gatorbacks and the G-80.

 

I've got to ask,..... when was the last time you converted from stock Quadra-bog to an aftermarket Carb ?? What experience tells you that an aftermarket carb and Vac advance distributor doesn't "wake-up" an otherwise stock carb car ??


I've re-build about a dozen cars with LG4's where this has been true. Sure; those cars/engines were not new at the time, but that doesn't effect the results of the carb/distributor swap. ( engines were otherwise still the same motor other than the ECM removal & Carb/Distrib swap. )

True = fact.

The existence of a factory 87 TBI Trans AM; NOT true.

About as true - or factual - as a factory 9-bolt BW rear end in an 84 Camaro. You do realize that there is no such thing as an 87 TBI Trans AM,...... right ??? Well - then again - since you bought it NEW off the showroom floor, I'm sure you know what you paid for.





P.S. A 750 CFM Edelbrock would drowned an LG4. A factory calibrated 750 Edelbrock even made my 350HP 4-bolt main 350ci run pig-rich.



ashtonridez If you decide to go with an aftermarket Carb,... BE SURE that you also install a fuel pressure regulator; ESPECIALLY if the carb is an Edelbrock !

 

Lol, Exactly the reason I went back to Non Computer Q-Jets, only flows what the motor needs.. Never could get other brand carbs dialed in as well, To each his own tho.. It all comes down to whatever it is your comfortable working with.. I just like to get my Q-Jets dialed in and done... with, No pig-rich gas sputtering out my tailpipes.. The E-Brocks are good for Flame Throwers tho, My buddy had em on a dual quad ebrock setup, Nice long flames out the rear exhaust pipes...

 

The 87 was a TPI..............My error but 87 was a LONG time back.

But you can blather on a bout a MODIFIED 305 with NON STOCK parts
being more powerful/faster yada yada........................

REMEMBER the guy said his motor is STOCK!

ANY Q-jet can be simply modified to eliminate your so called BOG
or other issue you can dream up thinking that a aftermarket carb
is the cure all................

You so called 'experts" aren't much help...............

 

The Q jet can be modified or fixed, sure.

But the OP may not have the abilities or desire to do this. A carb swap is not that difficult and is much easier than a rebuild or rejet, etc.

It keeps the car on the road and he can keep the Q jet for the next guy or for later, etc.

GD

 

Since you're still making stuff up to support your argument; allow me to clarify; I wrote:


Who said anything about a modified engine.

Your experience swapping a stock LG4 carb/distributor appears to be - ZERO. Should we consider this to be an expert opinion ?? "Quadra-Bog" has been a slang term for the Quadrajet - forever. It's was not used as a symptom of the carbs performance.

SO; your NEW 85 Carb would burn thru 1st and chirp second,..... but your NEW 87 TPI was a "PIG and wouldn't even squeel em" ??

WHAT !!!!





ashtonridez - One more thing; By removing computer control you will also loose auto tranny TCC lock-up if your car is an auto. Might be a good idea to look into an aftermarket kit to retain the TCC fuction.

 

No it is not easier than buying a rebuilt quadrajet, putting it on and setting it to factory specs. That would be the easiest route much better than having to go through and retune a new carb to achieve anywhere similar MPG and HP. You can pick up a dwell / tach meter for <$50 and use that for all the tuning.

 

five7kid = Expert opinion !

 

(Or should that be, )

I do have a few observations here.

First is I'm disappointed to see this devolve into a "My dad can beat up your dad" playground argument.

Next, I have yet to see a convincing case for replacing a factory q-jet with an Edelbrock. Even if your q-jet is FUBAR, it will cost you more to install an Edelbrock (it won't bolt to a factory manifold, it requires replacement of the distributor {unless its' a Canadian vehicle}, it requires an extra throttle arm bracket if auto transmission, fuel line will have to be modified, etc.) than it would to buy a guaranteed rebuilt E4ME q-jet. It's the same operating principle as the q-jet with regards to the secondaries (without the adjustability of the q-jet), but it doesn't have the "normal" driving advantages of the spread bore and computer feedback control of the q-jet. Just can't make a case for the Edelbrock in my view.

I've had a lot of q-jets over the years, but the '86 SC VIN H LG4 TH700R-4 2.73 geared donor car was my first experience with the E4ME. It was a dream compared to the older mechanical q-jets. The donor car had three good tires, and one bald tire - the right rear. The same system with rods/hanger change was used when I "hopped up" the 305 - ported World heads, Crane 2030 cam, Hooker 2055 headers, higher stall, 3.08 gears. And with a carb kit was the same system when the "4-inch bore kit" was installed a couple of years later (along with 3.23 gears, but the same rods/hangers worked fine). Just set it all to factory specs as outlined above.

And I did dabble with an aftermarket carb on the 350, a Holley 6210 double pumper spread bore. No change in drag strip performance over the q-jet, no change in the daily driver fuel economy (no improvement, nor any loss). I switched back to the q-jet and sold the Holley.

And I've had plenty of experience with other non-factory carbs, although I've never personally run an Edelbrock. I've seen enough people fussing with them trying to get them to run right to not have any desire to try it myself. And I've only seen one person run one competitively successfully (a very mild 289 in a Falcon).

So, my question to the OP: Why do you "want" to install an Edelbrock?

 

Ya', I gotta' do better at biting my tongue sometimes. Thanx for calling me out on that,...... Point taken.