Edelbrock makes a carbed intake set up, pretty sure the picture shows it to be a multi-spread intake capable of taking both spread and square bore carbs. I'm also sure it wouldn't take much to have a machine shop tap the screw holes for you.

I've also been reading on a new front distributer conversion kit that allows you to use an standard chevy coil-in-cap HEI set up. Now that's what I've been waiting for. That should allow us to use our factory computers with the CC Qjets if we so choose. YAY Now, more reading to do!

 

Even if not, it shouldn't be too hard to cut apart the Ford and HEI distributors, then splice the HEI top onto the Ford stub with good welding.
This is how the diesel guys get tachs for their 6.2 diesels. They splice HEI tops onto the vacuum pump stubs. Cheap and easy.
But tossing out the LSx electronics for a CCC Q-Jet? What's the advantage?

 

You can buy that distributor already made. It has been made for many years now.

Its called a DUI, Davis Unified Ignition I think it is. They use the big cap HEI top for GM, chrysler, Ford, AMC, and all kinds of stuff.

 

But they don't offer a CCC version.

 

But with the adapter, if a standard distributor will fit, I can use my CC distributor. I haven't read anything anywhere so far that says it's a specific distributor other than the set up that uses a Ford distributor.

 

You can use the DUI distributor; If you call them, they will make it a CCC distributor. If you happen to get one used, you can do it yourself. Considering the scope of the rest of the modifications, this one will be easy.

1st, you remove the vacuum advance assembly. 2nd, remove the 4-pin HEI module. 3rd, Install 7 pin module, you will see it has the same 2 pin internal hookup that the 4 pin module has where it hooks to the mag pick up inside the distributor.

Last, you will need the internal harness from an 81-90 CCC distributor. Any will work from any GM big cap HEI. This harness goes from the 7 pin module, has a pig tail with a ground on it, and then goes outside the distributor so that you can hook it to your ESC/ECM harness. I like to run it out the old vacuum advance hole, but you can grind a little hole in the base, to match an original CCC distributor to make it right if you want.

Buick V6 from 1981-1988 with distributor, Chevy V8 to 1986, Olds V8 from 1981 to 1990, Cad V8 with distributor in the 80s, they can all donate that harness.

 

So is the old style distributor necessary to give the ECM timing data? I haven't been able to find much on what the ECM needs to control the mixture solenoid.

 

Necessary? Not sure. I think it would be the easiest.

The CCC ECM needs a hi reference and low reference. I'm not sure if your crank and cam sensor signals would be right, and I'm not sure how you would control your 8 spark plugs without a distributor if you're using an older ECM.

 

The 'normal' carb ops for an LS1 are to us an aftermarket MSD controller to run the spark off the coils.

What I was thinking of, was instead of using the MSD controller, and since I already have the CC Qjet, was use the factory ECM to run the CC dizzy to control the timing and spark and CC Qjet (My favorite carb). ON the surface, once you have the LS1 modded to use the distributor, it should work...in theory. IF you can get a CC distributor to work. All of the LS1 carb mods say you have to use that ford style distributor which obviously would be incompatible with the GM ECM.

 

As I stated in an earlier post, its not incompatible. You have to buy a DUI small block ford distributor.

http://www.ebay.com/itm/Davis-Unifie...143544&vxp=mtr

The above distributor can be made to work. Its how I make big cap Buick/Olds distributors work with ECMs when I can't get a proper 1980's distributor. Like I said before, you start with that big cap HEI, remove the 4 pin module from inside, insert your 7 pin module, and you are now plug and play with your wiring harness.

Take pictures if you do it so that everyone can see it, please.

 

I must strongly agree that in many street-critical ways the CCC QJ is the bast carb ever devised. But the Carter / Edelbrock is an extremely close second place. I'm no great shakes on tuning Holleys, but I can make an AFB equal the HP and beat the MPG and emissions of any Holley I ever went up against. The Carter was well-designed for trial-and-error tuning. If you're any good with keeping a log of each change, and the results, you can get excellent results from the Carter easier than any other carb. Won't go fat up top like Holleys, but won't quite equal the MPG and emissions if the CCC QJ. And will give the same sound as a Holley. I'll take a Holley over having nothing to drive, but Holley is always the worst choice for real-world use. How many of y'all live at the dragstrip, literally?

 

If you only care about 500 HP from 4500-7000, then yes. Thing is that EFI runs 14.7:1 closed-loop for emissions reasons. Carbs can run a leaner 17:1, but that increases emissions. But also illegal under not-always-enforced federal law, unless you use the CCC QJ. If you do get enforced by surprise, then which is the lesser hassle and lesser cost? Staying legal.

 

When you go in prejudiced, then nothing will sway you, you already swallowed the placebo.