Do the stock Quadrajets on the computer controlled F-bodies have a vacuum port that allows a vacuum advance distributor to hook into, even though the stock distributor was computer advanced?

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--Steve S--
1984 Trans Am 305 LG4, 5 speed
Daily Driver, Flowmaster 80 Series

 

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84TA,

You could theoretically use the 'J' port on the right front of the carb base. It is timed to operate the EGR valve at some point above high idle and near the transfer point to the main fuel circuits.

Double check the vacuum at this port with a gauge to determine if there is adequate vacuum to operate the advance unit, and that it is at the desired time. This is about as close as you'll get to a distributor vacuum port on the standard E4ME/E4MC Rochesters.



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Later,
Vader
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"No matter how hard you try you can't stop us now..."
Adobe Acrobat Reader 4.0

 

Would the "B" port work as well? I have an open element and the port is currently capped. Or would a non CC carb be a better idea?

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--Steve S--
1984 Trans Am 305 LG4, 5 speed
Daily Driver, Flowmaster 80 Series

[This message has been edited by 84TransAm (edited February 10, 2001).]

 

84,

I might be wrong (wouldn't be the first time) but I believe the 'B' port has constant vacuum. You can tap into the 'J' port and still retain vacuum to the EGR solenoid. It shouldn't cause any problems there. The 'T' port is another possibility, but the vacuum guage test is the final proof of either of those.

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Later,
Vader
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"No matter how hard you try you can't stop us now..."
Adobe Acrobat Reader 4.0

 

If you put in a non CC distrib you're going to throw a code.

Now, I think the M/C soleniod compensates some for timing. The difference wouldn't be major, infact, I believe the Camaro I got one of my non-CC HEI Distribs off of was running an LG4 (with center bolt valve covers in 85??, never mind that's another story) was running the stock Q-jet connected but of course the car ended up in the junkyard so I don't know how well it ran.

If I were you I'd replace the carb and the distrib at the same time. Why are you switching to the vaccum advance anyhow? If both function properly there will be no major gain over the stock set-up.

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1984 WS6 Trans Am Hartop
Former L69 Car under restoration
1984 Trans Am T-tops
4-bolt main 350, performer intake, headers, Holley 650, T-5, hayes clutch, dual elec. fans and 3.23's.
Daily driver and restoration
13.98 @ 101

 

Current carb is dying, getting the cheapest more powerful carb. Going with a non-CC distributor too.

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--Steve S--
1984 Trans Am 305 LG4, 5 speed
Daily Driver, Flowmaster 80 Series