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#21
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Beware!!
There are two versions of the 'Doug Roe' book; the first one is 296 pages, and was first published in 1973; It's a larger book than the one pictured on that amazon link. I bought that book ages ago, then found the original/more in depth version - and sold my copy of that book at a swap meet last year. First version: Second version:
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1970 Formula 400 Carousel Red paint on Black standard interior A no-engine, no-transmission, no-wheel option car. Quite likely one of few '70 Muncie three speed Formula 400's left. 1991 Grand Am: 14.4 @ 93.7mph (DA corrected) (retired DD, stock appearing) 2009 Cobalt SS: 13.9 @ 103mph (current DD; makes something north of 300hp & 350ft/lbs) |
#22
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Here are the correct specs for 1970 RA Q-jets
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#23
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Here are the correct specs for 1970 400 Q-jets.
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#24
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Here are the correct specs for 1968-69 RA Q-jets.
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#25
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You made me go and double check;
I did find a typo in my last post that I am embarrassed (if that's the correct word) to now see. Here's what I should have double checked to confirm as being correct: Quote:
Your pages have a November 1971 print date, while my 1970 book has a December 1969 print date. (My 1969 Rochester book has a January 1969 print date.) I cross referenced both of these with my latest printed master parts catalogue (December 1975 print date); It does indeed show #70 jets and #39 rods for '0270/'0273 - so there must have been a TSB issued that changed the metering rod from a #38 to a #39 - neat!
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1970 Formula 400 Carousel Red paint on Black standard interior A no-engine, no-transmission, no-wheel option car. Quite likely one of few '70 Muncie three speed Formula 400's left. 1991 Grand Am: 14.4 @ 93.7mph (DA corrected) (retired DD, stock appearing) 2009 Cobalt SS: 13.9 @ 103mph (current DD; makes something north of 300hp & 350ft/lbs) Last edited by unruhjonny; 07-15-2021 at 03:01 PM. |
#26
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Bigger jet and smaller rod is richer.
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#27
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Quote:
Wrong vent tube, lack of triangular washer on vent tube, wrong located pump rod, incorrectly adjusted pri to sec axle rod, wrong screws for air valves etc.. I would certainly take a closer look on every part on this Q-jet for authenticity. And, itīs seldom, if ever, a good idea to move jetting from one carb to another without checking the whole recipe and all bleeds, restrictions etc. involved for calibration. FWIW |
#28
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Quote:
The one thing that bothers me the most though is the accelerator pump rod. I even eventually noticed that myself. It's fixed easy enough but if they got that basic thing wrong then what else?? You could say it was just a simple error. But, do you really want a carb built by someone who makes simple errors? So hopefully there aren't more. Like I said, I'm going to put it on and run it and see what happens.
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Ray Klemm calibrated Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#29
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Why would they cad and not do the rite green.
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#30
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Quote:
Dennis |
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