["Guy]

If you guys are looking for a Qjet the only place to shop is at Cliff's Qjet.
The quality of his work is nothing short of perfection...I put the carb down hooked it up..drove the car....set the idle circuit. It runs so smooooooth, idles, re-starts and idles,
and my car picked way up..406 flys!
It's a shame to put an air box on it and cover it up...really sweet looking.
Carcraft's Summer Nationals are next weekend...I will be dynoing there again, 313rwhp last time. Anyone else dynoing there?

[455firebird1969]

I am not going to the CC Nat's so I will not be doing the dyno run. But I do run a Q-jet, and I will be running the POCI event in Atlanta next week. Its the 1/4 mile dyno, best one in my opinion.

I do agree with you on the visual apperance of a Q-jet that runs the numbers...

[Chris Petersen]

Guy, where can i sign up for the dyno?

["Guy]

Hey Chris, Get there early....5 or 6am any of the 3 days. They take 30 cars a day, you sign up right at the dyno. I am pre registered so Thursday I run down fairgrounds and get my packet/window sticker. I show up at 5:30 friday ready to go...when they open the gate I cruise down and park near the dyno...run over to the dyno and sign up...I've been lucky to be one of the first 6 standing in line! So get there early would be my advise...what do you think you will make RWHP?
Guy

[Chris Petersen]

I have Friday off of work, I'll get ther early.

I have no idea what I'll make. Should be somewhere about 500-? at the crank. So I have no idea what it will be at the wheels.

I am going to try and go to a car cruse in Lakeville tomorow night, if all goes well and still no leaks or problems (only have about 45 minutes on the engine thus far) I am going to try and Hit Rock Falls Racyway on Saturday.

Hope all goes well!

BTW how much $ is the chasis dyno?

["Guy]

Cheap. 20.00 for two pulls. Must be a 455 your running? Maybe see ya down there...I know Mike and few other guys will be there...It's a great show, my favorite!

[Half-Inch Stud]

Never met Clif Ruggles yet I trust his work is super. I just wanted to add that while certain original Q-Jets seems to work as you say even when corroded and caked in road filth. Cliff's expertise is keenly applied to a "Finished" product. His improvements are hidden in a spectacularly-refinished appearance. Point: other folks may "Restore" the Q-Jet apperance, yet do not incorporate Cliff's performance improvements with assured matched-parts for that performance.

HIS

["Guy]

HIS, I'd agree with that...I have done a good job tuning my #'s matching Qjet, now I can store it along with my other Poncho stuff. It is great to see there are still just few people out there that really put BIG heart into their craft....Cliff is one of those guys! The car after I richened the APT(a tick)and set the idle, just is so crisp and midrange picked up...I just can't say enough! We will see the rwhp #'s on the same dyno after head work, new carb etc....HIS you don't know what your missing until you buy a Cliff Qjet carb...

[Junkyard Dog]

Q-Jet - Not to stir up the pot here, but what about the small bowls on the Rochesters and the fact that some of the faster street cars are running dry at the track during the one/two shift (something they are not doing with Holleys)?

["Guy]

Dog. I think that has alot to do with the fuel system not the carb....

[Junkyard Dog]

I think not (at least not entirely). The only reason I say so is that I know of at least one person who recently fixed his issue by switching the carb, not the fuel system, which he had been switching around and experimenting with for some time. Using the exact same fuel system that was (still) giving him issues, he found success by ditching the Q-jet.

I won't mention the name yet, because he participates here sometimes. Maybe he'll chime in . . .

On the other side of the coin, we have Ava Thompson's car using an Edelbrock Q-jet to run into the tens with no issues. The Edelbrock carb has a .149 inlet, but I can't imagine that is the only difference.


I am interested in this because I love my Q-jet. But I am stepping up the power some now, and I don't want to run into issues . . .

Others' problems with similar cars have me almost convinced to switch to a Holley (since sequential EFI is out of the budget!).

["Guy]

Dog. If it's a '67 or '68 Pontiac GTO carb you are right. They cannot stay fueled under hard luanch. The 67/68 have a large float, the later carbs had the small float...it still has alot to do with float level/fuel system..etc when setting up a Qjet. I would not go with a .149 seat, it's too big...stay with a .136 seat. I run a blue pump,803 regulator all stainless 3/8"line pickup has also be made out of 3/8". I have it set at 6-1/2psi with a fuel gage...the carb I have is a 1975 pontiac 350 Qjet...with all the work done to it by Cliff..it works! My car would nose over with the 68 Qjet in first and really stopped making power @ 5200rpm. Now I have a hard time shifting @ 6000rpm it gets there so quick...313rwhp with the 68 Qjet standing still on the dyno....I'll bet it makes much more now. I'll let you know I running it on the same dyno the weekend of 7/16 Carcraft Nationals. You can see my first dyno results @ wwwCarcraft.com in the events section under 15 proven horsepower combos, it was a honor to be put in the magazine.

[Chris Petersen]

Guy's Dyno click here

[Half-Inch Stud]

2 Q-Jets are better than 1.

Well, At least I'm set to find out. HIS

[grandville455]

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Guy,mn.usa:
Cheap. 20.00 for two pulls. Must be a 455 your running? Maybe see ya down there...I know Mike and few other guys will be there...It's a great show, my favorite! </div></BLOCKQUOTE>
Damn Guy I should go and put the beast on there and freak everyone out

[Chris Petersen]

Darby, come on over. Would love to see more Pontiac people there. The more the better!

[Cliff R]

Thanks all for the kind words and confidence in my abilities.

Just to address fuel delivery issues for a moment without writing a book, (that's in the works and hopefully available soon).

In recent years we've been doing a LOT of testing, dyno/street/track with various fuel systems and q-jet carburetors. Upgrading the fuel system as we make changes to make our cars faster is simply a matter of evolution. In my opinion, it's better to install a fuel system sufficient for 9 second runs on a 10 second car, than the other way around. For every person who runs 10's with a mechanical pump and stock lines/pick-up, there are 30 folks who can't get out of the 13's with similiar systems?

A q-jet will prove sufficient for over 600hp on the dyno or in the water box doing a "John Force" burnout using a stock mechanical pump....why then does it run dry just before the shift point on a hard run? When we are pinned against the seat, all the fuel is pinned against the gas cap. The force of accelleration is trying to return all the fuel to the tank, especially if we are pulling on it with a forward located pump. Wouldn't it make more sense to draw the fuel from the rear of the tank or install a fuel cell...then...put the pump behind the tank to force feed it, then large lines/fittings all the way to the carb?

The q-jet also has a reputation for not wanting or needed fuel pressure. This probably comes from running huge fuel inlet seats and early float/fulcrum arrangements. With later designs we can run higher fuel pressure, lots of Stock and SS's are using 7, 8 and even 9 psi! We still consider 5-6 psi sufficient for most set-ups, at least into the high 10's combined with at least a .135" fuel inlet seat.

Sure the fuel bowl on the q-jet is conservative, but they can and will run right there with anything else at the track if you keep them full. I'd look at fuel delivery BEFORE installing a carb with a quart of fuel reserve capacity. You probably aren't keeping it completely full either?.....Cliff

[Half-Inch Stud]

Cliff,

I've baselined (and recommended to PY readers) to use a Carter 7PSi pusher pump, 3/8steel line, and Mechanical pump to the carb. Is this a 10 second capability (my goal (design limit) is 10.01ET at 132MPH?
HIS

[Cliff R]

HIS, we tried a similiar set up on the Ventura several years ago. A Holley Red pump was installed in front of the gas tank to feed a Carter HP mechanical pump. It worked OK to high 12's, but proved inadequate for harder runs. The problem ended up being the stock pick-up in the tank was getting uncovered. For the most part the car ran good when the tank was at least 2/3 or more full, but would nose over right before the shift point on occassion.

The next move was to install a Mallory 140 pump and get rid of the mechanical pump all together. The car was driven and raced in this configuration for 2 seasons, but still, on occassion would nose over on a hard launch.

The cure was to sump the tank. We welded on a sump and moved the Comp 140 pump behind the tank, used #8AN fittings/lines everywhere. This immediately picked up ET by .3-.4 seconds. Interesting thing is, we had also been using a Holley 850 DP carb and it ran the same as the q-jet both before and after the sump was added.

All the while we were running without a sumped tank I could "feel" the engine flattening out above about 4800rpm's with either carb. I attributed the lack of top end charge to the small cam we use and the iron intake and continued to race the car shifting at 5000rpm's.

Once we sumped the tank the engine will literally tear your head off to at least 5600rpm's, no indication of nosing over, flattening out or lack of power, anywhere in the rpm range. Both the q-jet and the Holley 850 run almost exacty the same ET and MPH on back to back tests. Typically the q-jet runs right at .02 seconds quicker as it hits the converter harder than the big Holley carb and we have a slight 60' advantage.....Cliff

[Junkyard Dog]

What is the best shift point after sumping the tank?