How do I convert from TPI 4-brl to manual choke 4-brl?
02-09-2002, 10:10 AM
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How do I convert from TPI 4-brl to manual choke 4-brl?
How do I convert from TPI 4-brl to manual choke 4-brl?
Did the TPI have electronic choke? If so, how do I change it to manual choke? I cannot get the manual choke to work right, car runs for a few before choke closes and bogs out.........
Did the TPI have electronic choke? If so, how do I change it to manual choke? I cannot get the manual choke to work right, car runs for a few before choke closes and bogs out.........
02-09-2002, 01:55 PM
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ok, I'm no wizard but didn't tpi stand for "tuned port injection" which would mean its not a carb. I think hes confusing tpi with his computer controlled carb. if so your problem should go over to the carb board
02-09-2002, 02:02 PM
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Car: 87 Grand National
Engine: 3.8 SFI Turbo
Transmission: BRF 200R4
i think he might mean Throttle body injection (TBI). But then again it could be the notorious Quadrajet.
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02-09-2002, 03:21 PM
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Car: 87 Grand National
Engine: 3.8 SFI Turbo
Transmission: BRF 200R4
The quadrajet is notorious because people like me can't understand how to rebuild the damn things. I tried twice and never got it running right. I always had extra parts leftover!! Anyway They are good carbs for saving gas but not so good for performance (they were built for emissions).
02-09-2002, 04:11 PM
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maybe so, but they can be a great performer if you mod them right, they can flow up to 795 cfm, and still maintain good gas milage, I'm rebuilding one right now, not to hard, just looks like a basic carb. not to mention keeps all your cars computer stuff working.
02-09-2002, 04:30 PM
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Car: 87 Grand National
Engine: 3.8 SFI Turbo
Transmission: BRF 200R4
Are you building the electronic controlled one?? Yeah I heard they flow pretty well but you have to know what your doing. but for those of us who don't run emissions who cares.....Those carbs run like crap when not hooked up. My jets where constantly staying open and running too rich after I did the engine swap and left the emissions off. fact is its cheaper, easier and more satisfying to buy a holley or an edelbrock. They look better, easier to jet, and are more resistant to gas leaks (not to mention its easier to get to the fuel filter)
02-09-2002, 04:51 PM
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wow if you said that in the carb board they would ream you out. I just started cleaning it up, yes its a computer controlled one, same one as the one on my car. if you just follow the tech article you can easily out power a holly. the air pump and cat have nothing to do with the carb and if you remove it then the torque converter lockup will not work unless you rig it, but I'll pass on that.
02-09-2002, 04:55 PM
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Misunderstanding
The car originally had a 305 with throttle body injection, ok......i took all of that off, the only thing left is the wiring, I put on a holley 4 brl(with a choke) and I cannot get the choke working right, just to clear things up, I also did not say that tbi or tpi had a choke, I know what both of those are.
Anyway, after I did away with the TBI, It now has the holley with choke, When i put tpi, I meant tbi, was in a hurry
Anyway, after I did away with the TBI, It now has the holley with choke, When i put tpi, I meant tbi, was in a hurry 
02-09-2002, 06:21 PM
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Originally posted by No4NJunk
Are you building the electronic controlled one?? Yeah I heard they flow pretty well but you have to know what your doing. but for those of us who don't run emissions who cares.....Those carbs run like crap when not hooked up. My jets where constantly staying open and running too rich after I did the engine swap and left the emissions off. fact is its cheaper, easier and more satisfying to buy a holley or an edelbrock. They look better, easier to jet, and are more resistant to gas leaks (not to mention its easier to get to the fuel filter)
Are you building the electronic controlled one?? Yeah I heard they flow pretty well but you have to know what your doing. but for those of us who don't run emissions who cares.....Those carbs run like crap when not hooked up. My jets where constantly staying open and running too rich after I did the engine swap and left the emissions off. fact is its cheaper, easier and more satisfying to buy a holley or an edelbrock. They look better, easier to jet, and are more resistant to gas leaks (not to mention its easier to get to the fuel filter)
In the 60's the 40 hp difference between a base GS V8 and the perdormance version was swapping the Holley for a Q jet.
02-09-2002, 09:03 PM
#18
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Originally posted by GreenProStreet
I disagree. A quadrajet doesn't have jets, they have metering rods; they are much easier to change than a Holley, and the same as an Edelbrock. I believe a rebuild kit is still cheaper for the Quadrajet than a new 750 cfm Edelbrock or Holley, and it will outperform most. The only way I would give up my Q jet would be in an either a high reving or big block engine, and in those cases I would probably just convert to fuel injection!
In the 60's the 40 hp difference between a base GS V8 and the perdormance version was swapping the Holley for a Q jet.
I disagree. A quadrajet doesn't have jets, they have metering rods; they are much easier to change than a Holley, and the same as an Edelbrock. I believe a rebuild kit is still cheaper for the Quadrajet than a new 750 cfm Edelbrock or Holley, and it will outperform most. The only way I would give up my Q jet would be in an either a high reving or big block engine, and in those cases I would probably just convert to fuel injection!
In the 60's the 40 hp difference between a base GS V8 and the perdormance version was swapping the Holley for a Q jet.
I'd even say that I'd guaratee that a 780 vacuum secondary Holley would out do any Q-jet.
Do you know of any racers running a spreadbore carb (that don't have to)?
02-09-2002, 09:36 PM
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Car: 87 Grand National
Engine: 3.8 SFI Turbo
Transmission: BRF 200R4
I disagree. A quadrajet doesn't have jets, they have metering rods;
BTW Prostreet do you know WHY they called it Quadra"JET"???
Last edited by No4NJunk; 02-09-2002 at 09:38 PM.
02-09-2002, 10:08 PM
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Car: 87 Grand National
Engine: 3.8 SFI Turbo
Transmission: BRF 200R4
silentneko and prostreet,
here is a quote from someone on the carb board comparing Q-jets to Holleys. Just thought I would share it with you guys that think Q-jets outperform Holleys. There is plenty more where this came from If your interested.
here is a quote from someone on the carb board comparing Q-jets to Holleys. Just thought I would share it with you guys that think Q-jets outperform Holleys. There is plenty more where this came from If your interested.
Originally posted by RB83L69
I gotta agree, the Q-Jet is a great carb, which I understand well and can coax quite a bit out of, but a properly set up Holley will outrun the best you can do with a Q-Jet every time. They might put up the same numbers on a dyno, but the differences go deeper than that. On the other hand, a Q-Jet is usually alot more pleasant to drive on the street (and buy gas for!) if it's one of the very few that has big enough idle and transition passages to support a large-inch motor with a big cam. There are very few such, and excatly zero computer-controlled ones like that. The CC system automatically impose a limit of either more cubes, or more cam, up to a point, but not both. The "default" behavior of a Holley is to feed more fuel, that is to say, if it can't figure out what to do, it meters more fuel; the corresponding "default" behavior of a Q-Jet is to feed less. That's why the Q-Jet survived in stock applications past the imposition of emissions controls, but the Holley didn't; and also why the Holley will always outrun the Q-Jet: you get power from burning gasoline, period. Pretty basic.
I gotta agree, the Q-Jet is a great carb, which I understand well and can coax quite a bit out of, but a properly set up Holley will outrun the best you can do with a Q-Jet every time. They might put up the same numbers on a dyno, but the differences go deeper than that. On the other hand, a Q-Jet is usually alot more pleasant to drive on the street (and buy gas for!) if it's one of the very few that has big enough idle and transition passages to support a large-inch motor with a big cam. There are very few such, and excatly zero computer-controlled ones like that. The CC system automatically impose a limit of either more cubes, or more cam, up to a point, but not both. The "default" behavior of a Holley is to feed more fuel, that is to say, if it can't figure out what to do, it meters more fuel; the corresponding "default" behavior of a Q-Jet is to feed less. That's why the Q-Jet survived in stock applications past the imposition of emissions controls, but the Holley didn't; and also why the Holley will always outrun the Q-Jet: you get power from burning gasoline, period. Pretty basic.
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