Have a 1971 442 with (if I recall correctly) a Qjet decoded as some mid 1980's version....years ago i bought a correct 1971 qjet for the car, but being a novice in these matters never tried to rebuild or install it (or pay someone else to do it).

Now, the car bogs down and nearly stalls with with any significant acceleration (hills, traffic lights,etc.). If I'm not interested in serious performance, but just reasonable muscle car acceleration without significant hesitation and near-stalling, could the Qjet on now be easily adjusted by a mechanic or will it be a better choice to get the 1971 carb rebuilt and installed by a performance shop ?

 

A "mid 80's" carb would more than likely be an electronic Q-jet, probably not what you have. You would definitely be better off getting the original 71 carb done if it is in decent condition.

 

I have this one if interested. It's for a 71 455, bolt-n-go.

https://classicoldsmobile.com/forums...hester-134452/

 

Thanks Bill...later I'll double check what's on the car now.

 

All Oldsmobile Qjets from the mid-80s were CCC carbs, but there were lots of Qjets used on Chevy trucks in the 80s that were not. Bill is correct that an original 71 carb would be a better choice, however the late 70s and some 80s Qjets are 800 CFM vs. 750 on the older ones.

 

A picture of each carb will clear things up. Either carb will have to be rebuilt or recalibrated because of the ethanol being used now. You might want to replace all rubber lines from the carb back to the tank with updated new rubber. Everyday Performance has a good reputation and good feedback for quadrajets. Distributor recurving can also help, many YouTube videos on the subject. I would choose the 71 carb since the linkage, air cleaner, and lines will all hook up as new.

 

Unless he has a Canadian carb, non CCC till 86. Pretty sure the non CCC Canadian carbs were 800 cfm, both mine were and calibrated very lean.

 

Those are hard to find here in the US. I'd love to find one. The main body casting may have been the 800 CFM version, but the secondary air valves are limited to only opening about 75 degrees on the 307 applications, which limits airflow.

 

They are rare here as well. The Olds 307 on came on big cars, Delta 88 and 98, Buick big car along with the Tornado and Rivera fwd. Otherwise all Cutlass were sbc cars with exception to the H/O, 442 and 88 CSC. Basically US cars with minor changes for the Canadian market. I know my 85 carb was probably factory on the Buick wagon due to the 1708 first 4 numbers and had the torx screws with the extra air horn screw. I got the carb for free, the Ford dealers ex Wife blew up the swirl port 307. I should have swiped the 2004R as well.