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I am getting ready to do some updates to my 65 Cutlass vert now that the winter season is here. I purchased an Olds aluminum intake manifold so I can upgrade the 2brl carb to a 4 brl. I also got a Quadrajet carb on craigslist that I was supposedly off an Olds auto car. After getting it and deciphering the model number (7045213YA) it turns out to be a from a 75 Chevy manual car. It also does not have hardware for the choke as I assume the choke hardware was attached to the manifold, if I understand the way it worked. My question is, is it worth trying to get the different hardware pieces for my car or just start over and look for another Quadrajet carb? Is there another good choice for my Olds 350 (1970) engine? Is it worth the expense of going to EFI for a summer driver?
I also plan on upgrading the brake system to a dual master cylinder MC36373 and new hard lines as per one of Joe Paverno's threads. I will also be taking a shot at rebuilding a TH350 with electronic lockup (not planning on wiring in the lockup, yet) this winter and if all goes well install this in place of my Jetaway. I attached pictures of the car as well as pictures of the intake manifold and carb. Any suggestions would be most welcome. Have a great winter working on your ride! My summer toy.
I would look for a later model Quad. 1705xxxx.
The late model APT is a nice feature and they convert to electric choke easily.
Something off 350-403ish size Olds. Buick or Pontiac would work also. Basically to retain front feed so you can get a 'factory' style hard line from pump to carb. Give Cliff Ruggles a call for parts and simple mods it probably could use for your application and todays fuel. There are others out there with probably the same quality parts and advise. Only have used his stuff and never had bad parts or advise. He has conversion parts for choke as well. If you plan to rebuild yourself, get a copy of his book also. Way good info even if you dont do yourself.
I thought the early Olds Rochester 4bbl carbs were side inlet. But whatever, fuel lines are easy.
You have a later model hot air choke intake and a non-hot air choke carb, so that needs to be sorted out to get a matched setup. Or run a manual choke cable to the dash area.
As said a 76 to 80 Qjet from a 350 or 403 should work OK but will be lean on the idle circuits. It has advantages. I have a custom tuned one with modified idle circuits. I have it so I can adjust the part throttle mixture in about 2 minutes. I added a threaded plug on top and notched the APT so a small flat screw driver fits. That looks like an A5 tiny port 307 intake. Unless you want idle to 3500 rpm and struggling above that, you need an A4 early 307 aluminum intake or an aftermarket Edelbrock intake.
Yeah, I was meaning that his '65 would have a side inlet 4bbl carb with a divorced choke from the factory, so the one he has matches that; it just doesn't match the intake manifold. It would likely be easier to find a different carb with hot air or electric choke than a divorced choke style intake manifold.
I forgot to mention earlier - don't worry too much about auto vs stick carb applications.
You are correct, it is an A5 intake. If I read your comments correctly you are saying this is a bad choice for an intake. It would result in poor performance up to 3500 RPM and really poor performance above that. Do you have any idea of a model number that I should be looking for in an Edelbrock manifold? Thanks for the heads up.
Yeah, I was meaning that his '65 would have a side inlet 4bbl carb with a divorced choke from the factory, so the one he has matches that; it just doesn't match the intake manifold. It would likely be easier to find a different carb with hot air or electric choke than a divorced choke style intake manifold.
I forgot to mention earlier - don't worry too much about auto vs stick carb applications.
A 1965 would have had a 4GC with a front inlet and an integral choke, not a Qjet.
OK, stop. I just noticed that you have an A5 intake. Throw that away. The A5 has tiny ports designed to match up with the 7A heads used on the roller cam 307s. You do not want to put this on a 330. You'll have significant port mismatch and flow disruption. At least get an A4 intake used on the 80-84 flat tappet 307s.
Very good start for what you are doing. Dont find them often with caps still in place. Non California should be close for your app. A good rebuild and you will be happy with it. Not a bad price considering the exchange rate. If your 350 is really stock a #1 recipe in Cliffs book would do well for your needs.
Yeah, the A5 would be idle to 3500. I would bet it would be like the SP2P intake, excellent part throttle and the Qjet would over fuel it. Floor it and it will fall on its face from too much fuel trying to come through tiny ports, then catch up. Any other SBO 4 bbl intake will work about the same as any other. Even the RPM and Street Dominator would work and the chances of finding Victor is slim and you don't want it anyways. Check the parts for sale on here or put it on the parts wanted, good luck.
I have come across a stock 350 olds cast 4 brl manifold that looks in good shape. I have also located a quadrajet carb but the model number does not make any sense. It is 17084287 0794 HJT which decodes to a 1984 carb but the document that I was using only listed 0 thru 7 for manufactures and this one is an 8. Any idea what this would be off of? https://www.usedvictoria.com/classif...-9597_36771100
Are you in British Columbia, Canada? Yes, I posted the same thing about a 1983 Canadian non CCC Qjet I got with a 73 Olds 350 and TH2004R in Kamsack, Saskatchewan. It also had the "8" which is supposedly normal on our carbs. That carb is probably off a Big Olds or Buick with the Olds 307. I have ran a couple of these carbs and currently have the 83 on my 70 Cutlass on a 9 to 1 Olds 350 with the 214/214 cam. The good, being a later carb, they have the adjustable APT, more fasteners holding down the air horn to the main body and all the upgrades Rochester did over the years, a very good core to build. The bad, the secondary air door is limited to about 60% opening, it takes 5 minutes to fix that. Also these carbs, due to emissions are calibrated super lean. I had a lean part throttle stumble on a stock 307 with headers with a 83 carb. Adjusting the APT out some helped and more would have fixed it but I had another Qjet. The other issue the very lean idle calibration. I currently have the idle way up on my 83 carb to idle on my 70S. It can and should be modified, Cliff Ruggles book shows how to modify pretty much every thing on the Qjet. To adjust the idle mixture, make sure the tamper proof plugs are removed. Then either a special carb tool or a ETork socket is needed to adjust them. Cliff Ruggles sells the metric idle screw replacements with a standard screwdriver head and full rebuild kits for these carbs. I plan to modify my 83 carb to improve the idle circuits. Everyday Performance rebuilt my 78 403 carb and recalibrated the lean idle circuits. Went from very lean and a similar idle cranked way up on a 9.5 to 1 Olds 350 to slightly rich and a much better idle. He modified it to match my cam and compression ratio. I also added a screw in plug in the air horn and notched the APT. Now I can adjust the part throttle mix in 5 minutes. From tire burning to fuel economy in no time. Any iron Olds 4 bbl should work, just take the EGR block off from the A5 if necessary. Good luck.
Last edited by olds 307 and 403; Nov 9, 2020 at 05:07 AM.
Thanks for all your help olds 307 and 403 it is much appreciated. I ordered most of my parts for my 65 Cutlass conv from RPM in Saskatoon, they were great to work with as well. This forum has been a godsend for me with help from many different members and moderators to get my car from a shell to an enjoyable summer ride. Be safe everyone!
