I'm guessing this belongs here in "General" as opposed to "Engine".... can't quite figure out the criteria for these two categories. Every time I think I have it figured out.... swoosh.... "Moved". LOL

I have a twisted up Q-Jet that won't seal between the air horn & bowl... already replaced it with a spreadbore Holley, but I thought this might be interesteng to others...

http://quadrajetcarburetors.com/

I already have better tooling than they do for restoring throttle bodies, but I've never seen this jig for straightening the air horn and the bowl.

Anybody ever try it?

I tried bending, twisting, pressing, and sweet talking mine, but it won't straighten out.

 

Tom -
Never seen that one before, but it looks like it would work... Why don't you buy it and try it, and if it works, I'll borrow it from you.

 

Sounds like a plan.... we can then have "The First Annual Warped" convention. Who knows, it could go big like Bloomington. People have been telling me I'm warped for a long time.




Here's some more on it:

http://www.industrialnewsupdate.com/...s_barker_u.php

 

Well thier rebuilt carb prices are kind'a hi. Higher than a brand new Edelbrock copy. I would insist on a money back guarentee. No maybe i'd just buy new at those prices.
But really i'm guessing there's some knowlege of metalurgy involved to understand the stress relieving in those different metals. And thier site says nothing of what causes warping or the fix. As what temp and press for warping those types metal? How to heat treat? Under how much press to flatten. Why won't it just warp right back again?
Didn't like thier claim that every Qjet has throttle shaft leaks and need to be fixed. Well most carbs do have a tiny amout of leakage there but not enough to make an effect - unless excessively worn out. Even Doug Roe wrote that shaft leakage is rarely a problem. And what $40-$60 just for a bushing kit? U would think that would include the labor also.
Now that a brand new fuel injection system is in the $1500 range it looks alot better than a $600 rebuilt carb.
cardo0

 

I looked at that site and any company that can not spell correctly is mighty suspicious to me.
DB

 

The carbs do warp... I have one off my own 86 Silverado. The top will not seal to the bowl. Gave up on it and replaced it with a Holley. But.... the re-plumbing was a bit tricky to get all the emissions equipment hooked up.... which I absolutely must have operating.

Would have been cheaper time wise to just have that de-warping equipment.... if it really does work.

On the throttle shafts.... they don't "all" leak initially, but over time & distance they do... just like Holleys. I do this repair all of the time for customers, friends, and members of the local Vette clubs. If you haven't had the problem with your own carb and haven't seen the difference a repaired carb makes, then you won't relate to the problem. People are amazed at how well their old clunker Q-Jet performs after I repair a leaky throttle shaft. I'm still amazed myself. Saves a lot of them from the dumpster.

The equipment I use is the K-Line KL9315 (5/16) and KL9316 (3/8). This kit has piloted reamers which are absolutely essential in getting/keeping the shaft bores in alignment. Othewrwise, the shaft will bind after the repair. Just got off the phone with Lacey Williams Equipment (NJ).... ordered another 2 boxes of liners.

Replacement musclecar Q-Jets are getting expensive. For restoration, the correct, dated carb is essential. This is true for Ford, Chrysler, and Chevy. I'm thinking about buying that equipment, but it's only good for Q-Jets. Like you said though.... the metalurgy aspects aren't quite clear to me.

On the EFI--- I lust for the Accel DFI. But I'll have to repair a truck load of Q-Jets to be able to afford that bling.

 

have you put a straight edge on it to check ???

 

I tried to make the carb "work" for 4 years.... it is definitely warped... and I have accurate equipment including several "machinists" straight edges (used to own & operate my own automotive machine shop). So... yes... I used a straight edge on it.

The cover is warped at an internal location that needs to be sealed... it's a "semi-electronic" version of the Q-Jet (Factory original carb).

It's also warped corner to corner.

Apparently we "warped" the web site.... as of right now, it no longer works. LOL

 

wow, that is bad luck i have problems with them but not that,,, most of mine are tuning,,, me in the engine bay

 

If your buying shaft liners elsewhere then i imagine those Barker prices are hi. And i haven't tried any shaft repairs myself but have them on the radar screen though it maybe yrs out. But i just picked up 3 good Qjet cores at a swapmeet recently as i mistook them for 800cfm units - found later the 800cfm bulges are bigger than in the 750cfm carbs. Well for only $5 each i can find a use for them later - ya know how that goes. BTW 1 of my new Qjet conscripts is an older casting without the stamped number or id tag - that 1 made last in line for a rebuild. What the heck for $5 i can make a practice piece out'a it.
BTW those 4MEV 'lectric Qjets are all over the swapmeets and boneyarsds out here Tom. If ur not in a hurry PM a good number or number series and i'll see what i can find for $20 or less. I've been tempted to start picking those up as they will get rare before long - thier computers too.

As for metalurgy it is common practice to normalize chromoly to relieve stress on aircraft tubing. I talked with a certified welder 'bout this and he said no more than 600*F for chromoly steel and i would imagine carb aluminum or other carb casting metals would be a much lower temp. But this is just talk as i have no references for this and suggest to anyone they visit a tech library for research here. But maybe using a small 500*F broiler oven for this sounds to simple to be true.

Good night. cardo0

 

I haven't priced any of their "liner" equipment because my tooling requires a specific liner from K-Line. There are several different companies selling throttle shaft repair tooling & bushings and the liners/bushings are not interchangeable among them... once a carb has been machined by a particular method & tooling, it cannot be machined or re-bushed by another vendors equipment or bushing. I have several Q-Jets on hand that I cannot service with my tooling because they have already been serviced (bushed) by someone else using different equipment. So much for standardization. The snag is the reamer size & OD & length of the bushing.

The carb I need to "de-warp" does not have the idle control solenoid... it only has the dual capacity pump control. So it is not a "true" electronic carb... only half electronic... not computer controlled. The pump chamber volume is controlled by a simple temp sensor.... cold, full shot.... warm, half shot.