I am looking to replace my Quadrajet Carburetor with a new Edelbrock Quadrajet Carburetor. I own a 74, L-82 Manual Transmission. Does anyone know the correct Edelbrock carburetor for my car. Here is a link http://www.carbs.net/Rochester.asp

I was looking at the Q-JET SERIES CARBURETOR - 4MV - 1974-78

Thanks for your help!

 

Edelbrock 1902 should work. But what's wrong with your current carb that motivates you to replace it?

 

Had the mechanic look at it and he could not fine tune it. When I did more of a background check on the web I found that the part # should be 7044211. Is that correct? If so, that number did not even come up in the cross reference list located on the link I provided above.

 

There are very few mechanics left who know how to really work on QJets. I made the mistake of running out and buying a replacement QJet based on the advice of so-called "mechanics."

The Edelbrock replacement carbs are very much a "one size fits all" solution. Only 4 carbs to replace a massive variety or OEM carbs!

Be patient. Perhaps Lars will see this post and make a suggestion.

 

Yes...a 7044211 is correct for an L82 non CA emission and CLR engine suffix code.

 

Thanks for the info. Now the goal is to locate a new carburetor.

 

post the results

 

The Edelbrock 1902 is a replacement for your '74 Q-Jet and will work fine with some minor tweaking. But what carb number do you currently have, and why can it not be set up right..? As long as the carb is not damaged or set up with incorrect major components your existing carb can be set up and tuned to provide an excellent level of performance regardless of whether or not it's the "correct" number. If you give me the number on your current carb I may be able to recommend a setup for it.

 

Thanks Lars for the information. I sent you an IM with a few other questions. I spoke to a representative from Edelbrock and he stated that the 1902 is in fact correct for the divorce choke style and part 1903 is correct for the hot air choke style. I am not sure which one I have. However, he did tell me that Edelbrock has discontinued these carburetors.

 

Been trying to post to this thread for about 4 hours, forum is killing me today.

Anyway, couple of points:

- Hot air choke has a tube that goes from the choke into the intake (I had one on my '75), divorced choke has a coil spring on the manifold attached to the carb by a rod.

- Q-Jet's are reasonably easy once you know what to do. Doug Roe's book "Rochester Carburetors" is invaluable for its pictures and rebuild info and Lar's tuning papers (www.corvettefaq.com) give great insight into tuning.

- Rebuild kits are still available and Edelbrck has a limited selection of jets and rods available for tuning.

I recommend getting the above references and diving into this yourself. There is a lot of satisfaction to be had. That said, I am only 45 min to an hour away so if you need help or want to get together to wrench on it let me know. Though, it would probably be better to get Lars out here on a "Tuning for Beer" stop.

 

01 -
1974 is a divorced choke setup. Hot air chokes were not used until 1975. 1902 is the part number you would want if you need to replace your existing carb.

Steve -
Some of the DC-area guys are wanting to do a Tuning for Beer Tour out there. If this comes together we'll have to talk..

 

Thanks again Lars. I checked the number on my current carburetor. It is Rochester Quadrajet 7044211FD. Thanks to all for posting and helping me out.

 

I just spoke to the guy who rebuilt my car in 1982 and he stated that the 750cfm would be to much for my car. Any truth in this?

 

No. You seem to be surrounded by people who are misinforming you. There are lots of people wandering around with only half-informed knowledge, and they're filling your ear with stuff & nonsense.

Although the statement by the previous owner would be true for a square-bore carb like a Holley or an Edelbrock Performer (aka Carter AFB), it is not true for a QJet. This is due to the ingenious design of the QJet. There are two main components to the QJet which bear this out. First are the small primaries -- they are efficient and will work with almost any engine from a small V8 (or even V6 in some applications) to a monster motor. Second are the large secondaries with the unique air valve system (the plates on top of the secondaries). The air valves allow only as much airflow as the engine can reasonably accept -- in essence giving the carb a "variable cfm" function (for lack of a better term).

Almost all QJets were in fact 750 cfm, and were used on a huge variety of GM engines. (There were a few 850 cfm units produced, but we won't go there tonite.)

Go buy a copy of Rochester Carburetors by Doug Roe. It's available at Amazon.com. It explains this in much more detail than I could ever hope to explain.

--edit-- The QJet has small PRIMARIES. Last night I misstated and got 'em backwards. Oops...brain fart.

 

What are the symptons that require the carb to be tuned? It may just require a quick tweak or rebuild.

Like I said before, I am reasonably local and more than willing to help out. That is what this hobby is all about after all.

 

01 -
Carb 7044211 is the correct carb for your car. I would not replace it - it can be set up to provide an unmatched level of performance on your car. This is the 1974 350 Vette Hi Perf carb, and it's highly desireable.

750cfm is not at all too much for your 350. Your 7044211 is a 750 cfm carb. I run a 750 mechanical secondary Speed Demon on my 350, and it's the best setup I've ever had on the car. No problem running 750.

If Steve is able to help you out a little, I'd take him up on it - he's pretty good with the Q-Jet, and I've worked with him in the past. We trade notes back and forth quite a bit on Q-Jet issues and setups. You can also send the carb out to me and I can go through it, set it up, and test it for you.

 

I would rebuild the carb, as long as the carb is not warped ie. over tightend bolts. I used Doug Roe's book and Lars paper. I rebuilt my corvette and truck carb and everything worked out fine. When I first started I purchased a complete carb from the junk yard for cheap and used this for practice and I guide when going through Doug Roe's book and Lars rebuild paper. Since I rebuilt my truck carb just last week, my confidence level is up their and I have no problem working on this carbs anymore. If you have any problems or questions ask Lars, he's the expert regarding these carbs. Good luck

 

Lars,
Thanks for the vote of confidence. I am still running the 74/47 main combo with new HR276 roller cam. Works pretty good. I have a little stumble if I floor it at 2500 rpm or so. Starting to think about EFI or a 750 mechanical sec Demon. Car could use some Lar's magic.

BTW: Wife wants to retire to CO (six years till my 20 in the NAvy is up) so have a place in the CCC for me.

 

Steve -
Have you tried dropping that primary rod size down a little? Either that or run your jet size up a few notches - might solve that stumble for you and give you a little better performance with the HR cam.

The CCC has a spot at the bar for you. C'mon out!