joshwiles

Hey guys, I'm about to start my swap from cross-fire injection to quadrajet. I was just curious about what kind of #'s I can expect from a good 4 barrel quadrajet and edelbrock intake? Also, with the manual TCC switch, will it disengage when the brake is pressed and in 1st gear?

rodj

Depends how you have wired it up

joshwiles

ALDL Connector

rodj

To ground through a switch ?

If manually engaged by switch , TCC will disengage anytime foot is on brake and will be engaged in any gear at anytime when the switch is closed ( to ground)

joshwiles

I was under the impression that 1st gear was an exception and that it enabled in 2nd even if the switch was closed to ground. But according to what you say, does this mean when i'm going down the interstate and step on the brake, it will re-engage as soon as i let go?

vetteoz

Correct
Exactly the same way as if the computer still had control and it had the convertor locked up before you braked

Confused.
If switch is to ground, TCC will be engaged anytime

(Unless TCC control is through other switches like a 1st gear or temp switch in the trans.
Many different configurations of wiring in trans dependent upon model trans was used in; need to look in your FSM to see how yours is wired)
4th gear switch shown in diagram below is only a indicator to the computer that trans is in 4th ( or not );
has nothing to do with TCC

TCC terminal on ALDL is only a test feature to check TCC operation

bwiencek

*assuming* you're ditching the ECM control then it depends on the internal trans wiring - stock on most there is a low gear cutout to prevent application of the clutch in 1st but it will immediately lock up in 2nd-4th if power is just applied to the circuit.

Look up 700R4 wiring diagram on the 'net and you'll find dozens and dozens of drawings for "standalone" 700R4 wiring - some basic 4th gear automatic lockup only, some using any combonation of the following:
- vacuum switch to disengage under heavy load
- Brake light switch tripping a relay to cut out lockup
- dash-mounted switch to manually lockup
- dash mounted switch to turn off lockup
and probably more I can't recall right now...

Also - there is the hydraulic solution since you've got an early trans (assuming it's not been swapped with a newer one) - Sonnax sells a kit for it - 4th gear lockup only, no wires to run or worry about...

Crepitus

As far as numbers, you should be in the ball park of a ported crossfire intake. If everything is working right I would expect about 225. The cam is tiny, stock exhaust is marginal, heads aint much better. The shock short block should have forged pistons and a decent pan. If you can spring for a cam, headers, 113's, good intake and a 650 a nice torkey 350-375hp should be pretty easy.

Tom400CFI

Depends on a lot of things...including which Edelbrock intake you choose. I'd say that you'd be LUCKY to hit mid 14's in the 1/4 mile or about 240 chp...which you could accomplish with the stock injection system for labor only.

davenbocafl

i chanced mine over to a 670 avenger holley, first phase was carb, edlebrock intake, roller rockers and accell distributer, it was about 330hp. phase two was trick flow heads,summit cam and hooker comp headers and went to about 400/405hp

davenbocafl

some photos

rodj

You picked up 100Hp with a carb swap ?
Dyno sheets?

davenbocafl

yes, the 350 short block with a good intake and carb along with good exaust can make alot of hps, look at the 327s /340/350/365hp
or the 350s /325/350hp, i just brought it back to early days when things were simple and dependable. what was the advertised hp on the original 86 vette, 230hp? it was under rated but the intakes wouldnt flow any air at all because of gov

rodj

Taking into account the recognized deficiencies of the stock L83 cam and weak heads I would say most knowable guys would call you out on that 330Hp claim from just a carb swap on a Crossfire engine

Sure the early motors made big Hp but they had big valve heads and hot cams to do it

Compare
L-83 Cam #14044613 202/206 @.050 .410/ 423
L79 350/375 hp ( solid cam IIRC ) 254-254 @.050" .485" lift

http://www.nastyz28.com/forum/showpo...94&postcount=8

cv67

Wonder if he means plus that # at peak which would be higher than the stock intake.330, dunno about that but regardless a nice improvement over stock. Love a carbed motor without al the wires and garbage in the way (flame suit on)

davenbocafl

NO, accually the vette heads flowed more air and both had 1.50 ex and 1.94 intake valves except for the 327/ 350/365hp they had 1.60 ex and 202 intakes
The cams your right the stock vette cam runs out of steam to fast, but just stick the old 098 dondofe and they all come to life

davenbocafl

not to mention repair cost, carb is about 1 tenth to computers that do nothing

rodj

Meaning what?

Debate is not about Carb vs EFI.
It is how you claimed to have got 330Hp from a carb only swap on a CFI engine?

cv67

Translate


Well, they actually do a lot and can tune better than a carb but FI isnt for everyone..neither are carbs

davenbocafl

i use to run F/G nhra running a carberated 283 at 620 hp on carberators but of coarse that was the good old days, you couldnt just go out and buy hypo heads then ,you had to make them