quickfuel carbs
 

lately their has been a lot of talk about carbs,be it a out of the box or a carb from a custom carb shop.i have been suggesting quickfuel carbs for a few reasons,1 they are a quality part for a reasonable price.2 i have bought and installed quite a few of them with great results.just for the record i do not own quickfuel,i don,t work for quickfuel,i am not paid to promote their product.my reason for recommending quickfuel carbs is not from a emotional or personal standpoint,but it is because i feel that you can not get a better carb for the money,in fact i feel one could pay a lot more for a lot less.i would like to hear about the issues you have had with your carbs weather it be quickfuel,or any other brand,yes even the custom built from a carb shop carb.their are a lot of different brands out there to choose from so let,s hear about yours.

Here's how I look at things.

BAck in the day, 1000's of people thought Quadrajet's where junk. Doing a poll (since I've worked on vehicles my whole life) I noticed most of those people understood Holley's better.

Also, 1000's of people thought Holley's where junk. Doing the same life long poll, I noticrd most of those people understood Quadrajet's better.

As of 20yrs ago to the present, 1000's of people think EFI is junk. Doing the same lifelong poll, I noticed most of those people understood carburetors and distributors better.

As of 10yrs ago or so, 1000's think all carburetors are junk. Same lifelong poll, I noticed these people didn't understand carburetors at all.

In fact, I'm probably near 50+ customers who are scared ****less of a carburetor, yet they are unbelievable at specing and tuning their own EFI system.

So....when someone comes in or calls and asks what carb or EFI system to get, I simply tell them the best system is the one you or the person doing the tuning and repairing is most comfortable and knowledgeable with.

Quite easy actually. It just makes perfect sense.

yes,but a lot of people will recommend one over the other for a varity of reasons.not all are as open to options as you are.i would never tell someone that a carb is no good and they need efi,nor would i tell a person that efi is no good and they need a carb.it is a personal choice,kind of like if you like a ford vs a chevy,they both will get you to your destonation.

Did I miss read ? or is this a carb thread :offtopic:

I've never understood using an 'out of the box carb'. It seems silly that one would bolt on that crucial piece and just ride off into the sunset.

Are big engine carbs just that much less sensitive than motorcycle carbs? That's the background I'm drawing from.

Edit: read this thread before the carb'd 540's thread. It reinforced my point.

we all know it will get derailed but the efi thing sb posted is relevent.before the end of the day only god knows whear it will end up.lol.

I'm pretty stoked with my QF carb. Still working out a few details but otherwise I went from hating carbs to appreciating it's simplicity for the casual boating that I do.

Ya, Im just messin with SB, is quick fuel the manufacturer or style of carb, I could goog it but that wouldn't help someone else who had the same question, I run EFI, I'll watch this and learn.

Some carbs can certainly work better "out of the box" than others. I myself, would never bolt anyones carb "out of the box", and go run it without checking overall tune. Doesnt matter if its quickfuel, holley, or a "custom built for the application by a carb shop" carb. There are ENTIRELY too many variables when it comes to a carb being setup for a custom engine. Altitude, temperature, cam, heads, cubic inch, etc etc.

I dont think Mike Tkach is suggesting anyone go buy an off the shelf carb, and go run it without checking the tune of the carb. I believe what he is saying, is he feels the quick fuel carbs offer very nice hardware, and in his experience, have ran very good out of the box. Meaning, the carb needed minor adjustments to be right. The only way to determine that, is well, by checking the tune, whether on a dyno, in the boat with 02 sensors, etc.

The things I personally look for in a carb, are

A, its airflow capability

B, its overall features and quality of hardware

C its tuneability

D its cost

Holley's new line of Ultra Gen 3 carbs are pretty sweet, so are quick fuels for a high performance carb. There are also lots of good carb guys who can take a basic carb, and modify it, and make it work well. There are also lots of bad carb guys, who can take a basic carb, and modify it, and make it work like chit.

Holley manufactures carbs. Plain and simple. They have been doing it since the 1800's!!! Manufactered over 250 MILLION carburetors since then, from oem cars, to airplanes, to boats, high performance engines, you name it. But, like any manufactured product, there will always be someone that can improve on it, or at least think they can do it better.

Here's a couple pics of quick fuels carbs, and their typical metering block.

ok so my ? is since quick fuel was bought out by holley what are you really getting..??

I remember hearing that. Mike Tkach and I were at the Race expo and asked the guys about that at the quick fuel booth. They said that was untrue, and holley does not own them. Who knows whats true with that. I know they def don't use the same main bodies in their carbs.

The new ultra gen 3 dominators are supposed to be pretty awesome. Available from 950-1475 CFM. Completely redesigned fuel bowls, with more capacity, drain plug, skirted boosters, TPS mounting, idle air bypass, all new main body, all aluminum/billet construction, Check out some of their features. They look pretty bad azz.

http://documents.holley.com/flyer_ge...atorcover2.pdf

When it comes to basic garage mechanic maintenance the Holley has it all over the Q-Jet. To change jets one wrench and a screwdriver, no metering rods and no linkage to fiddle with and clips to loose. The float is adjusted externally in a dynamic state. And did I mention you re-use the float bowl gasket when jet changing.
Most say the responsiveness and mid are better on Holley also, I will leave that topic for the experts to iron out.

Generally speaking, I think our needs (power levels), have outgrown the quadrajet. BUT, they certainly had their place, and performed very well. Everything from a hot 455 Buick that went to the strip every weekend, to the station wagon mom drove to the store.

The average boater who today is building 600/700+HP custom engines, the quadrajets just aren't gonna cut it from a fuel delivery standpoint. Would i run one in a chevelle with a 500HP big block setup that I drove to car shows and what not, for sure.

Back when I had a 78 Trans Am with a built up Pontiac, the car ran better all the way around with the quadrajet than it did with the 3310 holley I had. Better idle, better response, better economy, and a tick faster at the track. This was just a weekend summer car I'd drive and go to cruise nights and what not. I vaguely remember changing metering rods, rod hanger, etc...Couldnt tell ya whats what on them anymore. Its been a long time. Maybe SB could. I just remember different letter hangers maybe?

After 750 cfm requirements it's a Q-Jet delete. No option.

Holley bought Barry Grant carburetors a while back.

QF was guys that where at Holley for a good amt of time.

Unless something currently took place as for Holley buying them out - I always understood it that they left Holley and started QF.

this link says some info as well.

http://www.offshoreonly.com/forums/d...l-carbs-3.html

I came from a backround where I tuned everything with a laptop .. never touched a carb. Thought they were ancient tech. More I learned the more I think they`re ok. EFI is the way to go but my own pockets just aren`t that deep.

I bought two new QFT 850 "marine" carbs 2 seasons ago. Halfway through the first summer it was obvious the linkage and springs weren't designed for marine use - at least not ocean use. They rusted very quickly. Not happy they were sold as marine and don't use stainless steel parts.

I have holley "marine" carbs. Nothing stainless steel on them either .

i am pretty sure fixx is right about holley bying qft.holley has been bying companys up lately.i don,t think anything has changed since the change of ownership.i also agree that the new line of carb from holley is bad azz but the prices are a little out of line for most guys.it i still hard to beat the quickfuel line of carbs imo.

Not that I have much time on mine yet, but so far love the idle, and so far been good on Wideband, gotta get more time and see WOT hope next week...

I just bought a blow thru from them, in the process of tuning right now, they are very "adjustable" so film @ 11 for me...

Went to replace plugs in a well modified sbc boat Sunday. 6 or so years since it has had them replaced.

Damn things looked so new you couldn't tell they have ever been run. NGK V Power series. Barry Grant carb I quickly dialed in way back when.

EZ do you know what the primary and secondary main jet sizes are? and is the seconday Power Valve have a block off plate?

comes with 74 pri, 84 sec, no rear power valve, they do have 4 window power valve in pri and changable restricters for the power valve circut. right now we are to lean @ wot and to rich @ idle, working on idle air bleeds as well as idle feed on idle side, power valve resticters and jetting for WOT, cruise is good, and we are using a wide band in #5 header tube and now works like a champ...

you sure he didn't replace them before you.:)

EZ please clear your PM box!

The shop that dyno'ed my engine had a guy working for them who used to work for QF. We ran a "steady state" test on my motor at around 3500 - 4000 RPM with a pretty good load on it to see if we had any lean spots or other issues. We found that it was getting pretty lean in this range. Since the WOT AF ratios were in line, he didn't want to simply go to larger jets or a different PV because he thought it was more of a fuel distribution issue with running a single plane manifold with only the primaries open. So he changed the secondary linkage from progressive linkage to straight 1:1 to get the secondaries opening a little sooner. It did correct the problem - AF numbers fell into line throughout the operating range. I was concerned that this would cause me to use a lot more fuel, but did not observe that at all running the boat - since I had additional throttle opening in the secondaries, it meant that the primaries did not need to be open as far for a given RPM range / load. Basically the same airflow and fuel was going through the engine, but now it is more distributed to the rear cylinders.

Wondering if anyone else is running the 1:1 linkage on their secondaries. Thought I saw someone mention it in thei thread or another that I had seen recently.

Interesting Idea that I will play with once I get mine back in the water. I bought a Pro Systems 950 and wished I had bought a QF. I'm working off of spark plug color since I don't have an O2 option. I've been tuning for 2 seasons. It would barely run when I got it. I've heard good things about the new Holleys from guys who took them out of the box and checked them on the dyne and the numbers where spot on, just haven't heard as much about QF.

Have you had to to play with the high speed air bleeds?

I am believer that trying tune without a 02 is like pissing in the wind..

I have not yet, as they will effect the cruise AFR as well, so trying to dial it in the power valve channel and secondary jets, but I have air bleeds ready if need to...waiting on the idle jets now from summit...will clear PM

Agree, but those of us running Lightnings apparently have no option for this, as has been documented on a couple of threads. Would love to have one on my boat, but too tapped out to spring for a set of Stainless Marine manifolds, along with the transom surgery that will be required to relocate the openings to make them work. Wish there was an easier way.

There are lightning headers on this boat, we had a bung welded in the #5 primary tube about 10" or so from the flange and its been working great, havent killed a sensor since putting it in this location.

I had lightnings with a bung .. ran 02`s full time

we have the silent choice ones and the water dumps so close killed 02's quick, changed to the tube and been great..

EZ what CID is your rngine and cam specs, reason is I'm trying to help out a buddy with a procharger running very rich. anyinfo you can send oour way would be greatly appreciated. Don't ask who did his carb!! if we can get it to run right then I will tell you.. It is NOT a QF carb,. they seem like real good folks.

EZ, I'm too lazy this morning to go looking for your thread on the O2's and the Lightnings. Can you elaborate on the tubes? Feel free to PM me if you want to take it offline and avoid further derailing the OP's post. Thanks.

My buddy had some 1200HP procharged engines. Prosystems carbs built for his engines. They would blow black smoke trying to get on plane, foul plugs, and were a real mess around the docks. After some tuning, they got better. Also Found out standard single needle and seat carbs weren't enough for that power level. . Then he switched to C&S aerosols with dual needle and seat bowls, it was like a different engine.