What physical differences are there between an automatic coded Q-Jet compared to a manual one?
I have a 1967 7027202 as came standard on my 67 327 automatic.
Just wondering as the engine is now mated to a manual.
Also, the carb was pro rebuilt about 9 years ago by Carburetor Rebuilders. it has sat dry for a long time, and I'm not sure if it's working right. It is fussy at idle and at one point was way rich. Better now, but it likely needs a kit.
I'll do it myself this time, I've done a few in the past.
Any particular kit that I should look for, and any good tips to remember?
After the pro rebuild, sure looked nice!
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65 Laurentian post, 67 Grande Parisienne 4 door HT.
Here's the two pages with the 2 carb breakdown side by side. At a glance the only thing I find is the float bowl part number, base plate (linkage difference maybe?) and the metering rods.
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1966 Strato Chief 2 door, 427 4 speed, 45,000 original miles
1966 Grande Parisienne, 396 1 of 23 factory air cars
The auto carb would have extra linkage bracket on the primary throttle for the kick down. As Carl noted. Jetting maybe different but if the engine is remotely modded, ie different cam, you may want to fatten up the jets a bit anyways.
Only main difference will be the distributor vacuum port. On an auto it is full vacuum, on a manual it is ported. Generally once you get into cars with carbon/charcoal canisters there is no longer a difference, they are all the same as you need ported vacuum to operate the canister purge. Generally these have a full vacuum port (often at the back) that has a plug in it on manual cars, and the dizzy and canister share the front port via a T piece.
Just to expand on the factory full vs ported vacuum on auto vs manual. The auto uses full vacuum on vacuum advance so that the distributor advances, increasing the idle rpm to overcome the torque converter. This is why on an auto you disconnect the vacuum advance to set your idle in PARK. A manual gets ported vacuum as there is no vacuum on it at idle, otherwise the engine would race at idle due to the vacuum advance adding idle advance.
This is on older cars. Newer stuff once pollution equipment started to get added used other methods like solenoid operated throttle nudgers.
The revs rise as its an auto carb. The best solution is to get a manual one and get it rebuilt, and keep your original auto one aside. They are pretty cheap to rebuild if you find someone that knows them well.
Your 7027202 (DB) is an earlier 1967 model year auto non-A.I.R carb for 327/240hp, 327/275hp or 350/295hp. Just look for a 7027203 DZ (early) or 7027213 DZ (late). The A.I.R versions in 1967 are 703 prefix, but in 1968 A.I.R was across the board in the USA so they go back to 702 numbers. You'll still find the 1967 carb numbers in use in 1968 though outside the USA, like in Australia and most likely Canada. The 7027213 DZ can be found in the traditional 1967 Rochester style with the round casting on the throttle side where the tag goes, or in the 1968 Rochester style. You'll probably also find them in Carter Quadrajets but will use the 1967 Rochester casting with the circle, with the ID numbers stamped upside down compared to a Rochester. The carbs we got here on out GTS327 HK Monaro released in July 1968 were 7027213 DZ almost always with a 0048 date code on the throttle plate (4th January 1968), these were all 1968 Rochester bodies.
Here is what you'll need, but you'll find them cheaper used at swap meets:
I also can't remember where the vacuum porting difference is achieved, that is if it is done in the main body or in the throttle base. If it is the throttle base you may be able to rebuild yours with a manual throttle base. I'll have a look at a few carbs I have here pulled apart and see if it is obvious.
I believe an abbreviated/simple explanation might be: metering
Auto versus manual often entailed different camshafts, which made different requirements for fuelling.
I dabble with Pontiac Quadrajets;
I normally see that the automatic non ram air castings will have a rear vacuum break, while the manual applications will not.
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1970 Formula 400 Carousel Red on black (std) interior "no drivetrain option" car (same base drivetrain as GTO) 1:411 1970 Firebird Formulas originally sold in Canada
As far as I am aware the auto and manual Quadrajet carbs (at least for a SBC) were identical tune, they even become the same carb number once charcoal canisters are fitted. The only difference is the vacuum advance port source, and of course the kickdown for the auto trans if a Powerglide or TH350. Some have an idle compensation setup on the back of the carb, not totally sure how/why/when these were used.
On a SBC, manual and auto used the same camshaft too, for the same power level engine. From the later 60's period there was basically only one hydraulic camshaft. There was a high output hydraulic as used in L79 and L46 engines but I don't think these came in auto, only manual so only the one carb for these anyway plus I think the L46 Corvettes had an early electronic distributor with no vacuum advance port anyway.
The rear port on the Quadrajets we got here (once charcoal canisters were fitted) is for full vacuum for the distributor, and they also have the front port which is used for canister purge. On the manual cars the canister and distributor share the front port via a T-piece, and the rear port has a bung over it.
My Rochester books still show manual and automatic application numbers for Chevy's last time I checked, but I don't have that many;
My newest one is for model year 1975.
I ask this because I am curious;
When would you surmise that Chevrolet went to a "one size fits all" approach on carbs?
Typically with Quadrajets at least:
If the last number is even, it's for an automatic application.
If the number is uneven, it's for a manual transmission application.
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1970 Formula 400 Carousel Red on black (std) interior "no drivetrain option" car (same base drivetrain as GTO) 1:411 1970 Firebird Formulas originally sold in Canada
That odd and even only applied pre charcoal canister as far as I am aware, as the difference was the vacuum advance source for the port on the front right of the carb. There may be some instances through when TH350 or TH700 were used that have a difference on the throttle attachment for the cable kickdown hence the need for a different number for the auto carb. I have seen a few with a bolt on attachment though. In Australia we got the following:
These were the period where the auto and manual Quadrajets were different, and the only difference is the vacuum source on that front port. We got unique numbers to North America after the GTS327 carb as the USA went to smog in 1968, we didn't get that until the mid 1970's. Plus the 308 was a different engine to anything else in the USA at the time so got a different tune (4" bore 308ci 4BBL engine) you can see the return to a US smog spec carb on the 1973 HQ L48.
From January 1st 1975 we got charcoal canisters fitted and from then onwards there was only one spec carb for auto or manual. Auto on these were either a TH400 or a TH180 (Trimatic) which both have electric kickdown. Examples:
7045281 (1975-1976 HJ (and LH-LX Torana) 308 manual or auto).
17056280 (1976 HX (and LX Torana) 308 manual or auto).
I like to say that there are exceptions to every rule, because it's so true.
The charcoal canisters came here starting in 1970 for California built (or destined??) cars; I am unaware of any California built cars being shipped into Canada outside of one occasionally getting to the lower mainland.
Since I know Pontiac's the example of these would be is: 7040263 = Pontiac 400/4bbl 'L78' s/t - except CA 7040264 = Pontiac 400/4bbl 'L78' a/t - except CA 7040270 = Pontiac 400 'ram air' 'L74' & 'L67' a/t - except CA 7040273 = Pontiac 400 'ram air' 'L74' & 'L67' s/t - except CA
7040563 = Pontiac 400/4bbl 'L78' s/t - California 7040564 = Pontiac 400/4bbl 'L78' a/t - California 7040570 = Pontiac 400 'ram air' 'L74' & 'L67' a/t - California 7040573 = Pontiac 400 'ram air' 'L74' & 'L67' s/t - California
There after all Pontiac V8 cars (that I am aware of) had charcoal canisters.
The last Pontiac V8 application carbs still had a/t & s/t application numbers:
17056261 = 1976 455 s/t (Firebird WS4 only) 17056262 = 1976 455 a/t (full sized only) 17056263 = 1976 400/455 s/t (purported to be a 400-s/t application, but too many original owner 455 cars are reported to have this carburetor to call it chance)
I believe with a reasonable degree of certainty I have the above application numbers to be correct. I believe that the above numbers serve to illustrate how there were still divisional differences in light of you citing Chevrolet small block applications using the same carb regaurdless of a/t or s/t.
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1970 Formula 400 Carousel Red on black (std) interior "no drivetrain option" car (same base drivetrain as GTO) 1:411 1970 Firebird Formulas originally sold in Canada
As i said it may well be the auto cable kickdown that caused the difference post canister. What boxes were in those auto Pontiacs listed? If it is a TH400 something else is going on, but TH350 would explain a difference.
I believe that the only post-1975 Pontiac's (err, USA-Pontiac's) that received the TH400 were the full sized cars with 455's.
All my cited examples (except for 717056262) were Firebird application numbers.
Pontiac revised the throttle arm in 1975 so that they all* had provisions for the TH350 kickdown.
(* = some s/t applications had the bracket cut short.)
Pre-1975 Pontiac V8's with 4bbls all had TH400's - with one exception, The 1974 GTO.
For the 1974 GTO there was an add-on bracket that was connected to the throttle arm, and all 1974 Pontiac Quadrajets had a sublet modification which permitted the use of this bracket.
I have a 1974 GTO/auto carb complete with said bracket.
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1970 Formula 400 Carousel Red on black (std) interior "no drivetrain option" car (same base drivetrain as GTO) 1:411 1970 Firebird Formulas originally sold in Canada