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Nick's Garage from Canada, put a 1050cfm Holley list 4604 three-barrel carb w/vacuum secondaries/discharge nozzles on a 427 Chevy, and dynoed it.

here is a model 3916 Holley, 950cfm, 3-barrel carb, with 4 booster venturis, compared to 4064 Holley, 1050cfm, 3-barrel with 2 boosters on primary, and 2 discharge tubes on secondary- comparison they just removed the booster venturis from secondary side altogether, less obstruction, more flow...

I picked up a #6090 for $75 stripped. all it had was 3 castings, and primary jets- nothing else. I'm going to build it using others for parts.

yes, the 950 3-barrel had booster venturis. I just picked one up for $65 the 1050 3-barrel had secondary discharge tubes, without booster venturis. that's how they picked up an additional 100cfm, making it a 1050 cfm. the trap door carbs were a 1960's Holley racing carb and short lived fad...

Bewy- IMHO, with diligent custom work to jetting, metering rods, idle/high speed air bleeds, the 72-up TQ carbs should be able to come close or equal the early CS carbs. The Mopar BB dyno test proved that. It was a list #6922 ? TQ carb if memory serves. It's not difficult to drill/tap for...

on the subjects of discharge tubes vs. booster venturis/nozzles, the old Holley 4604 racing carburetor, 1050cfm, was a 3-barrel with secondary discharge tubes. they were used in racing, including NASCAR. 1969 70 #4604 HOLLEY 3BBL CARBURETOR 1050 CFM DATED 982 Edelbrock Mark ll | eBay

what's this all mean ? bottom line- if you have a 72-up carb, it's a lean carb right from the factory. 75-up was even worse. be prepared to mill, fill, and drill.

this guy hit the nail. truth is, what he did with the air bleeds/idle feed restriction was illegal for car manufactures to do from 1972-onward, the cars could not be sold legally in USA. however, prior to 1972, this is how all the carbs were set up as the industry standard. that's just how...

I'd suggest taking one of the CS carbs out of your collection, measuring everything, and comparing it to the 72-up carbs. Epiphany still strike. There's a good reason those later carbs are $50-$100 each on Ebay.

agreed. that means tightening up the secondaries spring, and richening it up, and removing all the emissions controls- usually. you may take the bog out of it, but with the stock jetting, air bleeds, it's still lean a/f ratio. all the carbs were set up and designed lean for each specific...

that's not the original 1969-71 CS carb if advertised that late, they stopped making those in the 1970s. they made AFB/AVS copies and also called those CS throughout the years. the 9800 series was called a CS around 1980-onward. or it was new old stock NOS early CS carbs that were sitting on...

Bewy, if you sent your carb to a pro carb builder, believe me, he'd be changing the air bleeds. that's why modern Holley, QF, etc. carbs, all have tunable air bleeds, threaded in. it's become the standard of the industry. tunable threaded emulsion bleeds in the metering blocks on a Holley...

Bewy, the 72-up TQ carbs use the Aerosol design on the secondaries until 1984. if you're using that carb, you're already using that design. millions of Chrysler cars used it during that time period, and any surviving running 4 bbl. cars from that era, are still using it, on the secondaries...

ok thanks for that info.

ThermoQuad tuning at Cruise

yeh I wouldn't mind trying one of those Aero carbs

notice in his 3rd tune/test, all he did was reduce air bleed by .017" rods/jets stayed the same. presto- magic. that's how fine an adjustment we're talking about. pin drills. think of it this way- changing jets/rods, reading plugs, is hot rodding 101. getting into the various air bleeds, is...

more 1) thread_1 2) thread_2 3) Dippy.org thread

here check this out Carter TQ carb tuning - now with improved 'computer technology'... So below are 3 separate runs: 1) baseline run, stock setups as follows: ROD = 2110 JET_P = 95 JET_S = 137 AIRBLEED = 65 2) RUN2, moved to richer rods resulting in 8% more fuel @ cruise and 5% more @ WOT...

maybe...somewhere...buried. that's why I posted the pics of the actual carbs, and air bleed locations in both types of carbs. basically any carb has the same circuits/air bleeds. you have to buy one and look at it. ephiphany will strike.

that was my plan all along. I have a drill index, and spare carbs for parts.

you are confusing the 72-up carb design, with the earlier CS design. they are not the same. the 72-up carbs merely have a hole in the lid for metering rod guide, that is above float level, that's only more bowl venting. the metering rod passes through empty space and through the fuel in the...

metering rod to carb lid bushed metering rod hole interface. it's a very small air bleed, but an air bleed nonetheless.

I just noticed, on early 69-71 CS TQ carbs, primary metering rods go directly into the main well, through a vertical passage directly above the jet, the jet is screwed into the lid at bottom of main well- main jet, metering rod, main well all share same stanchion/passage in direct vertical line...

those are interesting points. there was no outer booster ring on the 1000cfm CS TQ. but there was an outer booster ring on the 850 CS TQ. spray bar holes- it appears the Aerosol carb design may use them, to fill the entire carb throat with a more even distribution of fuel. TQ vs Qjet dyno...

4972 71 340 MT (3512820) 3074 3125 655 1-3/8 6 4973 71 340 AT (3512821) 3074 3125 655 1-3/8 6 6138 72 340 MT F (3614122) 4095 5137 1940 1-3/8 1 6139 72 340 AT F (3614123) 4095 5137 1940 1-3/8 1 6144 72 340 AT Export 4095 5137 1950 1-3/8 1 6318 73 340 MT F (3698327) 4098 5137 1962 1-3/8 1 6319 73...

that's where I saw the dashpot vacuum feed fitting with small tiny hole...the early CS carbs have it

pinned out bleeds and idle feed restrictor on early CS 1000cfm TQ lid. .034" idle feed restrictor .028" primary high speed air bleed secondary high speed air bleed- .020" falls in loose and wobbles, .024" won't go in- so it's around .022" idle air bleed is in usual place facing backward in air...

another big new "breakthrough" but in reality, just using the secondary discharge tubes from a Qjet or TQ, in all throats of a 4bbl carb. getting rid of the booster venturi cluster altogether also means more airflow. we're seeing a lot of these "breakthroughs" lately...rehash of 50-60 year old...

C&S Aerosol Billet Carburetor Modifications C&S Aerosol Billet Carburetor Modifications Address Basic Flaws in the 50-Year-Old Conventional Design. Stock Holley discharge nozzles are very close to the throttle plates. This creates a fuel-distribution problem at part throttle. Throttle plates...