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Yeah that's not a small tuning problem, if you have another working carb perhaps replace it and see what happens, you could use the same technique on your ignition box. It's just a good way to eliminate big chunks of the equation instead of being all over the place.

1974 360 HP automatic transmission. Large primaries.

Okay I'm going to throw my not sure in here, I thought that all post1970 340 cars were small primary tqs

I don't know if tunnel Rams and twisties are a good combo in my opinion. The higher you set the carburetor up the larger amount of angle you will have from suspension depression or other forces caused by cornering. For that reason keeping the carburetor low and simple would seem to be your best...

Get a good flashlight look down the primary barrels of the carburetor as you give it a couple quick pumps you should have a strong flow of fuel from the accelerator pump. You could also put a clear fuel filter in the line near the carburetor to assure you of adequate fuel to the carburetor. Also...

There is going to be several factors that determine when the outboards come in. I use yellow springs which a factory springs I also use a fairly gnarly hydraulic cam but I guess to keep it fairly straightforward I would say generally at wide open throttle around 3,000 RPMs. The outboards...

I see you're point but to me time is money and the amount of time and work that it would take to make a good manifold out of a POS as described would really drop the price. I'm totally shooting from the hip

Perfect condition 450$. good, condition 200 ish.

That's a great carb for a weekend warrior probably not your first pick if it's a daily driver lack of a choke being one reason. But if the car is running right and functioning like it should you're not going to do much better for WOT horsepower

I agree that tuning is 95% of the setup the Mopar Bible still lists the 750 Holley vacuum secondary as the go-to performance carburetor for all around. It's hard to argue with the initial hit of a double pumper when set up right with the right combination.but a vacuum secondary is set up...

Vacuum secondaries can be set to just about any camshaft unless you're going solid roller or huge flat tappet. I love vacuum secondaries for the street when working properly they're a thing of beauty like a six pack, I've also run mechanical secondaries with great luck especially with high rear...

In my opinion the six pack is a labor of love and almost a constant learning curve. When everything is working correctly it's pretty Hardy but definitely more complex than a single four barrel set up I've been working with mine for about 5 years now and feel I have it dialed in pretty darn good...

I'm sticking with my original opinion.. m1 by a hair :mob:

Yes basically that is my feeling. When you add a 4-inch stroke to a motor you instantly add over a hundred foot pounds of torque all of a sudden six or seven pounds of torque that is gained by a dual plane seems not that important. But there's no arguing that a RPM air gap is a top notch...

Not to argue the point but if I recall and I no longer have my MP Bible s***! Those recommendations were for 340 360 cubic inch motor I feel when you throw a 4 inch arm in the mix unless you're dealing with a heavy pig of a car there's no real advantage/ need for a dual plane manifold ? imo.

I don't think you'll see any noticeable difference one will be a little stronger down low a little maybe, and one will have a small advantage on top equals personal preference. Both are very good manifolds and due to the strong torque of a 4 16 you're not going to lose anything on the bottom...

Okay I just looked it up that's the strip pump I used to run that pump with my T quad for years with no regulator and no problems but have never run it with my six pack.

I'm not sure which model that is if it's the muscle car pump I run that pump with 3/8 line on my six pack no need for a regulator. I'm not a fan of the 5/16 factory line. Six pack needs volume not pressure.

Best throttle response avs 650,best top end power 800 .I have ran them all on 340s but you just can't beat a well tuned Thermoquad for all around performance.

Thank goodness I've never had to deal with that but I would think that ignition efficiency would be huge to assist with the burn

How do you know that? I just don't trust timing marks that's why I would use the vacuum gauge method and then compare it to your timing mark, timing marks can lie vacuum is telling you what the engine is actually doing just my opinion.

I have encountered similar problems and results from not enough initial timing. I would suggest bumping your timing up a little and see if that starts to clean it up I would continue to do that till you reach maximum manifold vacuum then back it off maybe a smidge and see where you're at.

I'm sorry krazykuda that is incorrectI. really don't know but I just always wanted to say that LOL

Well if the Jets are leaking pass o rings it'll be really obvious because the manifold will be soaked inside , but that very well could be the problem.

Usually fuel pump problems will show up at low RPMs or starting, something else to check.

I've heard of that being a problem but I've run five different Thermo quads and never had a leaky shaft bushing knock on wood bummer!

Fact , you... Paragraph 2 thermaoquad was designed as a emission capable carburetor.and even if it did come from a testing racing background , the ones that found their way on production engines were of a emission consideration design. They are a awesome performance carburetor there's no doubt...

Yes there are metering rods , thermoquads were designed for emission style motors and if running properly are not going to run rich. I would be looking at float level, how is your timing. Also let the motor set after running and see if you have dripping fuel or a leak into the manifold that...

If at all possible do yourself a favor and get a nice small block thermoquad to go on top of your setup. That's what that manifold was designed for and is a very Worthy combination and just flat hard to beat.

Sorry I don't have any info for you I've only been in the six pack world for a couple of years and it is a 340 setup. That sure looks like a nice set of carbs to me though. Good luck on your endeavor.