Carter Thermoquads ~ 'More General Information'

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Great learning thread 69 Cuda, (for me anyway)
I always loved the early 340 TQ's. We always had a problem with the resin center warping on us, common or not I don't know.
 
Keith Mopar said:
Great learning thread 69 Cuda, (for me anyway)
I always loved the early 340 TQ's. We always had a problem with the resin center warping on us, common or not I don't know.
Click to expand...


Thanks Keith,

Your compliment is much appreciated.

Yes, that Phenolic Resin 'Main Body' did have some issues. There were just as many that 'cracked', as those that 'warped'.
 
69 Cuda 440 said:
Thanks Keith,

Your compliment is much appreciated.

Yes, that Phenolic Resin 'Main Body' did have some issues. There were just as many that 'cracked', as those that 'warped'.
Click to expand...

From the info I've read, most of the cracked bowls came from trying to pry the top off with the two screws inside the choke well still attached.
 
Don't forget about the squarecut O-rings that a lot of people forget to replace when the carb is apart.

Yea, 4/10'ths picked up. That Dart really liked it. I always like the kick of the secondaries on those carbs.
I ran T-Quads on all my street stuff back in the 80's.
We sold quite a few of the 800 performance T-Quads back when I was in the parts business.
I think the numbers on them were 9800 & 9801.
Very low complaints on installing them over the Holley replacement or Q-Jet GM rebuilt carbs.
They came with a good working electric choke & just worked well.
There were two numbers, one for GM & the other had universal throttle lever (MoPar).

Carter also had a 1000CFM performance T-Quad with a manual choke.
Never got to use one of those.
 
Carter Thermoquad 'Competition Series'

#CS-4846S

'Advertised' at .... 850 CFM's

Primary .......... 1 1/2" {1.500"} .......... Venturi 1.186"
Secondary ...... 2 1/4" {2.250"}

Primary Jets ....... .080"
Secondary Jets ... .116"

Metering Rod ...... #615 {.059" Economy ~ .040" Power}

Needle and Seat ... .1110"

Features
* Manual Choke
* No Emission Ports
* Rear-Center Fuel Inlet

A 'damn rare' Carburetor.
 
'Carter Thermoquad'

From the '1973' 440/280 HP Engines

6324S {Automatic Transmission}

Primary ............. 1 1/2" {1.500"} ............. Venturi 1.186"
Secondary .......... 2 1/4" {2.250"}

Primary Jets ....... .098"
Secondary Jets ... .125"

Metering Rod ....... 1966 {.067 Economy ~ .052" Mid ~ .045" Power}

Needle and Seat ... 0.0935"

CFM Rating .......... 787 CFM's

'1973' 440 Intake Manifold .... #3698884

> My personal favorite to put on a {1971 thru 1973} Street/Strip '340'
 
69 Cuda 440 said:
'Carter Thermoquad'

From the '1973' 440/280 HP Engines

6324S {Automatic Transmission}

Primary ............. 1 1/2" {1.500"} ............. Venturi 1.186"
Secondary .......... 2 1/4" {2.250"}

Primary Jets ....... .098"
Secondary Jets ... .125"

Metering Rod ....... 1966 {.067 Economy ~ .052" Mid ~ .045" Power}

Needle and Seat ... 0.0935"

CFM Rating .......... 787 CFM's

'1973' 440 Intake Manifold .... #3698884

> My personal favorite to put on a {1971 thru 1973} Street/Strip '340'
Click to expand...

To be continued >
 
Carter Thermoquad

From the '1974' 360/245 HP Engines

6452S {Manual Transmission}
6453S {Automatic Transmission

Primary ....... 1 1/2" {1.500"} ....... Venturi ... 1.186"
Secondary ... 2 1/4" {2.250"}

Primary Jets ........ .098"
Secondary Jets .... .143"

Metering Rod {M/T} ... #1962 {.067" Economy ~ .055" Mid ~ .045" Power}
Metering Rod {A/T} ... #2005 {.065" Economy ~ .055" Mid ~ .040" Power}

Needle and Seat ....... .0935"

CFM Rating ......... 787 CFM's

1974 '360' Intake Manifold .... #3698434

This was the '1st-Year' that the Mopar Small-Block came thru with the bigger
Thermoquad.

The 1974 Thermoquads were nearly identical to the 1973 units.
 
69 Cuda 440 said:
Carter Thermoquad 'Competition Series'

#CS-4846S

'Advertised' at .... 850 CFM's

Primary .......... 1 1/2" {1.500"} .......... Venturi 1.186"
Secondary ...... 2 1/4" {2.250"}

Primary Jets ....... .080"
Secondary Jets ... .116"

Metering Rod ...... #615 {.059" Economy ~ .040" Power}

Needle and Seat ... .1110"

Features
* Manual Choke
* No Emission Ports
* Rear-Center Fuel Inlet

A 'damn rare' Carburetor.
Click to expand...

Actual CFM Rating ........ 815 CFM's
 
A shot
 

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Carter Thermoquad 'Competition Series'

CS-4847S

Advertised at 1000 CFM's

Primary ....... 1 1/2" {1.500"} ....... Venturi 1.250"
Secondary ... 2 1/4" {2.250"}

Primary Jets ....... .089"
Secondary Jets ... .116"

Metering Rod ...... #616 {.064" Economy ~ .030" Power}

Needle and Seat ... .1250"

The CS-4847S features
* Center-Section bored straight thru for improved air-flow
* Air/Fuel Mixtures @ 14.2
* Single Booster-Ring on Primary Venturi

Actual CFM Rating .......... 915 CFM's
 
Carter Thermoquad

From the '1974' 400/250 HP Engines

#6456 {Manual Transmission}
#6457 {Automatic Transmission}

Primary .......... 1 1/2" {1.500"} ....... Venturi 1.186"
Secondary ....... 2 1/4" {2.250"}

Primary Jets ........ .098"
Secondary Jets .... .143"

Metering Rod ........ 1966 {.067" Economy ~ .052" Mid-Range ~ .045" Power}

Needle and Seat ... .0935"

CFM Rating......... 787 CFM's

'400' Intake Manifold ....... #3698422

Another desirable Carter Thermoquad
 
Carter Thermoquad

From the '1974' 440/275 HP Engines

#9015S {Automatic Transmission}

Primary ........... 1 1/2" {1.500"} ........ Venturi = 1.186"
Secondary ....... 2 1/4" {2.250"}

Primary Jets ....... .098"
Secondary Jets ... .137"

Metering Rod ........ 2005 {.065" Economy ~ .055" Mid-Range ~ .040" Power}

Needle and Seat .... .0935"

CFM Rating .......... 787 CFM's

'440' Intake Manifold ..... #3751721
 
69 Cuda 440 said:
Carter Thermoquad 'Competition Series'

CS-4847S

Advertised at 1000 CFM's

Actual CFM Rating .......... 915 CFM's
Click to expand...

Sorry about that last picture. This carb actually has no number stampings. It is the carb mentioned in the quote. The 1,000 cfm unit. I took more pictures with the phone, but, as far as phone photos go, these basically failed. I managed to get this one with the strip kit for a decent price that didn't hurt the wallet.

The primary barrels are straight through, no venturi. Single ring booster.
 

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Carter Thermoquad

From the '1974' 360/200 HP Engines

9013S {Manual Transmission}
6453S {Automatic Transmission}

Primary .......... 1 1/2" {1.500"} ..... Venturi = 1.186"
Secondary ...... 2 1/4" {2.250"}

Primary Jets ....... .098"
Secondary Jets ... .143"

Metering Rod ........ 1966 {.067" Economy ~ .052" Mid-Range ~ .045" Power}

Needle and Seat .... .0935"

CFM Rating ........ 787 CFM's

'360' Intake Manifold ....... #3698434
 
Keith Mopar said:
Great learning thread 69 Cuda, (for me anyway)
I always loved the early 340 TQ's. We always had a problem with the resin center warping on us, common or not I don't know.
Click to expand...

The single most biggest issue is using a thick gasket I between the carb and intake. The factory use a very thick gasket. Often this is tossed aside in favor for the 1/16 paper gasket. This is not good to use for any Carter (& Edelbrock carb.)

The aluminum heats up & cools very quickly. I do not know how fast the center resign body expands and contracts, but the rate is different and IMO, probably leading to its violent end due to the stress of it all.

The Carter/Edelbrock AFB & AVS (and if your lucky enough to have a WCFB) will suffer from fuel perculation pretty easy when the engine runs a bit warm and has a thin gasket. Edelbrock sells a thicker gasket for the square bore carbs. Edelbrock *I believe* has gaskets for the Quadra Jet that are thick BUT may not fit or trim to fit. Off hand, I know of no one making a thick gasket for the TQ. If you know, post it up please!
 
The early 340's used a aluminum spacer sandwiched by asbestos base gaskets, these gaskets were actually stapled to the aluminum spacer. I'm luck enough to have found a original spacer but I think the gaskets are gone, I'll have to check it's been a while since I eyeballed them
 
Uh... I may be old school but back in the day I recall people using THICK carb to intake gaskets who ended up bending the carb base and flanges when they Over Tighten... That's not good... That's why they have the thin gaskets...

What I did on my 340 back then to slow the heat transfer to the carb was make a spacer with thin side walls in the spacer itself to slow the transfer of ~HEAT~ ... Plus the use of TWO Gaskets !!!

Here is a picture of the spacer I used on my Edelbrock Tarantula... It was also machine matched to the top of intake and pinned....

Just hoping this gives someone an idea... sharing my thoughts...

Clif of Az. :coffee2:
 

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