Stock 4 Barrel Carbs and Transmissions.

I've got a kid who has a 50's Chevy and, of course, is ripping out the old straight six for a 350. We're doing a mild budget build for him, AM internals, vortec heads, etc. I suggested TBI, but was ignored. Surprise surprise, kid wants a Holley 750 double pumper so he can show everyone his raging boner when he mashes down his right foot at every stop light. Told the kid to put down the Hot Rod magazines.

1. He can't afford one.

2. That's stupid.

So, what we're looking for is probably a stock 4 barrel of some kind, that isn't a Q-jet. I come for advice, since I'm not much of a Chevy guy. Only thing that comes to mind for me is a Carter AFB. Thoughts?

Another hurdle is going to be getting a transmission within budget. What's my choices for a manual trans? Just Saginaw?

Does a Cadillac sourced TH400 have the same bell housing bolt pattern and input shaft as a SBC?

Will the rear end in a 1950 Chevy put up with a built 350 and a kid who is going to want to rev the E36 M3 out of it daily? That rear end is 64 years old and used to backing up a ~100 hp 216, it's longevity worries me.

The caddy trans will not fit, GM bellhousings are generally two types chevy or everything else (Buick-Olds-Pontiac-Caddy)

Why is the quadrajet being ruled out? They're great carbs, loved the one on my 440 powered '57 chevy. The tiny primaries are great for normal driving and the manhole sized secondaries give a good kick when you get in it. I think the big q-jets flow around 785 cfm IIRC.

Q-Jets are great when properly adjusted, i wouldnt write that option off.

pre 68 caddys use a unique bell housing pattern, 68+ is BOP (buick, olds, pontiac)

the rear end is likely a torque tube design and will all have to be replaced.

Carter AFB is a great choice. Be forewarned that a lot of the now Edelbrock tuning pieces won't work in some of the older OEM stock Carter's. Used Edelbrock's are cheap because ding-dong owners have no idea how to tune a carburetor and rip it back off for a Holley.

On transmissions, the latest Car Craft (or maybe Hot Rod) has an article on GM manuals and their gear rations. There's an ex-Chrysler trans that GM threw behind a bazillion pickups that's not a bad choice for a stockish cruiser. I'll have to find the issue in the recycling bin...

NV3500 was used in 88-98 GM trucks, that should hold up to reasonable power levels

We run an Edelbrock 600 (or 650, I forget) CFM carb on top of our 460 Ford (Lemons racecar). Engine never sees daylight over 4000 RPM. Rods and springs, man, rods and springs. Super easy to tune, pick 'em up cheap, buy a $40 overhaul kit and the $80 rod/ spring tuning kit. Every Holley I ever had leaked and blew power valves.

I did like the Q-J that used to live on top of my Suburban's 350. Tiny primaries and OH HOLY CRAP HERE WE GO LOOK OUT secondaries. I used to average 14 mpg or so in that truck when it was all tuned up and running OK, which wasn't bad for a 1977 'Burban with 180 bazillion miles being driven by a lead-footed 19 year old.

RoughandReady wrote: Surprise surprise, kid wants a Holley 750 double pumper so he can show everyone his raging boner when he mashes down his right foot at every stop light.

A 750's a little big for that engine. I'd get a used 650 on ebay for $50-60 and a rebuild kit. Vacuum secondaries will be a little more user friendly, but a double pumper with a manual trans is really the way to go.

I'd rather keep the I6 and give it a modern carburetor and dual exhaust.

I can only get kids with horsepower dreams to listen to me to a point. I can tell them why a Holley 750 DP is a bad idea and they nod and smile. If I then tell them to put a Q-jet on it, they growl and spit. It's a constant battle. I think Holley's are crap, but I'm no match for their advertising budget. It's just like how every Joe Blow who calls wants the biggest cam ever made for their pick up truck. Y'all try talking sense into these guys.

I've got a (maybe) 78 Caddy Deville sitting around. That may solve the trans and rear end issue. I think I could make an adapter plate for the bell housing. Really, if it were my build, the car would just get the Caddy drive train and a stock Caddy 500 or Buick 455. Easy peasy japanesey. But they all want a 350 that revs to the moooooooooon.

I will look into that Truck transmission though.

RoughandReady wrote: I can only get kids with horsepower dreams to listen to me to a point. I can tell them why a Holley 750 DP is a bad idea and they nod and smile. If I then tell them to put a Q-jet on it, they growl and spit. It's a constant battle. I think Holley's are crap, but I'm no match for their advertising budget. It's just like how every Joe Blow who calls wants the biggest cam ever made for their pick up truck. Y'all try talking sense into these guys. I've got a (maybe) 78 Caddy Deville sitting around. That may solve the trans and rear end issue. I think I could make an adapter plate for the bell housing. Really, if it were my build, the car would just get the Caddy drive train and a stock Caddy 500 or Buick 455. Easy peasy japanesey. But they all want a 350 that revs to the moooooooooon. I will look into that Truck transmission though.

You and I are on the same page, of the same book, on the same shelf and in the same library. Your 500-powered car would out-drag their moon-revving 350 all day, too, while turning half the RPMs and probably using less fuel.

Quadrajets can be had for cheap because people usually don't know to tune them. There is a good book out there by a guy named Cliff Ruggles that goes in depth about tuning them for power and economy.

A 750DP is so much overkill on a 350. It's a good way to waste money. If he wants a Holley, try a Street Avenger 670. Mine has been great and easy to tune. It's a dual feed, but much more efficient than a 750DP.

The Edelbrock "AFB" carbs are decent. My Trans Am came with a 600cfm model when I bought it. That particular carb has been on two different 305's, a 350, a Chrysler 360, and probably about 5-6 other engines with very minimal adjustments (I'm talking mixture screw adjustments, not changing the jets). It's been around.