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Home Ported Peanut Port Results

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    Default Home Ported Peanut Port Results

    Customer contacted me a couple of month ago with build on a 454SS Pickup. The engine was coming down and he wanted to go hyd roller. He wanted to keep this thing in stealth mode with a mild idle, no more then 5000 rpm, QJet with OEM intake on a set of peanut ports.

    He had ported the peanuts and got me the numbers. This is what I put in it:
    550/485
    210/224
    109 Sep

    Got the dyno numbers today and for a little pump gas 468 not to bad. She is the little engine that could.

    Peak torque 3000 rpm 600#
    Peak HP at 5000 rpm 468

    At 4100 rpm the engine is making 560# ft.

    Fuel is 208.8 at 5000 rpm and BSFC is .469.

    From 4600 to 5200 she was above 460HP.
    Chris Straub
    Straub Technologies

    3HP is an A$$ Whooping!!! JW

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    New here Beer:30's Avatar
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    Wow. Good job on the profile.

    Edelbrock makes a replacement manifold for that, as I am sure he knows, but it's for the original TBI.

    That must be one worked-over Qjet! They weren't on motors that made that hp from the factory. Everything in that neighborhood and less had Holleys back in the day.

    Sounds like everyone that had a hand in that build did their part well.
    Quote Originally Posted by gn7 View Post
    EFI is the wave of the future. There can be no denying it. Electronics have been on the leading edge of our entire lives. Not only os the magneto dead, but the standard issue CDI is wavering. Its all about total fuel, air AND spark control. Anybody that thinks its not has their head up their ass.


    2001 SleekCraft 30' Heritage SSB, open-bow mid-cuddy. 496HO / Bravo-I.

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    gn7
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    The tq numbers don't surpise me alot although very impressive, but the fact that its still making that HP at 5200 is a little surprising. The OEM manifold has to be holding it back some. I wonder if a Edelbrock roval manifold would be of any benefit even with the mismatch on soime thing like this. I understand his desire to keep ity stealth, but wonder for a non stock appearing build how much a manifold change is worth.

    Beer 30, a well set Q jet is the most over looked, under rated carbs on the planet. Not sure what that Qjet came off of, but there are 850+CFM Qjets from the 572 Cadillac Ambulances that kick ass when setup by some one like Mike Jones. Their ability to make low end WOT torque is unbelievable. Only a very very well set up varible venturi carb like a Fish/Preditor can hope to hold a candle to them in that department.
    Last edited by gn7; 10-17-2011 at 11:28 AM.
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    New here Beer:30's Avatar
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    Quote Originally Posted by gn7 View Post
    Beer 30, a well set Q jet is the most over looked, under rated carbs on the planet. Not sure what that Qjet came off of, but there are 850+CFM Qjets from the 572 Cadillac Ambulances that kick ass when setup by some one like Mike Jones. Their ability to make low end WOT torque is unbelievable. Only a very very well set up varible venturi carb like a Fish/Preditor can hope to hold a candle to them in that department.
    Oh, I know. I have two of them. The "smaller" 585 one that I had restored / replated for my '66 GTO 400 is the one carb I have been around that is the closest to EFI I have ever seen/driven. Very crisp, choke works every time, every temp, just right.

    I had the 400 rebuilt and went bigger valves, port-matched and bowled, XE274 cam, and added Doug's Headers this go around. So, that small Qjet is going on my warmed-over '68 Buick GS 350 (replacing a worn-out Edelbrock 600). In it's place, the JET Performance 800 Stage-III Qjet just arrived for the 408 Pontiac. First JET carb I will have tried. They said it will make the Pontiac very happy. We'll see.

    And you're right. I called Qjets "quadrajunks" for the longest time. Since this restored one - I have a whole new outlook on them. If I HAVE to go carbureted, I either go with a worked-over Qjet or a QuickFuel vac sec (street car) Holley.
    Last edited by Beer:30; 10-17-2011 at 12:01 PM.
    Quote Originally Posted by gn7 View Post
    EFI is the wave of the future. There can be no denying it. Electronics have been on the leading edge of our entire lives. Not only os the magneto dead, but the standard issue CDI is wavering. Its all about total fuel, air AND spark control. Anybody that thinks its not has their head up their ass.


    2001 SleekCraft 30' Heritage SSB, open-bow mid-cuddy. 496HO / Bravo-I.

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    Senior Member MACHINEHEAD1's Avatar
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    Weiand makes a peanut specific Q-jet manifold. I guess he could paint it black after grinding the emblems off. But then again, how much better is it going to be? That engine is a killer. Im 99.9 percent sure all Q-jets were rated at 750 and 800. I know there were some ill performers that had secondary air door limiters (early days 66-68) and some of the later Pontiacs had D shaped secondary bores in the manifold opening, that really hert em. Love a good Q-jet. The Super Stock guys make big power. Straubs non traditional lift profile must have worked. 600ft/lbs damn, thats Pontiac torque!

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    Quote Originally Posted by MACHINEHEAD1 View Post
    Weiand makes a peanut specific Q-jet manifold. I guess he could paint it black after grinding the emblems off. But then again, how much better is it going to be? That engine is a killer. Im 99.9 percent sure all Q-jets were rated at 750 and 800. I know there were some ill performers that had secondary air door limiters (early days 66-68) and some of the later Pontiacs had D shaped secondary bores in the manifold opening, that really hert em. Love a good Q-jet. The Super Stock guys make big power. Straubs non traditional lift profile must have worked. 600ft/lbs damn, thats Pontiac torque!
    I agree that it probably wouldn't make much difference at this point. Like others, I am amazed already that the factory intake pulled those numbers. Couldn't be an original intake for that anyway, as that truck came with TBI (large 2bbl). WHATEVER intake they used, it's working.

    You're right. From what I see, Rochester Quadrajets came in 750 and 800. Since the secondaries were "variable" with that air valve, it made them work on small and large engines alike. I was "told" the original BOP version like is on my GTO was a 585, but I think someone was thinking of original Holleys of the day.

    Again, whatever is on this combo is WORKING. Good job again.
    Quote Originally Posted by gn7 View Post
    EFI is the wave of the future. There can be no denying it. Electronics have been on the leading edge of our entire lives. Not only os the magneto dead, but the standard issue CDI is wavering. Its all about total fuel, air AND spark control. Anybody that thinks its not has their head up their ass.


    2001 SleekCraft 30' Heritage SSB, open-bow mid-cuddy. 496HO / Bravo-I.

  8. #7
    gn7
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    I could be wrong and the largest Qjet is a 800, but they will make power, and like Beer said, they can be tuned tight and will hold the tune very well. The Super Stock guys are the ones that should be applauded for the advances done on them. Its unbelievable the power they pull from them. Its another one of those OEM pieces that was under rated and under used for years and like Beer said, we all called them Qjunk. the Powerglide wasn't treat much better, and look at it now.

    Like I said, you would have to have it on the dyno to see if there was anything from a aftermarket manifold. But it is surprising to see the stocker pull to that RPM and still make power. You can port the heads, but there is only so much you can do with a dual plane manifold.
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    Senior Member Bruise Brothers Dad's Avatar
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    Quote Originally Posted by cstraub View Post
    Customer contacted me a couple of month ago with build on a 454SS Pickup. The engine was coming down and he wanted to go hyd roller. He wanted to keep this thing in stealth mode with a mild idle, no more then 5000 rpm, QJet with OEM intake on a set of peanut ports.

    He had ported the peanuts and got me the numbers. This is what I put in it:
    550/485
    210/224
    109 Sep

    Got the dyno numbers today and for a little pump gas 468 not to bad. She is the little engine that could.

    Peak torque 3000 rpm 600#
    Peak HP at 5000 rpm 468

    At 4100 rpm the engine is making 560# ft.

    Fuel is 208.8 at 5000 rpm and BSFC is .469.

    From 4600 to 5200 she was above 460HP.
    Yea baby, we call that a sleeper.........
    It's amazing what a q-jet with 049 heads and stock high rise cast iron stock manifold will produce. Since we don't run any nhra stock classes at the river with the family boat, we can run bigger valves and smooth the guide bosses a little and wala( Sorry I am not french) you make a wonderful piece that makes HP until 6,ooo with a hydraulic flat tappet cam. CS you have done another great job......
    Last edited by Bruise Brothers Dad; 10-17-2011 at 08:10 PM.
    Need help finding this 1973 Sanger 18'6" bubble deck mahogany bottom and stringers I was living in Pomona when I sold her in 1979. Just wonder if she still exists

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    Thread-jacking some more......Offenhauser still makes a DUAL QJET manifold in both low rise and tall. Always thought that would be a cool intake for a '60s vintage flatbottom or daycruiser, V-drive (of course), with open engine area. Just something you don't see everyday.
    Quote Originally Posted by gn7 View Post
    EFI is the wave of the future. There can be no denying it. Electronics have been on the leading edge of our entire lives. Not only os the magneto dead, but the standard issue CDI is wavering. Its all about total fuel, air AND spark control. Anybody that thinks its not has their head up their ass.


    2001 SleekCraft 30' Heritage SSB, open-bow mid-cuddy. 496HO / Bravo-I.

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    Rick Green worked wonders with those heads!

  12. #11
    Senior Member Bruise Brothers Dad's Avatar
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    Quote Originally Posted by franky View Post
    Rick Green worked wonders with those heads!
    If anyone sees Ricky let him know Sparks misses him. What a great driver and even better technician....
    Need help finding this 1973 Sanger 18'6" bubble deck mahogany bottom and stringers I was living in Pomona when I sold her in 1979. Just wonder if she still exists

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    Also the engine was dynoed with 1.750" headers. Stock manifolds are going on it this week and then back to the dyno. Engine compression is 9.8 to 1.
    Chris Straub
    Straub Technologies

    3HP is an A$$ Whooping!!! JW

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    gn7
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    Quote Originally Posted by Bruise Brothers Dad View Post
    Yea baby, we call that a sleeper.........
    It's amazing what a q-jet with 049 heads and stock high rise cast iron stock manifold will produce. Since we don't run any nhra stock classes at the river with the family boat, we can run bigger valves and smooth the guide bosses a little and wala( Sorry I am not french) you make a wonderful piece that makes HP until 6,ooo with a hydraulic flat tappet cam. CS you have done another great job......
    If that thing had 049 heads, the power at that RPM wouldn't surprise me. Specially if it did have big valves. That thing has ports considerably smaller than 049s. Thats the surprising part.
    LINK:GN-RACING.COM

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    Quote Originally Posted by cstraub View Post
    Also the engine was dynoed with 1.750" headers. Stock manifolds are going on it this week and then back to the dyno. Engine compression is 9.8 to 1.
    Subscribed...unless those are super duper stock exh Mans..i see substantial torque lose,granted 1.750 primaries is on the small side for BBs
    Whacker Smacker M/E #561 IHBA "first looser"champ 2006&2007&Sportsman Driver of the Year

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