I currently have an Edelbrock 1405 with electric choke and Performer spread bore intake on the 318 in my 67. Never been real happy with the setup. Always have trouble starting when hot. Tried several different spacers and gaskets.

Well, I recently acquired 4 Thermoquads. One 800 and three 1000's. Was thinking about rebuilding the 800 and putting it on the Performer intake, and selling off the other three Thermoquads.

At this point I'm a little more concerned with reliable than all out performance.

Would this be worth the trouble? Are there any parts that interchange between the 1000's and 800's that I should hang on to them for spare parts until I get the 800 rebuilt?

or should I just keep what I've got and pass the Thermoquads along.

thanks?

Sure, no reason not to try it. I love the TQ. The beauty of the performer intake is you can run the factory choke setup. This is on my Feather Duster, 318 4-speed with a performer.

Couple of good threads setting it up.
https://board.moparts.org/ubbthreads/show...&PHPSESSID=

https://board.moparts.org/ubbthreads/show...&PHPSESSID=

Don't know if there are any parts that interchange but the difference is the size of the primary and secondary butterflys. I would think everything else except jets would be the same unless any of them are the pollution carbs. They are different. The 800 on that engine works great, lots of police cars had that setup.

The 1000 won't idle very well under 1k rpm on a small engine. Use the 800.

The TQ 800 has a pri bore of 1&3/8 and the 1000 has a 1&1/2 pri bore each of which would work on a 318 however I believe the 1000's are competition series TQ & worth some money. The 1405 eddy is a jetted rich manual choke carb and the 1406 is a lean an electric choke version (which do you have?) I ran a 1406 on a stock 318 with and without using corn gas & no issues. You might check what the choke is doing and needle/seat condition (might be leaking) and fuel psi (boosters might be dripping when you shut it off flooding it). I did have to get a strip kit to richen the 1406 & the elec choke came off WAY too fast in cold weather (never got that fixed as an errant driver Tboned me & totalled it. I was going to talk to a tech at Radio Shack about adding a resistor inline to the switched 12V in the alt field circuit blue wire circuit. Your current carb should work awesome on a 318

Current carb is a 1405 that I added an electric choke to. It runs great if the engine is cold, or if I restart within 10 or 15 minutes. Other than that, I have since learned I can give it less than half throttle and it will start after a little extra cranking.

Just thought that I have the TQ, it might be worth trying. Were there ever any electric choke TQ's. My intake no longer has the choke mount. Bought it used, choke mounts are machined off.

I have no need for the 1000's other than possibly parts. Might hang on to one just in case. Others are just taking up shelf space.

Thanks...

The only 1000cfm TQ's made were Competition Series. Are you sure you have yours properly identified?

Quote:

---

Yes, what you are looking for is the 9800 series carbs. Here is a quick peek at what these look like...see the electric choke on the pass side...

---

Yep, a good all around carb with good street manors. Not ultimate in performance potential but not bad either.

Nice picture Dip360.

OP.... The above pictures TQ is a replacement carb sold by Carter years back. The throttle arm comes in MoPar or Chevy, not sure about a Ford arm though. Ford used a TQ in '74 on there (IIRC) 460 engine for 1 year only and that has an electric choke as well. But you don't want that carb.

You want to use the smaller primary (1-3/8) TQ. The electric choke version will be better for daily driver useage. Swapping parts with the 1,000 TQ's are out. There different on the inside and use press in jets, not the screw in jets.

Also, it is my been there and done that advice that IF this is a dual purpose car that see's some cold weather, run a factory air cleaner (A '72 trap door in the pan unit is recommended) with the hot air tube sucking in some warm air from one or more of the header pipes. This will take some creative work but it will be worth the effort in drivability by a long shot.

On to your current issue. Fuel disappearing or hard starting after it sits could be the fuel boiling away. It could be a leak as well or drain back/not maintaining pressure. I have found an electric pump curse this issue. You also want (AKA need) to run a thick gasket under the AFB, AVS, TQ carbs to insulate them from heat from under them.

Once you get the TQ all set up, and IMO, it can be a real P.I.T.A.! You'll really like the carb. They really are excellent double duty carbs. From dead stock to a nice hot rod, they do work well.

Quote:

---

Swapping parts with the 1,000 TQ's are out. There different on the inside and use press in jets, not the screw in jets.

---

Sort of correct, actually they made two versions of the Competition TQ's. They were only made for two years, 1969 and 1970. The 1969's (the very first Thermo-Quad's ever made BTW) which were only made as an over the counter racing design. The 1969's had the press in O-ring style jets and were identified by a metal tag with the CFM and the part# (4847s = 1000cfm, and 4846s = 850cfm) and the mounting feet were blank with no number stamping. Then in 1970 they changed them to screw in style jets, they then started stamping the numbers into the rear face of the drivers side mounting foot and eliminated the ID tags, the part#s were followed by "SA" instead of "S" as in the prior year.

That said these were an air metered design and ALL of the jets for these (either press in or screw in style) were unique and did not interchange with later year TQ's. The only other air metered TQ design was the 1971 340 design, the 4972s (manual trans) and the 4973s (auto trans). These were the first TQ to be used on a factory Chrysler vehicle and also had unique one year only jets.

In 1972 Carter changed the metering to a solid fuel system using screw in jets, all others after that remained the same so any of the 1972 and later TQ jets could interchange.

Thanks. I wasn't to sure if I should have gone In depth on it, but that was short & crystal.