This is what I thought but surprised I didn't see it listed for Chrysler kickdowns on their sight but I guess they have provisions for GM/Ford and THAT is why I just need adapter. I'll try not to drag this on any more

Vacuum secondaries prefered on Power Wagon?

Looks like all you need s the throttle stud for Chrysler applications, that and not removing the shipping screw like the forabodies link did.

As for vacuum secondaries, I have never found a need for anything other than vacuum secondaries on the street. If you are considering the street demon it only comes with those.

You may have 'never found a need for anything other than vacuum secondaries on the street', but our favorite manufacturer (Mopar) used mechanical secondaries more than anything else. Only the later Holleys used vacuum. ALL of the Carters (AFBs, AVSs, Thermoquads) used mechanical secondaries. And that was on everything from 273s to Hemis.

Think Mopar might have known something you don't?

Most aftermarket carbs require some amount of mods for our Mopars. CarterBrocks will hit the choke stove on stock intakes, Holleys need the secondary springs dialed in, their Double Pumpers are pig rich on the street, all of them need adapters or fabrication on the linkage. It just comes with the territory. The Street Demons need some innovation on the linkage, too. And there are videos on Youtube to help with that. There are also clearance issues with the electric choke on some (not all) air cleaners. It is not tough, nor does it take anything like special skills or tools.

I have often used a Holley or CarterBrock Mopar throttle adapter on carbs other than what they were made for. A drill and some bits can work some real magic.

I think Mopar never found a need for mechanical secondaries on a street engine either.

What you you think the air door is on an AFB? An AVS? A TQ? A vacuum operated secondary.

Just because it doesn't use a vacuum pot to pull on linkage doesn't mean it's not a vacuum secondary.

You should be able to use the Weiand Action Plus 8007 intake.

If you feel that strongly about secondary air doors, I am pleased to inform you that the Street Demons have them, too.

Happy now?

I'm sorry to say but Vic passed away several weeks ago. I'm not sure if his wife is going to keep the business open or not.

I know Lokar makes kick down kits and there is another company that escapes me.

https://www.lokar.com/throt-cable-kickdowns.html

Oh nooooo. I had a bad feeling about this. R.I.P. Vic.

Thanks Dave and others. I'm going to order the street Demon with polymer center (as written no choice on those vac secondaries). I'll watch lots of instructional videos. I recently added the Chrysler stud to the Edelbrock 1406 to make it operate nicer/smoother so I'll see what I need when I get carb. I guess the factory spreadbore intake should work fine but maybe I'll see what's out there used and take some weight off the front end or I'll just stay with the factory four barrel intake for now. Thanks and I'll update.

I had the 625cfm version on my stock 360 in my 79 Power Wagon. First off, you'll need a tune kit. OOTB mine was really rich (was up to 9:1) and I'm only at 3000'. For kick down linkage, have the bouchillon kick down kit. Worked perfect with the carb, no mods required.
The thing that drove me nuts with this Carb: The steps in the metering rods were too large. I could get cruise air good, but then part throttle would be rich. Get the part throttle good, and then cruise was too lean. I probably could have massaged a set of rods to work... really? I thought these carbs were so awesome!?!?
I couldn't get enough accelerator pump shot either. Set it for a quick shot, but right at tip in, it would always have a slight flat spot. Tried bigger nozzles which helped some, maybe I needed bigger yet. I'm not a carb guru by any stretch, but I could get the thermoquad and edelbrock performer carbs to work better. Perhaps the 750 cfm would be a better way to go?
I did use the factory spread bore manifold at first, but later put on a performer manifold with a square bore to spread bore adapter. No noticeable performance gain BTW.
Just my 2¢.

i believe the other one is bouchillion. sorry i don't have a link.
i will say however, i do not like the lokar setup, and i have removed many of them and converted back to factory linkage.
in my opinion, it is a modified GM style setup, and the cable is just like bicycle stuff only with a fancy cover.
i also think the mounting bracketry is too flimsy and not designed correctly.
just my opinion.

Good pieces of info thanks. Disappointed about the tuning. Wondering too about the 750 being a better choice although seems like a lot of carb for a basic smog engine. It'd be nice to stay with factory linkages if I can with no or small modification. I'll take a pic of what's there now. As far as I know the only changes are at the carb in which I made and that's a Holley throttle extension lever and the stud for Chryslers. That just made everything work better with the 1406 carb that was on the truck when I got it.

p.s. should I not be trying to fix what's not broken?

Way back when I used the Holley TQ replacement when my TQ bowl starred leaking.
Ij just wanted to have no problems so went to Jake's Speed Shop on New Orleans he sold me the Holley made for 1972 340 with manual secondary thzt was a bolt on.
Hooked right up to what linkages were there and ran well out the box.
It was run for years and was good without ever being a problem.
It did what it was supposed to do, and was a quick swap fix.

Put a,square bore I take Street Domanater as the car was. A street used commuter everyday and 4777 when I rebuit the whole motor.

Factory installation of a 750 CFM carb on a 6 banger. 230 CI, 207 hp

FIRST YEAR 1966 PONTIAC OVERHEAD CAM 6 WITH SPRINT / SPORTS OPTION. 230 C/i, 207 Hp, 10.5:1 CR and the 4MV Rochester Quadrajet Carburetor.

^

Hughes Engines recommends the 625 CFM Street Demon on their 360 builds.

Thank you. I'm anxious to order one tomorrow but want to gather as much info as possible.

Not totally accurate, while it's true the actual throttle butterflies were mechanically actuated, the air door in the top prevented them from actually doing anything until that air valve opened as the engines ability to ingest the extra air and fuel increased creating the same effect as a Holley type of vacuum actuated carb. So TQs, QJs, AFBs and AVSs are really considered to be vacuum secondary carbs as the secondaries only work as the engine demands and not the throttle.

Not that it necessarily matters, but I don't think the Street Demon will give you the sound you desired in you initial posting.