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Building a 350 to go in my ‘62 C-10. Engine will have aluminum heads and aluminum intake. I have 3 quadrajets in my stash. 1 is off a 396 so it has larger ports. 1 is off a bone stock ‘71 Camero and the last one is unknown. Question is should I rebuild one and use it? If so which one?

Second question regarding the same engine. I have a set of stock 441 heads that I could use instead of the aluminum ones. A valve job will be required on either set. What say ye engine gurus?

#1 Carter Quadrajet 17059216. 0819-CMA
#2 Rochester Quadrajet. 7029232. 1934
#3 Rochester Quadrajet 1787132. 1538 JSH

There is no "one answer fits all questions".

If you plan to use the truck as a tow vehicle to tow a heavy trailer, then a square-bore genuine Carter AFB or Holley. The larger primaries on the square-bore aid in lower RPM torque for towing.

On the other hand, if the truck will only occasionally be used for towing a light trailer, or not being used for towing; then an applicable spread-bore (Q-Jet or Carter TQ) might be the cat's meow.

Most Q-jets CAN be modified, however, it is generally much easier, and often cheaper in the long run to start with a carb DESIGNED for the engine in question, rather than taking something off a very different application and doing the necessary modifications. Check the second line in my signature block.

Supply the stamped identification numbers of your Q-Jets, and your utilization desires for the truck, and you will get more specific answers.

And you will notice I ignored the other question as I cannot in good conscience recommend this item for other than a doorstop.

Jon.

Thanks Jon, your sentiments about the Edlebrock are in line with mine but I thought I would stir the pot. No towing or load hauling just a simple cruiser. I will post the casting numbers tomorrow.🛠

Note: casting numbers added to original post.

OK, been running a 1405 Edlebrock, on Holley manifold, for the last 5 years on my 350 Pontiac engine. '55 2nd daily driver , no problems whatsoever..... Starts, idles and runs great. So what kinds of problems should I be expecting?

That’s an entirely different discussion. Please start a new thread so this Rochester question doesn’t get burned in the Edlebrock controversy. Thanks

No problem. I wasn't aware their was a controversy. I'll step aside!

Martin - the ones that end in 32 are likely Cadillac, not good beginnings for a Chevy engine.

The 17059216 is from a 1979 Chevrolet. I don't know much about the later Q-Jets, as my area of expertise is 1974 and older.

My suggestions:

(1) Acquire a copy of the Q-Jet book written by Cliff Ruggles, absolutely REQUIRED READING for anyone planning to do a Q-Jet
(2) Look over the 17059216 for obvious defects. If this is a solid core, PROBABLY would be a good candidate. (Cliff has a lot of information on choosing a carb, and he likes the later castings).

EDIT: a bit more information. Disclaimer - Cliff is a good friend, so if you wish to take the following with a grain of salt, I understand. I have read a LOT of carburetor books since 1958! The book written by Cliff, in modern vernacular, is absolutely the most "user-friendly" carburetor book I have read to date. It does NOT require a college degree in either math or physics to understand the book. The enthusiast will find this book even more useful than the Rochester Carburetors book, written by Doug Roe, who was the chief engineer on the design of the Q-Jet. This book is also a good read.

Jon.

Jon, the 216 came off a 1971 Camero with a 2 Bolt main. Obviously not original. I bought the whole engine but the guy wasn’t the original owner. The 232 supposedly came off a 396 engine. Who knows. I will get a copy of Mr Ruggles book and study up. As always your the man. Thanks

As far as the aluminum heads go and my experience with them, you will need more compression to compensate for the heat lose by the aluminum. If you run equal heads, ( same everything right down to the air flow capabilities ) iron verses aluminum, the iron heads will always perform better if no other changes are made to the engine simply because of the heat lose.

+1 to Joe's comments on the aluminum heads. Unless you need to save weight for some reason the only good place for an aluminum Chevy head is on a full-bore race engine.
Jerry

The 441 heads are supposed to be middle ground In desirability and other than needing to be worked they are good. Think I will heed your advice and go with iron. Thanks.
Still debating on which of the 2 smaller QJets to rebuild and use. Probably the 216 but we’ll see.