1966-L78
I am looking at putting a dual quad setup on a 396. I was wondering how yours works and how is it setup? What kind of carbs, cam, trans and rear end gears. Was there a lot of tuning of the carbs? I am starting out with a
stock 325 hp, 1966, 396.
Thanks Pat

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71 blazer 2wd
34 3 window coupe
66 malibu
Go speed racer, Go speed racer, go

I am running the Edelbrock manifold (O-Port, forget the number, #5240?), the recommended Edelbrock 600 cfm carbs (I think they're the #1405s). They were the manual choke versions and I removed the choke linkage and choke butterfly s, probably not necesary, but I didn't want to fool with ugly choke linkage anyway...

I also used the Edelbrock carb linkage, oval steel aircleaner and mechanical fuel pump. The air cleaner fits under the hood fine.

I am using a small stock points style distributor thats been converted to HEI, and I am not sure if a stock GM HEI will fit...

I am using the Edelbrock Performer RPM cam (#7162?), but I am thinking of switching to a different cam.

I was running a Muncie M20 (2.52 first gear) and a 3.42 geared 12-bolt, but last year I switched to a Richmond 5-speed (non-OD, 3.04 first gear) and a different 12-bolt with 2.73 gears to give some better highway cruising...

As for tuning the carbs, I didn't do alot... There was the usual idle adjustment, but the motor (new at the time ) fired right up and I broke in the cam... I did have to adjust the idle mixture and idle speed. As I recall, I hooked the vacuum guage to one carb, and adjusted it, then switched to the other carb, but it wasn't really too much work... Edelbrock includes (with the dual quad intake) 4 new metering rods for the carbs, which take about 2-3 minutes to install them all- very easy.

The car runs great, although the performance is not too good, but thats mostly due to the gears and tires BFG radials (not drag radials...). I can't get a decent launch out of them... Mis-adjusted clutch, horrible launches, and shifting at 5200-5500 (a little worried about breaking something), not really power shifting, I only netted mid to high 14's... I was a little easy on the engine and trans (first time officially racing with a stick-shift).

As for the basic engine, I can't remember exactly what pistons I have (I seem to recall TRW part #LF2242? ) They are not a really high compression piston.

With the previous stock iron rectangle port heads and with the new Edelbrock aluminum heads, the car runs fine on 87 octane with no pinging... so my CR is probably pretty low.

I think my timing is still set at 12 initial, and I forget the other specs...


I live in the Sacramento area (approx sea-level elevation), and I have taken this setup over to Reno (4500 ft elevation) twice for Hot August Nights. It drove fine, a little rich over the high mountain passes (7500+ feet?) but not too bad. Edelbrock includes new metering rods with the manifold purchase so I was running those. Before I left for Reno, I called Edelbrock Tech, and told them of the impending altitude change. They said to put the stock (stock for the 1405 carbs) rods back in to lean the carb out at the higher altitude... was still a tad rich, so I used there carb manual to buy the leanest rods to use with the current jets (only one or two steps leaner), and I installed these, and the car worked great (still richer than it should be, but for a weekend it was fine. I have never bothered to change the rods back now that I am back at sea level... So it might still be running lean, but it runs fine (no pinging, over-heating, etc)...

The only problem I have really had, is that I cannot get the car to consistantly idle below 1100 rpm... I think its mainly the RPM cam as the vacuum is a little low (still enough for power brakes). It will idle great at 1100, but if I turn the idle speed screw just a "hair", the engine stalls...

I am hoping to install a new cam this coming year (or maybe built a new bottom end - 454, 496, etc...). Not a priority though, because it still runs great...

My engine wasn't stock when I started, but the compression was similar to the 325/360 hp motors...

When I switched to the Edelbrock heads, I don't think I ever really calculated the new CR... Might be much lower than I thought...

Any thing else?

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"Once you go RAT, you never go back..."
TC #1366
Tony
The Chevelle (http://www.chevelles.com/showroom/1966_L78/ChevelleA.jpg)
Dual Quad 396 (http://www.chevelles.com/showroom/1966_L78/ChevelleC.jpg)
Side View (http://www.chevelles.com/showroom/1966_L78/ChevelleD.jpg)

<BLOCKQUOTE>quote:</font><HR>Originally posted by 1966_L78:

Any thing else?

<HR></BLOCKQUOTE>
Yup, that bad a$$ 66 coupe in your back yard, I will be picking it up next week http://www.chevelles.com/forum/biggrin.gif



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Craig Sanden

Distant thunder, cold as stone, a big block screams down from it's throne, one by one each car succumbs, something WICKED this way comes.

Thank,s 1966-L78
That was the info I was looking for. Look at
67 396, 325 HP. Pull out of a low mile car 25 years ago, super clean. Going to put this in my 34 hi-boy coupe. Dual quad would look good under the hood.
Pat


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71 blazer 2wd
34 3 window coupe
66 malibu
Go speed racer, Go speed racer, go