Carter Thermoquad cfm TQ-9379S

[mjk289]

I'm trying to find out the cfm of the original thermoquad carburetor on my 84 dodge dump truck.  Its a 1 ton 350 power ram with a 360 engine.  Carburetor number is TQ-9379S and the chrysler number is 4287016.  I can't find the cfm in the manual or searching the internet.  Can anyone help me please?  I bought a 600 cfm Edelbrock 1406 and am wondering if I should have got the 500 cfm. 

[Chryco Psycho]

the TQ came in 750 , 850 , & 1000 cfm versions
the 600 is too small IMO

[patrick]

  I have a 73 Challenger with a #'s matching rebuilt 340. I'm sure it came with a 750 thermoquad stock. I've been considering a 770 Holley Street Avenger. A lot of people, "worthy Mopar enthusiast", tell me that's too much carb and I won't need all the cfm's. I don't get it If it came with a 750 carter, what's wrong with a 770 Holley? Anyway, I settled for the Avenger 670. I haven't got it in yet but, I'm still wondering. BTW, I still have the old carter in a box but, am replacing the Edelbrock 600 that's in there now. It's also old and tired. It was put in 11 year's ago with the engine rebuild, only 18'000 mile's though. .30 over, performance cam. performer intake. I'm sure I'll be happy with it but, are cfm's universal or are they translated differently by company? :banghead:Thank's, Pat

[Chryco Psycho]

I don`t get it either , I use 750 on 340 & 360 all the time , they work great but I seem to be the only one who has the balls to do this , everyone seems to want under carb their engine , remember the 340 6 pack with 1000 cfm , seemed to work 

[Bullitt-]

This guy may have the answer...relates to primary flow which is probably why the 750 TQs & 1000 cfm 6-packs work.......he put a 625 AFB on a 225 /6 

  If you are using a staged carburetor, the maximum airflow through the primary (or primaries) should be less than the maximum required by engine.  If the primary airflow is greater, the secondary airflow will be minimal.  If the primary airflow is too large, small changes in throttle position result in large changes in flow, which results in poor drivability.  Also, a too-large of primary barrel size results in the carburetor cruising with the idle circuits because there is not enough airflow to start fuel flow in the main fuel circuits.

read all about it http://cars.rasoenterprises.com/Carburetion.htm

[Oldschool]

I'll wade in here also.  I have always used to old "double the cubic inches" rule as a STARTING POINT.  360 X 2 = 720cfm.  That would be for a box stock 360 and still a little under carbed imho.  If the engine has been performance modified, then you would certainly increase the carb cfm.  I have found this to be true over the years and the 1/4 mile numbers I have run confirm this.  Example: I am running 528 CI.  BUT, it has been modified for performance.  528 X 2 = 1056cfm.  I am running 1500cfm with zero problems.  In fact the Beast runs better on the track with TWO 1050 cfm Dominators on it for a total of 2100cfm.  The only reason I don't run the 1050's on the street is they are not quite as streetable with idle quality and mileage.  I agree with Chryco on this one---most folks under carb.  I know there are cfm charts and tables out there, but they too are under carbed...imho of course.....       

[vinb]

That carb should be a 750cfm, in my book it's from a 1983 360 Dodge P/U federal.
1 3/8 primary's. It's a good carb. I think I have another if you need one...

[rallyechall]

I believe it to be suggested by the carb manufacturers so you don't go out and buy a dominator for a stock 225. If they keep you near stock flow numbers, you have better performance for the bolt on guys who think they will get 50-60 horsepower out of a cam swap because their friends race car uses that cam. This way their name is not tarnished when that dominator drowns a mildly cammed 318. Word of mouth goes a long way as far as who buys what. I have had 780 and 850 cfm on 340s with no issue. They are not stock Holleys though. They were rejetted and matched to the motors setup.