![]() This terminology of Ram Air has nothing to do with what the engine is, but only describes the path the air takes through the hood into the engine. Weather or not the Formula hood openings are in a location that actually rams air into the engine efficiently to make an increase in air flow or not is up for debate, but at least it is cooler air. If the Formula hood is functional, and ducts air into the dual opening air cleaner that seals against the hood then it has a "ram air", or should we all say cold air, induction set up. The first can be described as an "airflow path" description of ram air. So there are two things going on with the Ram Air thing. A well set up Q-Jet opens the secondaries quick.but not too quick. You have to give the beginning fuel time to start up. Remember, the secondaries have no accelerator pump, so fuel must come out the two small holes at the top of the air valve opening. So the secondaries open as a function of two things.the air flap tension spring, and how fast the choke pull off bleeds vacuum. ![]() ![]() When you nail the throttle, manifold vacuum drops to almost zero and the diaphragm can no longer hold the linkage back that is connected to the secondary flap, and lets the secondaries open at a controlled rate as the vacuum bleeds off. If you pull off the small piece of vacuum line, you can see a restriction hole for that diaphragm - the smaller the restriction, the longer it takes the diaphragm to bleed off and the slower the secondaries open. Also, the choke pull off diaphragm not only pulls the choke off, but after the choke is off, it acts as bleed off diaphragm to control the rate the secondaries open. There is an Allen head set screw you can loosen, and then using a small screw driver, you can wind the spring adjustment screw just a little tighter, then tighten the Allen head set screw back in to keep the setting. The secondaries should have a little bit of tension so they don't just flop open like in the video. Thanks for the feedback and any other info I can provide I will. I'm going to be going through to understand all the vacuum lines to see what isn't set up properly. The EGR is not connected and the Valve cover breather is just floating around not connected to anything. Here's a quick video of the carb itself and the condition. Does anyone have any feedback about this model of Carb as it relates to a 1973 Ram Air 400? I've worked on vintage motorcycles for years, but this is my first adventure into cars. This number indicates it was for a 1970 Buick with a Manual Trans. I wonder if the secondaries are even working properly under load.Ĭarb on there is a Rochester Quadrajet 7040247. Also the carb linkages and secondary plate operation is pretty gummed up. Car runs and drives very smooth.but I have some red flags when it comes to the Quadrajet Model that is installed. Despite the car's size, the instrument cluster was compact, and, no wonder, the fuel gauge took center stage.įord installed a choice of two engines under the hood: a 7- and a 7.5-liter engine, both mated as standard to a 3-speed automatic gearbox.Hello, I'll post an introduction to the forum soon, but I just picked up a 1973 Numbers Matching Formula 400 w/ ram air. Inside, Ford offered the Thunderbird as a personal luxury coupe fitted with leather seats, automatic climate control, a mini AM-FM stereo (options), sunroof, and 6-way power front seats. A red strip spread across the entire rear board in the rear, but only the outer sides were lit. Its overall length was so big that it should require its own zip-code. From its sides, the car looked like a faux-cabriolet since it didn't feature a B-pillar between the doors and the quarter panel. The long hood, suitable to cover one of the biggest V8 engines ever installed in a Ford, featured a profiled surface with a raised center part. Its double rounded headlights at the front and the pinned-out grille in the middle made the Thunderbird like a battleship on wheels. Despite the higher torque, it was slower to the 60 mph mark (92 kph) than the British XJ limo. A 4.2-liter Jaguar engine provided 240 hp while the 7-liter T-Bird offered a mere 212 hp. But the carmakers were ready for that and fitted their cars with big engines tuned for shallow power for their engine's displacements. The only thing that stood between the big blocks and the customers was the emissions control regulations. In 1972 the Muscle-Car era was coming to an end, but nobody knew it. But the 1973 oil crisis deeply cut into its sales. The seventh and largest Ford Thunderbird shook the American car industry in 1972 with its huge size and massive engines.
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