Inglese Intake For Weber DCNF carbs

enigma57

enigma57

reliable source of info
:D Good things are worth waiting for! Have been searching for one of these intakes since learning of their existence about a year ago. I contacted Jim Inglese back then and he said he had a single run of 'about a dozen' of them cast in the '70s......

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I have had a set of used Weber 42 DCNF carbs original to a '74 UK spec Aston Martin here since '98 and have considered modifying an Offy 4 carb intake internally to function as an isolated runner intake or possibly modifying a Hilborn FI intake to mount them on my small block engine.

Was contacted by a fellow over at the HAMB a couple of weeks ago and now have an unmachined prototype casting for this intake. Will need to have it machined and work out the distributor clearance issue (Jim was going to use an offset drive distributor) but as you may imagine, I'm happier than a pig in caca to have finally found one.

Hope to begin this project after New Year's and will let y'all know how its coming along. Have baseline jetting worked out. Looking for good quality Weber rebuild kits and a source for jets, air correctors and emulsion tubes for these carbs now.

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Best regards,

Harry
 

You've got a real piece of history there!!!

What engine does this fit and what car are you putting this in?

 
you might want to consider avoiding the use of a distributor style ignition all together, and swap to a individual ignition coil on plug design, thus eliminating the need to clear a distributor or precisely machine and align its location, the reason they may have only made a few proto-type intakes is they had issues finding an ignition that would clear the carbs and casting and still fit

viewtopic.php?f=70&t=5916&p=18181&hilit=+ignition+coil+plug#p18181

viewtopic.php?f=55&t=4302&p=12406&hilit=moon+intakes#p12406

http://www.aa1car.com/library/copign.htm

I would also measure the port cross sectional area because many of those intakes were rather restrictive to flow they look really impressive and have very good throttle response when set up correctly , but upper rpm flow can be an issue.
COMMON SBC INTAKE PORTS
felpro # 1204=Port Size: 1.23" x 1.99"=2.448 sq inches

felpro # 1205=Port Size: 1.28" x 2.09"=2.67 sq inches

felpro # 1206=Port Size: 1.34" x 2.21"=2.96 sq inches

felpro # 1207=Port Size: 1.38" x 2.28"=3.146 sq inches

felpro # 1209=Port Size: 1.38" x 2.38"=3.28 sq inches

felpro # 1255 VORTEC=Port Size: 1.08" x 2.16"-2.33 sq inches

felpro # 1263=Port Size: 1.31" x 2.02"=2.65 sq inches

felpro # 1266=Port Size: 1.34" x 2.21"=2.96 sq inches

felpro # 1284 LT1=Port Size: 1.25 x 2.04''=2.55 sq inches

felpro # 1289 FASTBURN=Port Size: 1.30" x 2.31" 3.00 sq inches

USE THE CALCULATORS, YOULL, QUICKLY FIND THE LIMITATIONS
http://www.rbracing-rsr.com/runnertorquecalc.html
http://www.wallaceracing.com/chokepoint.php
http://www.wallaceracing.com/header_length.php
http://arrc.ebscohost.com/ebsco_static/ ... SYSTEM.htm

GMDistributorless.jpg
 
Indycars said:

You've got a real piece of history there!!!

What engine does this fit and what car are you putting this in?
Click to expand...

Rick, the intake is for a small block Chevy and I intend to run it on my '57 Chevy.

Best regards,

Harry
 
If you use a VERTEX Magneto with a 4 " inch Offset base , definate no clearance issues.
Has a Gilmore belt drive inside. Precisipn ball bearings. Teflon guides.
Made original for 8-71
- 11-71 GMC Supercharger applications.
 
Very Cool IR Intake Harry.
Wih one was made for a Pontiac V8 engine.
 
grumpyvette said:
you might want to consider avoiding the use of a distributor style ignition all together, and swap to a individual ignition coil on plug design, thus eliminating the need to clear a distributor or precisely machine and align its location, the reason they may have only made a few proto-type intakes is they had issues finding an ignition that would clear the carbs and casting and still fit

viewtopic.php?f=70&t=5916&p=18181&hilit=+ignition+coil+plug#p18181

viewtopic.php?f=55&t=4302&p=12406&hilit=moon+intakes#p12406

http://www.aa1car.com/library/copign.htm

I would also measure the port cross sectional area because many of those intakes were rather restrictive to flow they look really impressive and have very good throttle response when set up correctly , but upper rpm flow can be an issue.
COMMON SBC INTAKE PORTS
felpro # 1204=Port Size: 1.23" x 1.99"=2.448 sq inches

felpro # 1205=Port Size: 1.28" x 2.09"=2.67 sq inches

felpro # 1206=Port Size: 1.34" x 2.21"=2.96 sq inches

felpro # 1207=Port Size: 1.38" x 2.28"=3.146 sq inches

felpro # 1209=Port Size: 1.38" x 2.38"=3.28 sq inches

felpro # 1255 VORTEC=Port Size: 1.08" x 2.16"-2.33 sq inches

felpro # 1263=Port Size: 1.31" x 2.02"=2.65 sq inches

felpro # 1266=Port Size: 1.34" x 2.21"=2.96 sq inches

felpro # 1284 LT1=Port Size: 1.25 x 2.04''=2.55 sq inches

felpro # 1289 FASTBURN=Port Size: 1.30" x 2.31" 3.00 sq inches

USE THE CALCULATORS, YOULL, QUICKLY FIND THE LIMITATIONS
http://www.rbracing-rsr.com/runnertorquecalc.html
http://www.wallaceracing.com/chokepoint.php
http://www.wallaceracing.com/header_length.php
http://arrc.ebscohost.com/ebsco_static/ ... SYSTEM.htm
Click to expand...

Hi, Grumpy! Thanks for the information. I am considering these issues (ignition and flow capacity of intake and carbs).

I realize that unless I can work out the clearance issues for mounting a distributor at the rear, I will either have to mount one at the front or go to a crank trigger setup.

* With a small block Chevy engine, both of these options require a dummy distributor drive fitted at the rear to allow the cam gear to turn the shaft that drives the oil pump as far as I am aware. Is that correct?

* Yes, intake port cross section is extremely important. One of the things I learned working with Dan Miller on his EMC engine from 2009 - 2011 is that we wanted a port cross section having 'just' enough area to allow the engine to reach design redline without stalling the port, thereby keeping average velocity through the port as high as possible throughout the engine's operating range. A good flowing port will generally support from 300 ft./sec. to 315 ft./sec. velocity before stalling. So I designed his intake for 300 ft./sec. at redline based upon 100% VE using Wallace Racing's online calculator to check my math......

http://www.wallaceracing.com/piston-speed-velocity.php

It worked out well, as his engine was based on a 1956 Chrysler 354 hemi and we were able to achieve 115% VE just above peak TQ, tapering back to 104% at redline RPMs. I calculated later that average velocity through the intake ports had actually reached 315 ft./sec. in the RPM range where VE had exceeded 100%. So designing for 300 ft./sec. left us just enough 'room to grow' flow-wise as VE exceeded 100%.

* What I will do with this intake and carb setup is size the engine to the intake and carbs based upon design redline. So considering the flow limits of this particular intake and carb combo, displacement will need to be in the 327 - 360 range if redline is set between 5,500 RPMs (360 cu. in.) and 6,000 RPMs (327 cu.in.). This being a road car and not a race car per se...... That is all the revs I should need for highway driving and having a little fun on the winding roads up in the Texas hill country.

Hoping to start the machine work on this intake after New Years. Will be rebuilding a set of 40 year old Weber 42 DCNF carbs I have here which are original to a '74 Aston Martin.

A very Merry Christmas to all here,

Harry
 
87vette81big said:
If you use a VERTEX Magneto with a 4 " inch Offset base , definate no clearance issues.
Has a Gilmore belt drive inside. Precisipn ball bearings. Teflon guides.
Made original for 8-71
- 11-71 GMC Supercharger applications.
Click to expand...

Will add that to my list of possible solutions to the distributor clearance problem at the rear of this intake, 87vette81big! Will look first at clearancing for standard Chevy distributor. If no go, then will look at smaller bodied distributors and magnetos. If still no go, an offset drive distributor or magneto should do it.

Moving distributor to the front or going to a crank trigger setup are other options. All of which are expensive.

Best regards,

Harry
 
The VERTEX MAGNETO 4 " Inch Offset Maneto drive Can be Adapted to any popular V8 engine Harry.
Must use the orginal Vertex style Steel housing lower base made from 1949 (303 Olds) to Early 1980's production.
Use the Chevy, Pontiac, Olds, ect Lower steel base.
Sorta tough to find but they are out there used.
Most found in excellect shape. Short duration drag race use only.
They show up on Fleabay & HAMB A few times every year.
$ 500-700 With the Vertex Magneto head & entire assembly.
Going to buy one for myself.

Change lower base & adapt to any engine I want to.
Vintage Racing Parts are the best I think.
Style, History, and Peform great still today.

Brian
 
http://www.jegs.com/i/Mallory/650/29003 ... tId=750253
If you decide to use a crank trigger /magnetic pick-up trigger ignition , you generally won,t be using a typical distributor, this is sometimes required when the intake system is making installing a common rear distributor difficult due to limited room at the rear of the engine, a fairly typical condition with some tunnel ram or injection induction systems, but because the distributor drives the oil pump on a chevy your forced to make a substitute oil pump drive.
yes MALORY makes an direct full length, oil pump drive to replace the distributor's lower section in first gen chevys if you choose to use a crank trigger ignition with a magnetic pick-up on the flywheel or DAMPER
lt1k.jpg



If you have a lt1 block you of course already have that replaced due to the opti crap ignition, notice the short LT1 oil pump drive bolts under the intake to the block casting, these are available in metal or plastic, obviously plastic is weaker and there's NO HOLE IN THE LT1 INTAKE, for a distributor in most versions notice the full length mallory version is a direct distributor replacement REQUIRING the hole in the intake to be alined and bolted, into place
lt1a.jpg


lt1f.jpg
 
Thanks, Grumpy! Both the Mallory and the LT1 oil pump drives look to be good alternatives if I do the crank trigger or move the distributor to the front.

I suppose the bronze gear on the Mallory pump drive can be replaced with one that is compatible with my camshaft gear,same as with any distributor by driving the pin out?

Also...... Have been chasing sources of metal housings for the LT1 unit. Saw aluminum and steel in various articles, but Herron and the other suppliers have gone out of business. Do you know of any sources for steel or aluminum housings to replace the breakage prone OEM plastic parts?

Thanks,

Harry
 
Have tried herronperformance website and have also tried to contact Shon at the E-mail address you provided, Grumpy.

Thanks, Grumpy! Really appreciate your sharing that info with me. So far, no luck, though. Herron Performance website domain is for sale.

Wasn't able to contact Shon at the E-mail address either. Rec'd the following message......

herronperformance.com Delivery Notice

Message Delivery Issue

Delivery has failed to this recipient: shon@herronperformance.com The e-mail address you entered couldn't be found. Please check the recipient's e-mail address and try to resend the message.

Please verify accuracy, spelling and correctness for the domain: herronperformance.com in the email address you are attempting to reach.
Click to expand...

If you know of any other sources, I would surely appreciate your input.

Best regards,

Harry
 
If I had one of those 2nd Generation LT-1 Oil pump drives, I could possibly duplicate in Billet Aluminum on a Gallion Lathe & Bridgeport.

Lots of parts have disapeared since 2007.
Hundreds of companies have gone belly up with Bama Mamma around.
 
Yes, its bad. And it will get worse before it gets better. But it will get better. Americans are a resilient people who value our freedom, our liberty and our national sovereignty. We have gotten through worse and we will get through this as well. That is my firm belief.

Best regards,

Harry
 
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