Maniacmechanic1
solid fixture here in the forum
Ok and healing.
No pain.
Take few weeks for the skin to grow back.
Pinched so hard the skin popped off the side of my fingers insant.
dual quads
- Thread starter Grumpy
- Start date
No pain.
Take few weeks for the skin to grow back.
Pinched so hard the skin popped off the side of my fingers insant.
Maniacmechanic1
solid fixture here in the forum
I can see why the Offenhauser Dual Port Intake got such a bad RAP Grumpy.
Even an experienced hotrod race tuner it's leaves you scratching your head what is going on ?
It's 2 Single plane intakes stacked on top of each other.
A diveder wall in the ports for primary and secondaries.
Intake velocity is so high even at idle speeds.
Has to be 300 ft per second.
It wants a Huge accelerator pump shot exact like a 950 Horsepower Dirt Track Race Engine uses.
50 CC accelerator pump kit for 4500 Dominator fits 4150.
Go .020 bigger on accelerator pump squirter size.
Stock in 770 cfm Street Avenger Is .025.
Went to .045 " now with hollow pump screw.
Seems excellent.
Going for a test drive.
Revving up like a High Compression dirt track SBC NOW.
Even an experienced hotrod race tuner it's leaves you scratching your head what is going on ?
It's 2 Single plane intakes stacked on top of each other.
A diveder wall in the ports for primary and secondaries.
Intake velocity is so high even at idle speeds.
Has to be 300 ft per second.
It wants a Huge accelerator pump shot exact like a 950 Horsepower Dirt Track Race Engine uses.
50 CC accelerator pump kit for 4500 Dominator fits 4150.
Go .020 bigger on accelerator pump squirter size.
Stock in 770 cfm Street Avenger Is .025.
Went to .045 " now with hollow pump screw.
Seems excellent.
Going for a test drive.
Revving up like a High Compression dirt track SBC NOW.
Unforgiven
solid fixture here in the forum
That got my ATTENTION!!!! lol
Good to hear your alright Brian.
What are you test driving Brian.... I could not understand your last post.
Maniacmechanic1
solid fixture here in the forum
Unforgiven
solid fixture here in the forum
Where is your build thread ?
I never new you were actually building something.
I thought you were just collecting. lol
I never new you were actually building something.
I thought you were just collecting. lol
Maniacmechanic1
solid fixture here in the forum
I had one I used for everything I work on in the past.
It was in the Lounge we had.
That is gone now. So is my
Main thread.
So just post around random.
A Few threads I create.
No more big threads I will do here.
https://www.hotrod.com/articles/5-tips-dual-quad-carburetion-success/
http://garage.grumpysperformance.co...om-air-cleaner-to-fit-your-cars-engine.16490/
http://garage.grumpysperformance.co...ferant-c-4-hoods-and-hoodscoops.353/#post-434
just some info you might want to know
a properly set up fuel injection system has significant advantages,
over a multi carb induction system on most engines
(from hotrod ) carbs vs injection
Why? Because the fuel is mixed with the air passing through a carburetor by a pressure differential between the air within the venturi and the outside atmosphere as exerted upon the fuel within the float bowl. No air flow, no fuel flow. Moderate air flow, moderate fuel flow'. Heavy air flow', heavy fuel flow. We're over-simplifying here, of course, it's true—but it's also true to say that basically a carburetor will deliver the fuel in direct proportion to the quantity of air passing through it.
Now what happens when we inject the fuel instead? Something in the way of a metering system has to adjust the fuel flow' so as to vary it right along with the changing rates of engine air consumption, just as a carburetor does, or we've gone to a lot of trouble for no gain—or have we?
Right there we hit upon the nugget of fuel injection appeal—in many cases, the added breathing area offered by an injection unit, compared with what may be had with conventional carburetion set-ups, will result in a power increase even though control of the air/fuel ratio may beinferiorwith what could be attained with carburetion.
Look at it this way—a carburetor has to have a venturi—otherwise it isn't a carburetor, but instead becomes a form of injector. A venturi consists of a deliberate restriction to air flow so as to increase the velocity of air passing through it and thus cause that same pressure drop that is responsible for the pressure of the outside atmosphere in the float bowl forcing the fuel from the bowl, through the jet, into the airstream passing through the carburetor into the engine. No matter how many carburetors you put on, you've still got to have less venturi area than throttle butterfly area. With injection, the sky's the limit—since the fuel is forced in under pressure not dependent upon fluctuations of pressure within the air the engine is breathing, no restriction is necessary.
Grasp that—and hang onto it hard—because right there is simultaneously the blessing and the curse of fuel injection. The fact that no restrictions are necessary furnish its appeal—better breathing, better output from the same engine. But—the Way injection gets around needing those restrictive venturii, by pressure feeding the fuel to the engine, is where the difficulties come into the picture. Let's take a look at the different ways injection builders have succeeded in giving engines better breathing with their products and at the same time endeavored to provide air/fuel mixture ratio control at least equal to carburetors, if not better. But one last reminder before we do—an engine with completely free breathing on the induction side, due to running some form of fuel injection, may produce more power than one restricted by carburetors ,even if the air/fuel ratios on which it runs are less correct with the injector than they are with the carburetors, if the increase in breathing is sufficient to off-set the loss in power caused by less-than-perfect fuel/air mixture ratios.
and carbs only flow fuel when there is a difference in pressure between the outside air pressure and plenums lower pressure, thus alway a marginal delay in response time, while fuel injection can be programed or adjusted to fog fuel into the plenum,or individual intake runner air stream at a controlled rate, intermittently or constantly at any rpm range
http://garage.grumpysperformance.co...om-air-cleaner-to-fit-your-cars-engine.16490/
http://garage.grumpysperformance.co...ferant-c-4-hoods-and-hoodscoops.353/#post-434
just some info you might want to know
a properly set up fuel injection system has significant advantages,
over a multi carb induction system on most engines
(from hotrod ) carbs vs injection
Why? Because the fuel is mixed with the air passing through a carburetor by a pressure differential between the air within the venturi and the outside atmosphere as exerted upon the fuel within the float bowl. No air flow, no fuel flow. Moderate air flow, moderate fuel flow'. Heavy air flow', heavy fuel flow. We're over-simplifying here, of course, it's true—but it's also true to say that basically a carburetor will deliver the fuel in direct proportion to the quantity of air passing through it.
Now what happens when we inject the fuel instead? Something in the way of a metering system has to adjust the fuel flow' so as to vary it right along with the changing rates of engine air consumption, just as a carburetor does, or we've gone to a lot of trouble for no gain—or have we?
Right there we hit upon the nugget of fuel injection appeal—in many cases, the added breathing area offered by an injection unit, compared with what may be had with conventional carburetion set-ups, will result in a power increase even though control of the air/fuel ratio may beinferiorwith what could be attained with carburetion.
Look at it this way—a carburetor has to have a venturi—otherwise it isn't a carburetor, but instead becomes a form of injector. A venturi consists of a deliberate restriction to air flow so as to increase the velocity of air passing through it and thus cause that same pressure drop that is responsible for the pressure of the outside atmosphere in the float bowl forcing the fuel from the bowl, through the jet, into the airstream passing through the carburetor into the engine. No matter how many carburetors you put on, you've still got to have less venturi area than throttle butterfly area. With injection, the sky's the limit—since the fuel is forced in under pressure not dependent upon fluctuations of pressure within the air the engine is breathing, no restriction is necessary.
Grasp that—and hang onto it hard—because right there is simultaneously the blessing and the curse of fuel injection. The fact that no restrictions are necessary furnish its appeal—better breathing, better output from the same engine. But—the Way injection gets around needing those restrictive venturii, by pressure feeding the fuel to the engine, is where the difficulties come into the picture. Let's take a look at the different ways injection builders have succeeded in giving engines better breathing with their products and at the same time endeavored to provide air/fuel mixture ratio control at least equal to carburetors, if not better. But one last reminder before we do—an engine with completely free breathing on the induction side, due to running some form of fuel injection, may produce more power than one restricted by carburetors ,even if the air/fuel ratios on which it runs are less correct with the injector than they are with the carburetors, if the increase in breathing is sufficient to off-set the loss in power caused by less-than-perfect fuel/air mixture ratios.
and carbs only flow fuel when there is a difference in pressure between the outside air pressure and plenums lower pressure, thus alway a marginal delay in response time, while fuel injection can be programed or adjusted to fog fuel into the plenum,or individual intake runner air stream at a controlled rate, intermittently or constantly at any rpm range
Last edited:
T-Test
solid fixture here in the forum
Hold over sign in name and look under "your content". Might still be there.
its been my experience that the cross ram almost always has marginally better torque from about 3400rpm through about 5700 rpm, above about 5800 rpm there's always a bit better power from a properly tuned tunnel ram, but keep in mind the cross ram intakes designed for road racing trans-am camaros where the cars engine must provide power over a wide rpm band, and the tunnel rams almost exclusively used only for wide open throttle drag racing use.
its been my experience that the properly tuned cross ram like the edelbrock or offenhauser makes for a much faster car if you use the car for street strip and daily driving, plus you don't need to have a set of carbs sticking through the hood with a cross ram on many SBC cars
BTW the CRANE 110921 or similar cam used with 1.6:1 roller rockers in a 10.5:1 compression 377-406 SBC with the cross ram intakes
and decent heads, with 195cc- 200cc ports , properly geared have proven to be winners on the track
early 302cubic inch Z28 camaros came with an OPTIONAL extra cost ,dual quad cross ram intake in the trunk,
Ive worked on several in the past and significant power gains could be had, swapping to a cam similar to,
a crane 110921 solid lifter cam,
Crane Cams 110921 Crane Mechanical Flat Tappet Camshafts | Summit Racing
Free Shipping - Crane Mechanical Flat Tappet Camshafts with qualifying orders of $109. Shop Camshafts at Summit Racing.especially in a larger displacement 11:1 compression engine ,
which was very commonly done, and I built several 377-406 SBC with the cross ram intakes ,
4.11:1 rear gears and muncie 4 speeds, headers etc. which really made the camaros noticeably faster
two 650 cfm carbs (ideally double accelerator pump versions work well)
Double Pumper - Holley
The world famous Double Pumper! Known for powering the baddest factory muscle cars of all times!
www.holley.com
verifying your real advance curve
Last edited: