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Just like geting a bigger gas pedal so you can press it down further (that increases speed, dude, I'm telling you)

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Juan Ignacio Caino

Please use e-mail button istead of PM'ing. I do log in sometimes but I'll be answering quicker thru e-mail.

so I imagined my throttle response, quicker launch and mileage gain?



its turning into the .com board over here.

Nah, you didn't imagine it, but what they're saying is true just the same. An engine is a pump and it can only pump as much air as the most restrictive compnent of the engine can pass. A 4 barrel on a 6 banger might help some but you won't realize the full benefit of it until the other compnents are upgraded too. It's kind of like drinking from a fire hose - balance is the key to good performance. Common wisdom is to upgrade the exhaust first then start on the intake side. At some point you've got to do something with the cam as well.

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David Kight
'62 Valiant Signet, White
'98 Dodge Dakota
'06 Jeep Liberty

Growing older is unavoidable but growing up is strictly optional.

Don't be so touchy, we are talkin bout BIG 4 bbl on pretty much stockers. Your 390 may have been good in comparision with a 2bbl holley 350 cfm... just cuz the primaries are smaller than any 2300. So the pressure drop is less and driveability doesn't hurt as much as with a big 2 barrel.

I've been wondering if you can make a manifold that uses the primaries parallel to the engine and the secondaries discharging not to the open plenum but to some pre-plenum area that connects to the plenum thru the primaries (I´ve seen this thing in V8 manifolds and I was thinking that it might have some use on slant manifolds to adress fuel distribution issues) someone has experimented with this?

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Juan Ignacio Caino

Please use e-mail button istead of PM'ing. I do log in sometimes but I'll be answering quicker thru e-mail.

I had a friend with similiar ideas, and he modified his 4 barrel clifford intake a bit to improve the flow, but I have since lost contact with him.

this is the last thing I got from him, when he was trying huge and different carbs just for the hell of it:

"I've had My motor dyno'd 3 times and each time with not much luck. This is how it's going so far:

236.3 Hp @ 5250RPM & 258.4Lbs. Ft. torq. @ 4250RPM
NOTE: This was done with ONLY using the primaries of an 850 Dbl Pumper and a Clifford 4bbl. Intake and 28 deg. BTC and only part throttle.
(reason for the low timing is: the 1st time we dyno'd the motor we hit it hard with throttle and bumped the bearings on #3&4 cylinders, so we are taking a bit more caution this time)

We tried a 750 Dbl. pumper (primaries only) and it made 20 HP less. Also we tried a Offy intake with the 850 and it made 30 Hp less. this was due to the smaller runners and plenum area. What we are thinking is that the Grooves on the clifford intake is not making for even Fuel distribution. so 3&4 get lean while 1&6 get good mixture. I was told by some /6 racers to grind the grooves out and play around with the jetting on the 750, but all in all something isn't right. the motor falls on it's face when the sec. open on the 750 & 850 Dbl. Pumper and on the 600 Vac. sec. but it is not that the CFM is too much but the distribution is not good at all. well that's it for now and here are some pics from the dyno. The carb sat with the primaries furthest from the motor.

next dyno:
240 hp @ 5000 rpm & 270 lbs. ft. torq @ 4000rpm
This time we GRINDED out the grooves in the intake and tried a 750 vac. sec. Holley. It revved up smoother than ... ... so then we tried my 600 vac. sec. and misc. jets and it spittered and sputtered, next we tried a 750 Dbl. Pumper and that didn't work either. so after 4 times on the dyno this is what we got and I have no more $$$ to spend on it. this was all done with 92 octane gas, 23º BTDC, and a 2" spacer. "


since then I lost contact with him. it should be noted that he had a hell of alot of head work done, and headers.

...what motor (cam, head work, exhaust, valve size etc.) was this on? That's very handy data if you know those things.

My point earlier is that there are a lot of folks out there, mostly newbies, who think that power emanates from the carburetor. These are the same guys that think that simply pumping in high octane gas makes a car run faster.

D/W

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If it ain't broke, fix it!

Did think so.

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Juan Ignacio Caino

Please use e-mail button istead of PM'ing. I do log in sometimes but I'll be answering quicker thru e-mail.

you cant beat the price of a new edel 500, also get the calibration kit

you could get a holley 350 2bbl and get adjust a jet for easy tuning

I have both

the edel (with the smallest jets) on a shaved head, os valves on a stock block ran great

haven't tried the holley yet

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http://www.cardomain.com/id/lncognito

I've been longing for the adjustajet kit.... do you have any detailed info on that? I tried to get any tech notes from holley.com using the PN but they have no help or reference page.

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Juan Ignacio Caino

Please use e-mail button istead of PM'ing. I do log in sometimes but I'll be answering quicker thru e-mail.

That is one of the best analogies I have heard yet.

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Official Cookie and Mater Tormentor.

the car was a 79 volare, 225 slant with a auto:

The Block:shaved .100"
The Head: Full port street/strip Polish, big valves, and shaved off .060".
Competition Cam 425" L 252 Dur. 110 C-line.
Clifford 4bbl. intake and Clifford split headers with dual exhaust. Mopar Performance Distributor and Orange ECU and Accel BIG YELLOW coil.

thats what he was running at first, but had since changed coil (went to a jacobs set up) and carbs, and Bored the Block .060,running Clifford .498"/.530" Lift 280/290 Dur. 108 C-line cam.

its a similar set up to me, only I have shaved more off the head and block, and using a different igition, same cam, etc.

I really wish I still could find this guy. His name was Brady Stewart. last I heard from him he had another baby on the way, and was talking about how he had to park the car for awhile.