11-10-2002, 05:33 PM
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CC Member
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Join Date: Jan 2002
Location: Northern California,
CA
Cobra Make, Engine: -Sold- Contemporary 427S/C # CCX-3152 1966 427 Med Rise Side Oiler, 8v 3.54:1 Salisbury IRS, Koni's.. (Now I'm riding Harleys)
Posts: 2,567
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Not Ranked
900 CFM V. 1200 CFM Dyno anyone??
The debate continues. I know, I thought this had been put to rest too.. But the little voice in my head is screaming at me.. 1200 CFM is TOO MUCH CARB!!!!!
So what to do?? I ordered a pair of nifty Barry Grant Road Demon 525 CFM carbs prepared to love the results.. I did love the results.. Except the standard Ford 8V linkage doesn't clear their oh so sexy float bowls.. Doh.. Does anyone have actual or virtual experience (dyno 2000 program) with a set of Holley 1850-2, 600 CFM carbs. with vacuum secondaries V. the Holley 0-9776 450 CFM carbs. with mechanical secondaries..
How much is lost with the 600's when employed with a standard med rise 427, ok.. 433 if you include the .015 over bore @ 10.5:1, 306 degree duration cam at .050 With heads employing a flat tappet, roller rocker 2.25" /1.75" valves (tunnel port valves).. We know at a volumetric efficiency of .95 you "need" little more than 730 CFM..
That is a net of 40% over carburation with the 600's.. 900 CFM is 20%.. What if you re jet the 450's to .060 primary jets V. .058 (a 10%increase) and use the standard (plate secondaries) Does it help or hurt the equation?... Numbers never lie.. They just confuse us.. We know what grouchy did.. What should I do.. Then there is that 4v highrise I saw on e-bay for $1,000.00 Hmmm.
Any thoughts?? Sorry.. (in advance)
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michael
A man that is young in years, may be old in hours, if he have lost no time. But that happeneth rarely. Generally, youth is like the first cogitations, not so wise as the second. For there is a youth in thoughts, as well as in ages... Sir Francis Bacon (1561-1626)
Last edited by SCOBRAC; 11-10-2002 at 05:39 PM..
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