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Waiting on the carbs..
All I need is the carbs..
BarryR had Quickfuel build me a pair of trick 750s and they're on the way..:3DSMILE: I had the Tunnel Wedge port matched to my KC CNC'd heads.. ...job #1 on the winter "to do" list. http://i140.photobucket.com/albums/r...elwedge002.jpg |
Sweeeeeeet!
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He's waiting for these. I still have a couple tweaks to finish up before I can turn them loose..
http://i38.photobucket.com/albums/e1...ember19219.jpg |
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awesome....
just something about that tunnel-port intake... brobehr |
Actually that's a good pic to use as a comparison.
The Survival/QFT carbs we've developed for Dave have traditional appearance but a bunch of race features. Check the downleg boosters, flouroelastomer pump diaphragm, aero shaped pump squirters - you can't see the stainless plates, slabbed shafts, button head plate screwws or replaceable secondary jets. I still need to whack the choke horns for this set..... Should be pretty cool.... |
Barry,
Would you share the displacement, cam specs and head flow data from undy's engine? Reason I ask is you spec'd 1500 cfm of carbs to QFT. I know the engine will only use what it wants based on load with vac. secondarys. Do some of Marvin's modifications involve the idle feed restrictor relocation? Mine have been relocated and made smaller with great improvement. Also curious as to why a modified carb has choke towers intact. Is it because they're 750's and more cfm flow is not needed? Here mine flow 1304 cfm at 427 cubic inches. They work perfectly. http://www.clubcobra.com/photopost/d...13_Medium_.JPG Thanks, |
OOPs! Looks like we crossed posts!
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Chaz, I see your carbs have the "stun" and "kill" option. Very nice! :3DSMILE:
Dave, that's a nice looking intake bud. I'm glad you got it sorted and the fit adjusted as needed. You've not had your share of luck with intakes that's for sure!! LOL. Maybe Santa will bring them? ;) Rumor has it Barry was last seen in a Santa suit firing up the FE stroker in the sled. :eek::LOL: Barry, nice carbs!! I'm sure Dave will enjoy them. Can you tell me out of all the aftermarket fuel logs out there do you carry one that you know fits and works on a 2x4 SP tunnelport intake? I need one and some other things too. Happy Holidays! |
Its up to Dave to reveal all his data. I can say it's larger than a 427 by a good amount, with some decent heads. I suggest that you consider vacuum seconday dual quads as being a single double pumper, and effectively ignore the secondary side for sizing and driveability concerns. They often barely open on the dyno only providing overly rich off idle fuel - we "wire tie" them to see WOT power. You might want a really light secondary spring for these to really deliver their full airflow potential.
We are leaving the choke towers as a customer option - some guys will want to be able to add a choke. Undy is cutting his down. My preference is to leave something of a stub tower around the opening to keep the bleeds out of turbulent air. These have all the normal "Marvin" tweaks - Marvin and Marty from QFT were bosses, co-workers and friends during my eight years at Holley - they were at my wedding - and bought lots of (deleted because the statute of limitations may not have run out) the night before - - many years ago... These, once fully developed, will be a production alternative to the repro carbs... |
Engine specs as follows:
482", 4.25" bore x 4.25" stroke 10.65 to 1 static compression ratio 242/248 @ 0.050" by 0.633"/0.645" KC custom Comp Cam hydraulic Roller KC's stage II CNC'd Edelbrock 427 heads, 2.19/1.74" valves. I believe they flow around 340 cfm on the intake side. Target horsepower is north of 600. Big thanks to Barry for all the help Dave |
undy,
Thanks for sharing. Except for displacement, we are very similar in spec so I can see how 750's will work for you. 244/255 @ .050", .613"/.633", 110 LSA. My aluminum Shelbys have 2.25"s and are at 320 cfm. You should easily top 600. Barry, "...they were at my wedding - and bought lots of ..." -CANNOLIS, right Barry?? :<)) |
Hi, Barry where are you located?
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Just outside of Detroit.
It's cold very cold..... |
She's done and running
I fired her off for the first time this afternoon. She's running fine. The carbs are adjusted and all I've left to do is check timing.
http://i140.photobucket.com/albums/r...andfish003.jpg http://i140.photobucket.com/albums/r...andfish004.jpg http://i140.photobucket.com/albums/r...andfish005.jpg Here's my design on a throttle linkage bracket.. 0.080" aluminum.. You got to love those intake manifold studs when it comes to anchoring things down. http://i140.photobucket.com/albums/r...andfish006.jpg ..and the fuel log, sorry for the blantant bling..:o |
Dave,
Your workmanship is excellent. Just a couple of questions: The progressive link to the rear carb is mounted in the lower hole; mine and many I've seen are in the upper. I think your's will come on sooner. Also I've since fabbed a direct link with heim joints and the rear in now 1 to1 with the front. I found a definite improvement in smoothness and throttle response with no ill effect. Of course I run 200 cfm less than you. No offense but I'm not a fan of throttle cables, especially with the near 180 your cable makes over the headers. I've found that the cross-over linkage and all it's pivots need a strong and stable driving linkage. Especially with strong springs. ERA's all use rods and I fabbed thicker diameter solid rods (not all thread) with quality heims. Works very well for many years. You're soon to add the return springs, right? Would you mind posting a shot with the hat off? I'd love to see Barry's mod to the air horns. Should run very well and please post results. Make little travel indicators for the vac sec linkages, you'll see how little they actually open even when you load it heavily. Thanks, |
I didn't take "after' cut pics - but I'm sure Dave will. On this set I took them down pretty far because we were concerned about hood clearance - pretty similar to the other photos here. The important things are to avoid going right down on the bleeds, and to be certain you have at least 3/4" of clearance above the vent tubes. In this set I did not intall any steel tube extensions after trimming - that can be done afterward if you have any sign of splash out in cornering/braking - keeping the clearance requirements in mind.
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Thanks Barry. I hope Dave will post a shot of your work.
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Tunnel port intake
What is the brand and part # of the intake manifold?
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I'll take a pic in the AM of Barry's work and post it.
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