i emailed clifford because of many price discrepancies i found and they replied that the reason was because of a very lazy webmaster that never updated. i also found out that they dont even offer those 1 brrl webers anymore since they are out of business and the manifold itself (found the manifold at offyparts.com for cheaper). i was wondering what carb could be used with this manifold other than the weber. 3 of the original ford 1 brrls or is there something more preferable?
carb for offy 3x1 manifold
- Thread starter aam88
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Depends on which Offy mainfold you're using. I'm just starting to dig into my Offy project. I'm using a late 70's head with the Offy manifold made for the big log. Originally, I planned on using 3 Autolite 1100's for this, however, there is not enough space between the center and rear carb to do so. Looks like I'll be going with Holley 1940s.
Now if you are using the earlier head and Offy manifold designed for it, I've seen 3 Autolites work well , along with Holley 1940's and as John stated, 3 of the small webers. Also, buy from Summit. Best price you'll find and I had mine at my door within 1-2 weeks.
Good luck,
Jay
Now if you are using the earlier head and Offy manifold designed for it, I've seen 3 Autolites work well , along with Holley 1940's and as John stated, 3 of the small webers. Also, buy from Summit. Best price you'll find and I had mine at my door within 1-2 weeks.
Good luck,
Jay
The carbs that Cliffy used to sell were Weber 34 ICHs. Weber makes a bunch of 1 bbls, so I did some researching. I found a 34 ICT model. It is roughly the same as the ICH but does NOT have a power circuit. I bought two ICTs off of Evil-Bay, they are a typical carb for VWs. I put them on as the two outer carbs, but winter hit and I never got to start-up and debug the triple carb system. So I can't say for sure that they work. The way I look at it, most secondaries for 4 bbl and secondary carbs in tri-powers don't have a power circuit, so "theoretically" the ICT *should" work. Once Spring hits Michigan (in the next 4 months!) I should know.
As for the primary carb, I switched to the DS-II at the same time, so I went with a YF carb from a '69 170. The dizzy needs the ported vacuum versus the load-o-matic vaccum from a stock '65 1-bbl. I bought this carb from the local Auto-Stooge.
My plan was to start up the car (new rebuilt engine) and break it in on the primary carb only. Then after the engine checked out OK I would activate and make functional the triple carb system. I was able to start and drive for less than 100 miles on the primary carb only. It seems to work, but I it is experiencing a lean condition at cruise and light throttle.
As for the primary carb, I switched to the DS-II at the same time, so I went with a YF carb from a '69 170. The dizzy needs the ported vacuum versus the load-o-matic vaccum from a stock '65 1-bbl. I bought this carb from the local Auto-Stooge.
My plan was to start up the car (new rebuilt engine) and break it in on the primary carb only. Then after the engine checked out OK I would activate and make functional the triple carb system. I was able to start and drive for less than 100 miles on the primary carb only. It seems to work, but I it is experiencing a lean condition at cruise and light throttle.
Thanks Mugsy,
I'd be interested in knowing how those ICT's work for you, I actually thought about those a while back. But for now I think I'll stick w/the Autolites for the ends (I already have 'em and they run decent).
Did you have any hood clearance problems with the YF & Offy? I'm thinking about picking one up for my center. Fortunately I already have a dizzy from a '70 250 to mate w/it.
I'd like to run an RBS in the center for the higher cfm, but think I'll have the same clearance issues on the manifold w/it & 2 Autolites.....seems like a long carb w/auto choke.
Thanks,
Jay
I'd be interested in knowing how those ICT's work for you, I actually thought about those a while back. But for now I think I'll stick w/the Autolites for the ends (I already have 'em and they run decent).
Did you have any hood clearance problems with the YF & Offy? I'm thinking about picking one up for my center. Fortunately I already have a dizzy from a '70 250 to mate w/it.
I'd like to run an RBS in the center for the higher cfm, but think I'll have the same clearance issues on the manifold w/it & 2 Autolites.....seems like a long carb w/auto choke.
Thanks,
Jay
personally, I would not mix carbs on this set up, You'll have enough issues with the setup besides different flow.
I went with 1100s for the sheer fact they were shorter then any other 1v carb available and I wanted to use the cobra air filter, so hood clearance on the early mustang was going to be the driving issue.
Otherwise, I would have probably went with webers. But, nothing at all wrong with 1100s for the set up.
Slade
I went with 1100s for the sheer fact they were shorter then any other 1v carb available and I wanted to use the cobra air filter, so hood clearance on the early mustang was going to be the driving issue.
Otherwise, I would have probably went with webers. But, nothing at all wrong with 1100s for the set up.
Slade
I actually looked for an ICH for the center carb, but couldn't find one in my "price range" 
.
I approached my trips this way, I figured that the sizes should be different between the primary and secondary, kinda like a Quadrajet. Place the small one as the primary and run off of that one. Then have the larger dia carbs as your "secondaries"
.
Also, I don't really know IF the secondaries need/have a power circuit. I figured that it would help in the transition period, when the secondaries are coming "on line", but not a necessity. Any one with any nfo would be appreciated
.
Another concern was over carburating the car. Strictly from a theorectical point of view, tripling the carb flow capacity would result in lower velocity thru the carb and a lean condition. Carbs run on a venturi principle, with the pressure differential varing by the square of the velocity. Meaning that carbs are very velocity sensitive.
Now I am practical enough to know that nothing succeeds like success 8) . So anyone that runs a functional triple 1100 set up has my respect. I would be interested in seeing an A/F meter placed on that motor and what the results are.
As for clearance, one of my "projects" is to get an air filter on the trips. I ran just an air cleaner from a Granada YF on the center carb for the break in. Because I haven't "actived" the secondaries, I don't have air filters on them. I did buy individual air filters for 34 ICTs from Pierce Manifold, but they interfere with the YF air cleaner when I try to put them all on at the same time
.
.I approached my trips this way, I figured that the sizes should be different between the primary and secondary, kinda like a Quadrajet. Place the small one as the primary and run off of that one. Then have the larger dia carbs as your "secondaries"
.Also, I don't really know IF the secondaries need/have a power circuit. I figured that it would help in the transition period, when the secondaries are coming "on line", but not a necessity. Any one with any nfo would be appreciated
.Another concern was over carburating the car. Strictly from a theorectical point of view, tripling the carb flow capacity would result in lower velocity thru the carb and a lean condition. Carbs run on a venturi principle, with the pressure differential varing by the square of the velocity. Meaning that carbs are very velocity sensitive.
Now I am practical enough to know that nothing succeeds like success 8) . So anyone that runs a functional triple 1100 set up has my respect. I would be interested in seeing an A/F meter placed on that motor and what the results are.
As for clearance, one of my "projects" is to get an air filter on the trips. I ran just an air cleaner from a Granada YF on the center carb for the break in. Because I haven't "actived" the secondaries, I don't have air filters on them. I did buy individual air filters for 34 ICTs from Pierce Manifold, but they interfere with the YF air cleaner when I try to put them all on at the same time
.I have the icts I believe. the only problem I've yet to resolve is the jetting as they came from cliffy with different jets than what they told me they would be. don't apply power to the outer two idle circuits and they don't flow then until you open up the throttle. Hood clearance was not a problem until I tried to mount air filters-remedied this by installing 6 inch chrome air filters from jc whitney that fit a volkswagen solex carb. The mounting hole is offset so I was able to mount the filters farther towards the back of the engine compartment.
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Anonymous
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I intalled the ICH's on my offy and they have been great. I did have to fab the motor mounts for hood clearance. I have had the 1100 on before the trips but the constant adjusting push me towards the simpler Webers.
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Anonymous
Guest
am trying 3 ICT as soon i get the last pieces from Mike
the only problem so far is that i had to make the mounting holes bigger the diffrens is 3mm ,and some adjustments to the likage.
look at pierce manifolds home page the have the weber carbs.
MELKER in the cold sweden.
the only problem so far is that i had to make the mounting holes bigger the diffrens is 3mm ,and some adjustments to the likage.
look at pierce manifolds home page the have the weber carbs.
MELKER in the cold sweden.
A
Anonymous
Guest
I seen at least 2 people recomend Summit for the offy intake but i have not been able to find it in their catalogue. Am i missing something? Also another question -I realize that the big log adapter won't work on the round log--but is there any reason why the oposite won't work?? On a round body the throttle set-up might be more compatible? Just trying to get some info as i start to pile up parts.
I can only answer the Summit catalog question. Summit only shows the more popular parts in their catalog, or ones that they think they can sell easily. They can buy basically any auto part from any supplier and sell it to you. To get price/availability etc you will have to call them. I have done this a couple of times for parts not listed; they are usually very helpful.
tanx,
Mugsy
tanx,
Mugsy
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Anonymous
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I'm running three Holley 1909s on my offy, it has great throttle response and is easy to tune. I'm running it on an early 170, but with a 76 head with the late offy setup. I did, however, have to grind the intake slightly to allow the carbs to go all the way to the closed throttle position...
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Anonymous
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with the 68 falcon the 1100's are too tall on the front carb. might work if you cut out the inner hood stiffener for a few inches and made special air cleaner bases that squat the cleaner assy real low. also the throttle plates protrude below the lower surface of the carb and need a bigger hole than the offy manifold has.
i am temporarily running the 1100 on the middle with the ends capped. just around suface streets to get some minor tuning started.
i plane to build up some 1904's or 1908-1909 varients. i like the glass bowls for a vintage look. if i can find some 1909's or some 1-7/16" ID bases i would like to build a pair of smaller carbs for the ends and use a 1904 for the center. and use the progressive linkage. block-off the distributor switching valve location on all three. i figure the accalerator pumps will be needed on all three to cover the gap on rapid throttle opening. one 1904 will cover most throttle position needs except for top speed. too much wide open will kill acceleration. some sort of lock-out could be devised to keep the ends closed on low speed WOT
still thinking it through....need all your ideas!!!!
frankie
i am temporarily running the 1100 on the middle with the ends capped. just around suface streets to get some minor tuning started.
i plane to build up some 1904's or 1908-1909 varients. i like the glass bowls for a vintage look. if i can find some 1909's or some 1-7/16" ID bases i would like to build a pair of smaller carbs for the ends and use a 1904 for the center. and use the progressive linkage. block-off the distributor switching valve location on all three. i figure the accalerator pumps will be needed on all three to cover the gap on rapid throttle opening. one 1904 will cover most throttle position needs except for top speed. too much wide open will kill acceleration. some sort of lock-out could be devised to keep the ends closed on low speed WOT
still thinking it through....need all your ideas!!!!
frankie
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Anonymous
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Question for El Ranchito or anyone else with 3 x 1909's. what size main jets are in the 1909's you are using. and what elevation are you at? I am encouraged by your comments. also do you you know any other specifics about the particular 1909's you are using. like throat dia at the bottom surface of carb? venturi diameter? I have disassembled about a dozen carbs i thought were 1909's and found quite a variety.
any information on your distributor would also be helpful.
did you use the progressive carb linkage?
I assume you had to grind the pockets deeper in the top of the manifold log portion to clear the carb bellcranks as they retract downward.
also what to do with the vacuum modulator connection to my C-4 transmission? just hook it up as usual.?
i got a #84X spring at true value which is softer than any other stock distributor spring i could find but almost the right diameter and the lengfth seems good. i used some small plastic tubing caps inserted in the ends of the spring to keep it centered in the vaccuum advance spring housing. this has a fairly soft action( mouth test) . i think this will be in a good starting range. I can shim it if i need stiffer.
just for info, there is a guy on ebay auction regularly that has been offering the offy triple manifold packages new. If you are patient and hit it right you might score one for $210 like I did. also get the best hole saw
you can find. the white bimetal worked better than any others i have ever used. keep the cut soaked in cutting oil so the blade doesnt burn..
clifford seems very nonchalant about customer satisfaction. I placed a web order for their cast aluminum valve cover 3 weeks ago. as an after thought i called them to see about stock." we just sold the last one"....." we probably wont have any for 3-4 months" are ther any other sources ( maybe down-under) where i can better this time schedule?
frankie
any information on your distributor would also be helpful.
did you use the progressive carb linkage?
I assume you had to grind the pockets deeper in the top of the manifold log portion to clear the carb bellcranks as they retract downward.
also what to do with the vacuum modulator connection to my C-4 transmission? just hook it up as usual.?
i got a #84X spring at true value which is softer than any other stock distributor spring i could find but almost the right diameter and the lengfth seems good. i used some small plastic tubing caps inserted in the ends of the spring to keep it centered in the vaccuum advance spring housing. this has a fairly soft action( mouth test) . i think this will be in a good starting range. I can shim it if i need stiffer.
just for info, there is a guy on ebay auction regularly that has been offering the offy triple manifold packages new. If you are patient and hit it right you might score one for $210 like I did. also get the best hole saw
you can find. the white bimetal worked better than any others i have ever used. keep the cut soaked in cutting oil so the blade doesnt burn..
clifford seems very nonchalant about customer satisfaction. I placed a web order for their cast aluminum valve cover 3 weeks ago. as an after thought i called them to see about stock." we just sold the last one"....." we probably wont have any for 3-4 months" are ther any other sources ( maybe down-under) where i can better this time schedule?
frankie
so whats the difference between my 68 head and the 77 or later head that the falcon book recommends? i heard some stuff about the big log and stuff. is the only thing different i have to make sure and get is the late model manifold if i get the newer head or is the carbs different too.
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