how bout triple carb setup with a 2 barrel as the center?

[Anonymous]

i saw "the dude" say about running a 6 pack setup which i thought about b4 but thought like most of you it is too much carb for the car

so i have been thinkin for quite a while how bout runnin a 2 barrel center carb and then a 1 barrel for each of the outer ones

the center 2 barrel could be like a 350 or 500 holley maybe?


just a thought wht do you guys think?

 

[Anonymous]

wouldnt that be way too much airflow for the head having a 350 or 500 in the center as well as the 2 outside 1 bbls?

 

[Anonymous]

i dunno i was making some suggestions to see what others thought


perhaps a smaller 2 barrel?

 

[Anonymous]

ok I know you are probaby going to need to have more fuel flow into the engine if you are planning on using a hopped up cam and or turbo/super or something of the likes but here's the formula on how to determine roughly what size carburetor you are going to need.I figure my stock 170 would need about 270CFM to run at a max RPM of 5500 so I see it to be better to get a carb. with a rating of 300CFM for my aplication.I may be wrong or others might have a different opinion but it has always worked for me.Working on cars is like dealing with your Doc.Get a second opinion if you aren't sure just to be safe.Anyways here's the formula.

CFM = Cubic Inches x RPM / 2 / 1728
Where:
CFM: Cubic Feet per Minute, of air flow.
Cubic Inches: the Engine Size.
RPM: Generally this will be the maximum RPM that you intend the engine to see.
2: corrects for the 4 stroke nature of our engines.
1728: a constant that turns Cubic Inches in to Cubic Feet

 

[Anonymous]

In the world of Corky Bell's "Maximum Boost" N/A airflow rate is:

(cubic inches)*(RPM)*(.5)*(volumetric efficiency)/1728 = CFM

I think your equation was right, except for the VE. On our sixes, a commonly accepted value is 80% or 0.8. in stock configuration.

I don't know what effects a bigger cam, or porting, or whatever will have on the VE of a 200. Anyone else have better knowledge on the topic?


--mikey

 

[rbohm]

8) as with any engine, a proper port job, good cam selection, carb selection etc, has an additive effect of volumetric efficiency. likewise improper parts selection or porting will have a negative effect. how much of an effect your port job, and parts selection has will depend on the quality of the porting, or parts selection.

 

[Anonymous]

so do any of you think it could be done?

would it make that much of a difference?

the low end would definately be more powerful right?

how can we get more top end out of our cars without adding turbo's, etc.?

is any bad porting better than no porting?

what would bad porting be?

sorry for all the ?'s just thinking some

also have any of you had trouble starting your cars? it seems everytime i start my granada i have to have the battery charger on there or it won't start and the other night i tried starting it a couple times b4 the solenoid started to smoke alittle

what do you think i should do replace the solenoid and/or battery?

 

[Anonymous]

bad porting would probably be things like opening the exhaust ports up bigger than the inside diameter of the exhaust manifold or digging grooves into the intake/exhaust ports and things of that nature that would disrupt a smoothe airflow.

 

[mugsy]

Why not do the reverse ? like a single for the primary then the larger carbs for the secondaries 8) !!! kinda like a Quadra-Jet or Tri-power; run off the small carb for drivability and gas milage but have the big honkers in reserve for those "special moments"

 

[Anonymous]

yea...fab up something with a choke cable type thing so u can just pull on it and engage the other carb...kida like mad max's supercharger setup 8)