Re: 4 BBL Carburator for new Poly Intake

[Jason Rhoades <Jason@xxxxxxxxxxxxx>]

Well let's look at that   

Apparently you forgot all the times  ma mopar put 2- 4 bbl carbs on even way back when... Or the 6 pack set up and I'm talking on small cube engines!! Like 318 poly or even smaller   Or the 340 with the 6 pack wich is like 1200 cfm   I realize putting a smaller carb on is easier to tune since there is more vacume developed even at wot! But that just limits the potential of the engine. Putting a restriction on a air pump does not make it pump more efficiently   But as you put more cfm capable carbs on more tuning is required and more potential is available.  I will say dual carbs will force you to learn tuning if you want the very most out of your setup if you don't care about performance as a priority then a smaller carb will very likely require less tuning to find its peak potential but then why bother with a cam and 4 bbl and other go fast parts?  
Jason
Sent from my iPhone

On Jan 13, 2014, at 10:56 PM, "Cory Rempel" <cory_383@xxxxxxxxxxx> wrote:

Okay, then can you answer me this?  Why didn't Chrysler, or any other car company, follow this "rule?"  Is there also a rule for intakes?  I'm just confused.

 

> From: 62to65mopar@xxxxxxxxxxx
> To: 1962to1965mopars@xxxxxxxxxxxxxxxx
> Subject: Re: 4 BBL Carburator for new Poly Intake
> Date: Tue, 14 Jan 2014 03:31:43 +0000
>
> Heh, heh, well I feel like the Google translator that is trying to translate Don's experience -- and probably doing a similar quality job. LOL I wish Don was still a member here so he could 2c it out!
>
> Your argument I buy, and the math seems to follow along.
>
> Here is what Don wrote about his practical carb size formula:
>
> "... the question comes up in one’s mind that carb sizing is for racing of full performance. What if one just wants carb for an engine that will never see 6000 RPM. Should you use a different formula?
> Actually it is not necessary. Because carb sizing is focused on the whole rpm range and proper carb operation at low speed. That is because any engine will operate a carb at high speed. That is never a problem, even a 1050 Dominator on a VVW flat four would be possible at 2500 RPM. It is the low speed performance that we are always concerned about and the carb sizing formulas, mine or the complicated math version, are picking the largest size of carb practical that will still drive normally and properly at normal low speed so you can use the same formula even if you intend to drive like yer Granny...."
>
> Thanks,
> Gary H.
>
> > -------Original Message-------
>
> >
> > Gary, I'l defer to you, but let's explore this a bit further just for
> > discussion purposes.
> >
> >
> > Don acknowledged his math (CID x 2) was a cheater method given it wouold
> > always end up close anyways to the specific formula of RPM / 2 x CID/1728.
> > However, I interpreted his cheater method in the context of his race motor
> > builds. Here's how I came to this conclusion - and let's use the Poly 4
> > barrel as an example:
> >
> >
> > DD rule of thumb: 318 x2 = 636 CFM
> >
> >
> > Specific formula, using 7000 RPM as a rev limit for a race engine: 7000 / 2
> > <3500> x 318/1728 <0.184> = 644 CFM
> >
> >
> > => DD method and formula close enough to not be concerned, right?
> >
> >
> > Now ... let's apply the formula to a cruiser, and just for discussion say
> > the shift points are 4500 RPM. Now we have 4500 / 2 <2250> x 318/1728
> > <0.184> = 414 CFM.
> >
> >
> > My thinking is the RPM is the variable, and really the telltale on a) what
> > kind of driving you will be doing, so b) you can find the sweetspot CFM.
> >
> >
> > Fun stuff...
> >
> >
> > Jim
>
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Please address private email -- email of interest to only one person -- directly to that person. That is, email your parts/car transactions and negotiations, as well as other personal messages, only to the intended recipient. Do not just press "reply" and send your email to everyone using the general '62-'65 Clubhouse public email address. This practice will protect your privacy, reduce the total volume of mail and fine-tune the content signal to Mopar topic. Thanks!
 
1962 to 1965 Mopar Clubhouse Discussion Guidelines:
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Please address private email -- email of interest to only one person -- directly to that person. That is, email your parts/car transactions and negotiations, as well as other personal messages, only to the intended recipient. Do not just press "reply" and send your email to everyone using the general '62-'65 Clubhouse public email address. This practice will protect your privacy, reduce the total volume of mail and fine-tune the content signal to Mopar topic. Thanks!
 
1962 to 1965 Mopar Clubhouse Discussion Guidelines:
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