Technical 2X2 =4BANGER CARB SCIENCE PROJECT QUESTIONS

Ed is looking down and smiling!... saying, 'i knew he'd get it eventually!'

 

Ed Winfield figured out the siamese port issue with his 2 up 2 down engine circa about ‘26. This T engine had a special crank made to alter the firing order so that the siamese ports had evenly spaced pulses, similar to that of the inline 6 and 8 cylinder engines. This flathead engine utilized a single carb, outran the overhead valve guys, and reportedly shook like hell!



Winfield eventually developed a push rod head for a Model B engine. He was sure to incorporate 4 intake ports, and special built direct coupled carbs

 

a million thanks for the post.... thats what it all about , not good with spelling or words... but here goes the carbs I got have venturi reducers and are 26mm... i'm thinking to try one as a single..... here's what I've noticed with the down draft carb manifolds... all the ones I have....they puddle fuel in the manifold...and I can see where they go nuts with on off throttle and back and forth side to side driving... my idea... is the best way is fuel injection... and my thought is one carb close to the intake port is as close to fuel injection as one can get... I was even thinking of a screen to bust the fuel drops to put more of a mist into the manifold....on my banger, when you go to WOT.. it looks like a garden hose spraying in to the manifold,... I had a banger manifold with an intake leak, running a 81 stromberg w/35 jets..... the puddled fuel would leak down the side of the block... soooo... Im thinking there is sleeping power hiding in these bangers.... just gotta wake it up...I'm gonna keep trying stupid stuff...with the hopes of stumbling on to some thing..but I still say.... these little motors pump a ton of air. my 31 blows stuff off the peg board when I rev it up....some how one needs to figure out how to bust the big drops of fuel into a mist...

 

I've seen some where on the web where the wizards of math take the bore and stroke and come up with the correct CFM carb needed... and truly believe that splitting the carb issue to two separate manifolds will help to isolate the problem.... what I see is the carb issue on bangers go from too much carb to not enough at almost the same time.... probley lazy, or can't find the time... but a guy need to hook up 4 AFR meters to see whats really going on.... thats how merc did it to find out why their 500 hp motors where eating pistons , and went to staggerd jets on the corners....in the pioneer days of the the bangers... they didn't have AFR meters... and had to inspect parts to figure out what was happening.. good tuners can tell you whats going on just by listening... when I raced AA/BAD... Joe Squires would stand in the pits and listen to us make a pass.... then come over change a pill and mess with the barrel valve... next pass was always quicker....

 

chevy small blocks had the same fuel puddle problem....thats why they put exhaust to the center of the manifold to heat it up

 

I have seen this item, calling it a carburetor is for those who believe in the tooth fairy, and the Easter Bunny.

Should you disregard this post, please do not call me to help you attempt to make it halfway work, or to provide any parts.

Jon

 

AD;
"some how one needs to figure out how to bust the big drops of fuel into a mist...". Been done for years. Not pretty, but chase the fuel-econo guys, esp the "supercarbs" versions. At least it's a start... but these work best on a heated-plenum anyways...

I'm gonna *guess* there's also reversion issues(fuel "fog"/"standoff", esp w/1 throttle/siamesed-port & sequential-firing/emptying of that port(second "gulp" isn't = to 1st). Something to look out for. Yes acvw does have that on single carb systems, on the twin-single-bbl-for divided-port(essentially = a siamesed-port form the throttle-plate down). & also on the Dells/Webers which are 1 throat/port. All in decreasing amounts. & you have to compensate for it, to use it correctly.

Iffen you are insistent on keeping the oem firing order & ports(going to very difficult to overcome), efi - sequential only - , would *probably* help out a lot, as there wouldn't/shouldn't be the fuel-puddling that uneven-pulses-for-carbs can give. Not exactly "traditional", but, wtf(Where's the Fun?) , hide the damn injectors, coils, controls, et-al, & use either ram-tubes or fake/modified carbs. Still gotta make sure enough air can flow for sequential sucking... Shhh, don't tell anyone here, just post on the OT board... . Oo, put a blower on it & force it in... but you'll still need a plenum at some point...
Haven't looked at the oem crank throws vs cam lobes lately, but did Winfield change the crank for just for breathing/firing-order, I don't remember. Maybe a cam-lobe-change for a firing order change? Like 1-4-2-3 , idk???.

This isn't the only engine w/this issue...
Marcus...

 

pretty interesting frame....

No problem, it came with the gasket...

 

a tooth fairy doesn't bother me.... but a tooth drag'n does...

 

so what I'm thinking, it wouldn't take much to get more than 10 hp per cyl.....and getting the carb closer would stop all the area that causes the puddling

 

so my thought was... making the short manifold out of stainless , and welding it to the header flange... kind of a pre heater plenum... and hopefully the carb sprays more mist , compared to what the carb on it now does.....