Just like it says, what carb or carbs have you run? Holleys? Did you block the power valves? 283 in an A coupe, 4 speed, Cragar drive on a Dyers built 671. Not interested in modern carbs. Did a search or two, found a few threads, nothing specific. Thanks!
You can run any carb you want. Its just setting them up that takes time. Any backfires with the "Holley" power valve will usually cause them to rupture. I would go with Strombergs with their adjustable jets and brass power valves. How many? 2, 4, (yes 5), 6 or 8 I have seen on a blower. This is a hands on type of tuning. I could talk all day on setting up the carbs but in the end it how the engine responds. I had one where the owner changed the cam three (3) times in order to get the response he wanted on the street. Ended up with a HP 305 Chevy cam off the shelf.
Bones Balogh October 1960 Hello, Here is a photo from 1960. It is Bones Balogh’s 671 powered SBC with 6 Strombergs. We built a similar set up on our 671 SBC back in July 1960. At the time, there were no cars running a 671 on a SBC. His linkage was way more sophisticated than our backyard design. We wanted something different, so, we built up a 283 with 6 Stromberg 97’s and ran in B/Gas class with our 40 Willys Coupe. (March-June 1960) We were satisfied with the times with this motor for a first time build, but the top racers were going 1 sec quicker and 10 mph faster in B/Gas. So in May, we decided to rebuild the car to get more horsepower. Our first thought was the new 671 full kits being put out on the speed equipment market. Our friend secured a manifold and Gilmer Belt/Pulley Kit for us. So, that made us go out and get a 671. In our research, these 671 superchargers that were fully prepped for the drags were very expensive for two teenage boys on a limited budget. We finally found a used one at a diesel engine shop and had it cleaned up and given the full race redo. The 97 model Strombergs were the top of the drag racer’s choices for carbs. Once adjusted, they ran great on the 283 (it was something to watch the throttle being pulled back and the the 6 arms moving together) and when we got larger to 292ci, we decided to put them on top of the 671. Yes, some of the top $$$racers were already into putting on the 2 hole Hilborn Injectors, but again, that was a lot of money. We were saving for some big items in the final build that was to come at the end of August. Again, the 6 Stromberg 97s worked well when adjusted. We were the only racers that had this set up in a Willys coupe. At Lions, our car looked just like we wanted within our budget. A plain, simple red (or black…crs) primer , coated Willys coupe with black rims, and all street equipment, etc. When we towed into our portion of the pits, it was just another backyard hot rod. But, when we first opened the hood, the gleaming 671 with all of those 6 Strombergs on the SBC looked outstanding and very impressive. Now, it drew some attention in the pits. We were answering multiple questions about the 671 on the SBC, but most of the questions were for the 6 Stromberg 97 carbs and the linkage. Jnaki Before we got to the drags, back home, it took a little while adjusting the carbs to make them all run together. Once it was finished, it ran great and we were proud of our accomplishment. (both with carbs alone and with the 671+carbs) Going down the our street for the first time was very cool as the carbs made their noises while the big 671 just made a fabulous “power” sound that was totally impressive. Now, we had something to use at the drags. It had tons of raw power… Difficulties: 1. rebuilding the carbs was time consuming (6 of them) 2. getting the proper lengths of rods to fit all 6 flapper arms was hard. 3. Getting all 6 carbs to do the same thing at the same time was difficult. 4. As far as covers for the carbs, we tried simple chrome lids, angled/cut open covers, and finally settled on just leaving the carbs alone to suck in the air. 5. Finally connecting the throttle to the Moon Foot Pedal inside. 6. So adjusting all of the above to make it work was difficult, but not impossible. Positives: 1. The look of 6 Strombergs alone is impressive. 2. The sound they make was very cool. 3. And the look of them on top of the 671 was so different, but functional. 4. Even 6 Strombergs on just a manifold for the SBC is also impressive. But, as always, it is your choice of what you want to do with your motor/car. We wanted to go fast, but could not afford the Hilborn Injectors on the 671.(end of August 1960 they were on order) The 40 Willys with the 6 Strombergs and 671 made it to the top of the C/Gas class with the times/speed produced. We were happy with that feat. Besides, the Strombergs could be run on the street, but with the Hilborns, moves it into a full race car. YRMV If we had stuck to our original plan, this motor would have gone into the first car we bought in 1957, an old black Model A coupe. THANKS TO RRUSS FOR THE CLIP:
Hello, What? If the motor is set up correctly with the right combo of compression/ pistons, cam, heads crankshaft, etc. of course. The 283 was the main stay of most drag race motors from the time they came out to recent times when we only see big Hemi motors. But, we found out that with our original 283, the compression was too high to run the 671, so when we rebuilt the motor to a bigger and better 292, we had to get different stronger lower compression pistons. We still used everything else from the original 283, including the Strombergs on top of the new 671. We could have gone bigger with a larger stroke, but we wanted to have some reliability and not blow it up on the first outing. Our 292 /671/6 Strombergs in the Willys came within .50 sec of the listed C/Gas record for the times. So, we were on the right track. Maybe at the Sept. Nationals, but, that never happened... Jnaki We were cut short at the pass...as the old cowboy saying goes... but we certainly learned a lot.
283 spin a 6-71? Of course, but I have always felt the 6-71 will produce boost easier then a 4-71 on the same engine, provided the blowers are set up with similar clearances. One would be able to under drive the 6-71 whereas the smaller blower might need overdrive to produce the same boost and subsequently it would heat the intake charge more than the larger blower. Another benefit of less overdrive would also be less stress on the crank snout.
My race partner Bruce Geisler put over 100,000 miles on a 283, 6:71 GMC blown with 2 carter wcfb carbs. It was in his 28 Model A roadster pickup that was on the cover of Street Rodder.
Thanks for the input guys. 6 strombergs sounds awesome, but 2 wcfb's sounds more practical these days. Not that a blown Model A is practical.......
Just use some restraint when selecting the components, you want forged stuff, but don't need race parts for the street. Gear it sensibly because the torque it builds will definitely take care of the low end when you put your foot in it and you can for sure have a practical driver capable of plenty of power, good street manners and decent mileage if you keep your foot out if it. Have you ever seen a blown car with an automatic and a combination that has a big cam, carbs and a tune up that gives what is called "blower surge"? The idle goes up and down and the car isn't very tractable at low speed making what I call a two foot driver. You need one foot for the gas and one on the brake, that for sure is not a practical car. Some guys think blower surge is cool. OK, whatever.
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