Flathead intake ?

Which intake would make more power on a mild 286 flatty. A edmunds racing or navarro racing intake?

 

Put on a 3X2 on progressive. Good milage and power too. Ran a Edelbrock on a warn 296 years ago with 94s . Worked ***s !!

 

My preference would be "Offenhauser"

 

I have an Offy 3-2 on my 286. With progressive it starts, idles, runs good on the center carb, gets good mileage, and when opened up it goes like stink. On the 8 BA, I shortened the tube in the valley and smushed a 302 PVC and grommet in, then drilled and tapped under the center carb. Its all down under where it doesnt show, but it takes three hands to put the manifold on now.

 

With a miled or stock motor I would run a Offy 2X2. If you get 3/4 race or higher 2x3 on progressive but I had heard a great deal of h***le comes with the 2x3.
I ran a 2x2 offy intake on my RV cam 51 merc motor. Runs strong and really moves, I also went MSD electronic ign. that seemed to really help to.

Good luck!!

 

Thanks everyone.

 

Navarro stuff is usually better engineered than anybody else's-especially Edmunds. The racing versions of either are like the "super" Edelbrocks: Wide spread between the carbs which requires offset generator mounting.

Are you saying you have access to either the Navarro or the Edmunds? I think the Edmunds "Racing" style is quite rare-you'll not see one every time you go to a car gig. Navarros are slightly less rare but now back in production (maybe not the racer??). If I had the two, I'd find a way to use the Navarro.

 

A 3x2 will make more power every time. But if you want a 2x2 and power, the best option is the Edmunds as it accepts 4-bolt small-base carbs - run a pair of 2GCs - much better performance than a pair of 48s on a Navarro (next best).

...but the Rochesters are ugly!

 

[You're probably right-the Edmunds with it's large (The one I have may have been reworked but the ports are huge) ports and four bolt carb bases would appear to have more all out power potential but will the "mild 286" which will be street driven be able to exploit that potential? I'm going to install mine on a replica track roadster which will never see street duty but I wish I had the Navarro because the car I'm replicating had Navarro equipment back in 1949.




=Flat Ernie;2831346]A 3x2 will make more power every time. But if you want a 2x2 and power, the best option is the Edmunds as it accepts 4-bolt small-base carbs - run a pair of 2GCs - much better performance than a pair of 48s on a Navarro (next best).

...but the Rochesters are ugly![/quote]

 

Then run the Navarro.

It'll run very well - you asked which will make more power. If you'r replicating something & want a look, then go with that.

The Navarro is an outstanding manifold - the Edmunds just lets you use better carbs that flow more = more power.

 

years back...........I ran a 3/8 x 3/3 flattie and the most power came from an EVANS 3x2 intake with '84s........but I have not see Evans for many years even years ago they cost more than the others (quess that's why didn't see many)

 

........Sorry ........3/8 x 3/8

 

Another carb option (instead of 97's, 48's or 94's) is the Holley 2110. They were made and used in the 50's . . . all the way to the early 70's (named the VW BugSpray then). They have bigger throttle plates (you'll have to open up the throttle bores on most flathead manifolds) - but the same bolt pattern on the earlier ones. The VW models had a 4-bolt pattern. I switched over from 97's to the 2110s on my 3-Carb 286 cube flathead - with progressive linkage on a Edelbrock SU 359 - ran great. I also used them on a 2x2 SCOT blower setup - as I needed more carb than two 97's would give me. They use modern Holley power valves, have good needles/seats and good accel pumps.

Manifolds: If I had a choice, I'd run the Navarro manifolds. One thing that most people don't know is that Barney ran his port designs the same way that Ford did and many others did not. He believed that it was important to replicate the port flow of Henry as it reduced the tendency (due to firing order) to starve certain cylinders due to their proximity to others. I'll review some manifolds this weekend - can't remember which intake ports he was talking about . . . will post back.

 

Found a reproduction Navarro racing version intake and also have a line on a edmunds racing intake. Sounds like for more power i should use the edmunds with the 4 bolt carbs.

 

Power to be found running 2xRochester 2GC.

Cool factor running Navarro.

Rochesters are ugly carbs....

 

Another 4-bolt carb option is Stromberg WW carbs...saw one cleaning out the garage & thought of this thread...2GC still probably make more power, but WW look funky & cool vs 2GC industrial look.

 

Another big OLD carb that was used on some hot flatheads was the AA, used on big Buicks, Caddys, M5 tanks and such. It even came on some Buicks with a 3-bolt flange, and the 2-carb Buicks added an adapter containing air velocity valve for secodary carb into that...most you'll find are 4-bolt. Innards mostly look like 50% larger 97 parts, even to the jets which need a bigger double-D wrench, but totally rearranged with side floatbowls. Grancor seems to have liked 2 of these...

 

Yet another carb option is the Carter WGD. Carter made a 3 bolt version specifically as a flathead replacement carb. The four bolt version were found on Hudsons, Buicks, Olds, and some 265 Chevies. These carbs are easily tuned since they have the metering rod setup found on other Carter carbs such as the WCFB, AFB, etc. The WGD's will flow more than a 97.

 

This is great stuff!