Technical Building a new Winfield...

In terms of a 4V equivalency (flowed at 1.5"hg) they are about 109cfm each. That would mean two of those on a banger would be about equivalent to the primary side of a 390cfm Holley, which I would deem to be about perfect.
Four on a flathead V8 will also run well, methinks.

 

Is 153 CFM for the B size winfield?

 

I only had my new S-B measured. An original throttle barrel may be slightly different, but should be about the same as mine is dimensionally very close to an original. SR models may vary as well...

 

Here is a chart that I made up to estimate the other sizes, assuming that the airflow efficiency remains constant

 

thank you

 

Replying to a couple inquiries from the Banger thread, and trying to keep the Winfield discussion in one place...

Currently I have built 5 carbs worth of hard parts, and at least 10 sets of small parts. I intend to keep 2 complete carbs for myself, and the remainder are available. My hope is to maintain an inventory of Winfield S-B downdraft parts sufficient enough to deliver complete carbs on demand. I may branch out to build additional sizes, or at least parts and pieces for these additional sizes... but no plans at this time

The variation of components between S and SR, as well as all sizes A thru D is amazingly large, and I will not be producing all. However, many of the component size variations are minor and incremental in nature, and so if you have a carb that is missing parts, feel free to ask

 

Am working on new cards for the Winfield

 

This deserves a bump. What an amazing project @Kevin Pharis!

 

Thanks for the bump!

Here’s a look at where the project sits today… carbs and manifold are finished, professionally polished, and waiting patiently as I worked on the peripheral equipment over the last year. Had to make a new water pump, alternator, oil pump mount, and water distribution manifold. The special built alternator houses Kubota guts, while allowing a pass thru shaft to drive the Datsun 210 oil pump. The latest project being building the throttle linkage





Am hoping to transfer all this hardware over to the engine in the speedster this winter…

 

F-ing amazing!

 

" Perfection cannot be rushed "

 

The fixture in the pic looks like it has a steady rest against his jaw.

 

Correct, that is what it is !

 

Not quite sure what the throttle linkage needs to look like yet… so built up some bellcanks as using at least 1 might be a good solution for my setup. Just need to make up the bellcrank pivot shaft and circle clip to complete. If I end up using this bellcrank along with the link rod to the second carb, I will need a longer throttle pivot shaft too. I may figure a way to couple the 2 bellcrank pivot shafts together and run bellcranks on both carbs without the link rod…

 

This elegant build, just keeps getting better and better!
Most impressive, pure automotive, highly functional, mechanical jewelry!

 

Many years ago at the LARS there was a man selling a Flathead intake with 4 siamesed Winfield's with sequential serial numbers and the neatest throttle linkage I've ever seen. At the time he wanted I think 2500.00. I called Speedy Bill who was a collector of intakes and was told they weren't that rare, he had 2?

 

Sequentially numbered Winfields aren’t as uncommon as you might think. The carbs were originally supplied to dealers as loose parts, and we’re assembled and stamped at time of sale. Having a sequentially marked pair (or better yet pair of pairs) is pretty cool, but in reality is simply a novelty

 

I have two Winfield”S” Carbs on our Race Car, but they are on a Downdraft Manifold.

the Bowls are Updrafts, and there is no space to reverse the manifold to use as as updrafts.

Because they are completely difficult to modify the bowls to downdrafts.

Do you have any downdraft bowls available, or know where I could find two door my application?
Thanks,

Bob

 

The bowls are definitely not able to be converted from up to down (or down to up), but either can be converted to sidedraft with one of these



What size bowls do you need…?

 

I'm with you tubman! I somehow missed this thread. Kevin, your skills and your dedication to this project are way beyond anything I could adequately describe with words.

 

My bowl are “B” Size. Just to confirm,
Carbs marked S-1-B; bottom of Bowls: S-20-BU, and Ser # SBU 196.

 

It’s been 5 years, countless hours, and an unmentionable amount of money… and it was all worth it! Today it finally ran!!!!!

The carbs were set the base settings of 2 turns on the intermediate and high speed jets and 3/4 turn on the idle. Base timing at 0 degrees, key on… and fuel went everywhere…!!?!??? Apparently I forgot to put the floats in the carbs???!?!!?!! Luckily I know a guy, and so floats were installed in seconds. A bit of cranking to clear out the excess fuel… and she fired right off!!! Runnin pretty good for base adjustments, but have to assemble the cooling system before I can do any real tuning.

not sure how to post a video, so here is a link to a (crappy) video of it running

https://share.icloud.com/photos/0b5razmvnLsfBBU7HE7dGPqZg

Gotta give big thanks to @Dan from Oakland and Dema Elgin for providing the cam to make it all happen. After engaging with several flakey cam grinders over the last several months, Dan damn near magically knocked out a Model A cam blank modified for use in a T, and Dema Elgin pulled an overnight turn around on a grind! AWESOME!!!

The engine is snappy any sounds great! Can’t wait to get it on the road. Will be loading on the trailer for the Speedster Reunion in a few weeks…

 

Holy shit! Amazing!

 

Revs like a modern car.

 

Incredible workmanship. You should be oh so proud. Engine sounds crisp as. Awesome job all the way around. Thanks for sharing your journey.

 

Congratulations on your succeessful completion of this amazing project. Those carbs are works of art. Enjoy them every time you fire up the car.

 

Congrats! All of your time, dedication and skill have paid off! Not to mention it sounds quite rowdy!

Excellent work!

 

Bad Ass. Unbelievable craftsmanship.

 

^^^^^^^^Thanks fellas!!!!

So I’ve got the oil leaks down to a minimum, and need to come up with a plan for the water leaks now. Apparently there are some pin holes in one of my TIG brazed joints on the water pump and a stud that needs some additional sealant.

Got the carbs balanced this morning and have been around the block a couple times now. I keep opening up the intermediate circuit and she keeps running better! Just about have the off idle hesitation eliminated and she’s starting to drive nice!

 

WOWZA!!! It’s been a year since the last update!

Only a couple days after my last post, the car was loaded onto a trailer and we hauled the 1600 miles to Lincoln Nebraska for the Speedway Motors Speedster Reunion. The car ran really nice, but not quite perfect. It ran 2nd fastest T on the hill climb (not too bad considering the other cars were special built for hill climbing). The last day of the event was a dyno day where the ol T made 55hp! Not too shabby for an engine designed for 20hp




Shortly after the Speedway hill climb we made our way to the NWVS 200 mile endurance run in Eagle Creek Oregon, where everything fell apart! The entire event was plagued with loss of low end power, poor idle, stumbling, and popping out the carbs! We made the whole 200 miles… but every inch of the event was a struggle. When I got home I tried every trick in the book to adjust out the drivability issues with no success. Carbs were completely disassembled with no signs of wear or plugged passages. So, off with its head!!!



I found that the fella that I had hired to do the valve seats didn’t do what I had asked him to do. He was supposed to call me if there wasn’t enough material to provide adequate support under the seats. The intake seats looked OK, but the exhaust seats had clearly settled under the valve load and we’re leaking around a majority of the surfaces. Upon removal I found the seats were ground amazingly thin, and all pockets were missing 1/2 - 3/4 of the support surface below the seats.

I machined seats with a stepped outer diameter, bored the seat pockets to match, and cleaned up the valve job all across. Back together and then had to undo all the carb tweaking. She runs! But still suffers from a few drivability problems. Most noticeable was a dramatic stumble during left turns. Float level wouldn’t correct this issue, gonna have to turn the carbs so the bowls are to the front. I suspected that mounting the carbs sideways might have this effect, but didn’t figure a T would pull the necessary G’s to cause a dramatic problem