Also hoping to finally get my split exhaust and intake setup on the Buick this weekend...I know how to fab the mounts but the main thing im worried about is the carb setup. I have a pair of 94's from Charlie Price (vintage speed) that i will put on the setup. Do you folks that have this setup run progressive linkage or straight? I have the straight linkage but I know back in the day they were basically like a four barell with progressive. Any advice as to which way I should run it ? Thanks!
I'm****uming you've got an Edmunds intake, which means you'll have to run straight linkage because the manifold is split between the front 4 and rear 4 cylinders. My weak point ended up being the Charlie Price carbs.
No it is not an Edmunds (wish it was but dont we all ?) It is off i believe a '39 or so Buick it is an original stock dual intake and exhaust. What are you doing with yours ? I am hoping that the straight linkage will work but I am skeptical it may dump too much gas and run like*****. After this weekend I need to be able to drive this car any/all the time, basically it will be my daily driver. So with that said what would you recommend ?
Lookit********. You're running two carbs, TWO. How are you gonna run a progressive linkage with two carbs? You have 8 cylinders, an even number, and 2 carbs, 2's also an even number. Are you thinking you were gonna open up the back or front four cylinder's carb first, then open up the other one once you hit 15 mph, thereby creating a whole host of flooding problems? Sorry to be a*****, but use your noggin man. The only time you use progressive linkages is when you're running three two's, three one's, six twos or six ones, to open up the center carbs at less than full throttle. In short the carbs have to be running in synch under all conditions. I'll show you the set up I made using about $4.00 worth of threaded rod and nuts and bolts.
Nads there are tons of dual quads running progressive linkage. I set up my buddy's 235 dual singles with progressive limkage. Back in 1960, I had dual two barrels on my '38 Buick running progressive. The Buick manifold was from a '41 or '42. They worked fine. Try it! Happy motoring, Frank
Damn Nads....did i squeeze your nads a little too hard in the vice last night? I stopped by Mikes on the way home and we were talking about setting up may carbs this coming weekend and he thought it needed progressive while i though i could run the straight linkage. I told him i was gonna post here and see what people that had my same setup were running....I was pretty sure yours was straight threaded iron basically, mike thought it was progressive....guess we figured that out the hard way. Just chill a bit Nads, don't need to flip out at everything I come up with whether its another of my hairbrained ideas or a serious question you know the answer too. i like the help but give me the help and not throw me in the gutter so much. Not trying to be rude or******y at all just pointing out what i think. When I bought my carbs I bought a straight linkage setup from Price as well. Now that I know its straight linkage I am happy. That is all.
One other thing...now that the linkage issue is solved (thank you Fatass and Nads) how do you go about setting up the carbs equally ? I plan on calling Charlie Price in the morning to see if the "set" i bought from him are completely the same as in floats, etc. If so it should be a matter of just getting the same amount of gas to each carb correct and just some minor adjustments ?
I wonder when Nads will get sick of tasting his foot......My buddy runs a progressive linkage on his I8.....
One of my problems with the carbs was that the jets were different sizes, as in one carb had a 68 and a 58. He didn't believe me until I sent them to him. I also had a lot of problems getting them to idle right and the economizer valves were way too big. I'm running #54 jets all the way around and 3.5 econo valves, and this has given me pretty good results. Of course my mileage runs between 10 in the city and 15 on the highway so don't expect too much here. Another thing I've done is replace the fuel bowl units on both carbs after screwing around with almost everything else, and for some reason the car started running a lot better. To get them set up the same, get one of those vacuum meters, I've heard they work well. The old "ear and seat of the pants" method*****s (believe me). Another thing, have you looked at how you're going to run your vacuum advance? The Ford carbs work differently, so don't screw it into the port you may find in the fuel bowl. Broman, what kind of intake is the guy with progressive running? I'd like to do that on mine, but I can't see a way with this Edmunds since it's split. Do the '40 -'41s have a common plenum? I had one for a short time but sold it.
Just looked in a couple of "Motors". Sorry I can't find it right now, but I saw where the FACTORY offered progressive dual carbs for the I8 at some point. Called it "Compound Carburetion". Think it required a special manifold set-up. (split along it's length or something, to form a twin runner set-up). Sorry I can't be more help.
Nads why dont you get off his*****! I have to say he was asking a serious guestion on a serious board at times. Sure he ask and comes up with alot of off the wall idea's but***** man. not all of us are orlando's very own GOD FATHER of hot rodding!
Did you put the setup on the buick or did you do a motor swap and put the motor in another like you were thinking about??? I got my factory duals mounted on mine and the problem i ran into was where the swing arm runs up from the frame it rotated the wrong direction making the linkage set up a real pain in the****. I am running carter carbs. the stromburg set up the cintection side for the linkage was in the wrong side and wrong direction of swing.
Fatass, I do have a "set: from Price. Talked to him just a efw minutes ago and he said they should be setup with roughly #51 jets. So once the setup is no the car and the car is running you just drove it around and adjusted the carbs as you saw nessecary ? As for the vaccuum advance there is such a leak on it right now but the car still is running fine...How did you set your vaccuum up ?
I plugged the hole in the carb and just advanced the distributor until I hit the sweet spot.. Since the RPMs don't change much, only the load, it's not as much of an issue as it would be with a normal trannie.I'd like to put chokes on 'em, since it runs groggy when iot's cold, but that's the breaks. Runs great when it warms up. CP is a hell of a nice guy, smart as hell and stuff, but I had a lot of issues with his carbs. Maybe I was just unlucky.
Godfather? Me? Pudfather more like. Buford I could understand running a progressive on dual quads whereby you open up the the primaries first, but I can't possibly see how anyone could run two singles that way. Okay if you've got two separate runners, maybe. But how on earth on an Offy or an Edmunds or Switch's stock Buick manifold is it possible to feed all the cylinders off one carb? I just can't see it working. Ever notice than stock factory inductions have the carb in the middle of all cylinders? I wonder why that is?
OK, I'm running a little behind the pack but le'me put my 2 bucks (inflation) in here. If your running a log manifold (only one plenum) you can rum 'em progressive. If you manifold is split (two plenums, or is that pleni) they have to both open at the same time. I guess you are running a straight 8 (what else is there) open them both at once anyway. Just don't hammer it off the line. If you must do the stoplight thingy when the lights turns yellow start revving, then when you get a green light side step the clutch and let fly. But watch out for the tunner guys, they don't know that nitrous is for sniffing.
Okay, I'mn gonna open my mouth w/o knowing anything, so here goes: The Buick dual set-up you are running is STOCK, correct? It's my understanding that those old Buick duals*****ED...? It's also my understanding that becuase the buick duals*****ed SO MUCH, It actaully made other car companies decide to NOT go with a dual set-up...? Has anyone else heard this? And, most importantly, does anybody know why they got such a "bad rap"...? And whether or not it's JUSTIFIED, Or can be remediaed (SP)...?
I agree that with a progressive set up you can't have maximum performance, or totally equal fuel distribution on each cylinder. The cylinders farthest from the carburetor will take a split second longer to fire on start up, but they will pull fuel mixture from the manifold. The engine runs on one carb to about 1/2 throttle, then the second one starts to open. The '41 and '42 Buicks ran fine; they were just "more complicated" and cost more to maintain. They used a weighted*****erfly plate under the secondary carb (much like the Carter AFB secondary setup) to avoid bogging on a sudden, full throttle condition. Ah, the memories! Frank
Actually, it was my understanding that the dual system worked so well that Cadillac made buick stop selling it. The story goes that the "Century" was named that because it was the first domestic, mass produced, car that could cruise at over a 100mph. It had an I-8 with dual carbs/exhaust. Cadillacs couldn't keep up so they demanded Buick stop producing the "Century" with dual carbs. Thats the story I heard...
Both my st.8 motors have straight linkage.One has the stock Buick manifold (dual) the other an Edmunds. The stock manifold has lg. plenums under each carb,joined by small tubes . It would be hard to get even fuel distribution with anything but st. linkage.The same with the Edmunds but it has a more open area between.Good luck. P.S tool for syncronizing carbs is UniSyn.
If I recall the carbs back then weren't much better than a gas soaked spunge. And the manifolds weren't much better than a pipe than ran between the ports. Granted that's basically what a manifold is. Probably the biggest reason that the other companies went with a single carb setup was cost. Remember when Henry started putting the V-8 in things, it also got a bad rap, someone thought that the cylinders would wear on the bottom. The stock 2 carb setup probably isn't the best on the market, but the name of the game is run what you brung. Given the options I would go with the twin setup if for no other reason than just the cool factor. Yes its a little harder to tune, but if the Strombergs are in good shape, it should almost be a set it and forget it. The upside to the log type manifold is it's easier to balance than a split manifold. I still wouldn't get all bent out of shape if I didn't have progressive linkage, your not running a whole bank of carbs, or even a pair of giant monster monster muthers. Its just a pair of eyedroppers. Throw them babies on, snag a vacume gage or a pair of them and start trimming. Will it ever run in the elevens? Probably not, it is an ol' Buford. But on a scale of one to ten for totally phat, it rates a 12, because it is an ol' Buford. A straight eight, multi carb, dual exhaust Buford. if it don't get ya dirty it aint yours.
I'm running dual 94's on my Ford flatty and I blocked my power valves and am running .048 jets. I tried running 4.5 then 3.5 power valves and she still ran way too rich. If possible you want to run a driver's side (of the carb) linkage off extended throttle shafts. Make sure you use a quality linkage w/ bearings instead of the cheap adjustable Offenhauser style with cotter pins. I ended up pawning my old sets off on egay. The linkage balls on Holly 94's tend to wear and cause passenger side linkages to stick, especially adjustable types. This can make for some exciting driving experiences! My toe is still sore from pulling up my gas pedal while I was sorting out my linkages. An idea if you want to pretty you motor up is to have your valve cover & intake metallic ceramic coated. It not only looks cool, but they are easy to keep clean. I had my headers and intake done and I really like the look. You should be able to balance the carbs w/ a Unisync. Edelbrock sells one if you need it and most of the speed shops have them. Good luck, should be a cool motor!
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