Thats the thing. Over here there were a company that made cast ally intakes for the weber for the inline chevy motors. That was many moons ago, before my time so getting them is like winning the lotto. Carb pad is not parralel to engine. Turned 90deg so that when the weber throttle opens the fuel charge is going towards center of intake . I also experimented on mine and made a small insert to go under carb so when at wot the charge hits it and goes towards plenum and towards the outer runners and not hit the floor and go towards the center runner. Basically like the insert that goes in a essex v6 intake that was in discussion on engine tech about close to 2 months ago. But only on the inner side of intake. Had basically a similar idea for the idf setup.modok wrote: ↑Sat Nov 30, 2019 5:28 pm What direction the throttles open can have a drastic impact on fuel distribution and wet flow.
I would guess having the LOW hanging end of the throttles toward the outside would be preferable for distribution, but worse for wet flow.
At least.....build it so you can try both ways.
The 38/38 the throttles open toward eachother, maybe you don't think much of it but it makes a difference.
My mind has been all over on this build intake wise. I made an adapter as to use qjet on this weber intake, just to see how it works out. Then made a intake with bigger plenum for qjet, big plenum made the routing for distribution better but screws up idle signals. Made plenum smaller and smaller and getting idling to be basically perfect. Then went again some more tuning. Need to sort some more needles and jets and weaker springs for piston.
For now the weber intake just so i can at least drive it a bit while building another intake for idf setup. I like your idea of setup on carb to flip it so blades open to other side. Will look into it to do on intake and then see how it works .
Thanks for input.
I made my own headers for this engine. Cost wise to import the clifford shorty headers or the fenton type manifolds is costly, i can almost buy another car for parts or to rebuild.enigma57 wrote: ↑Sat Nov 30, 2019 5:20 pm Wish you weren't so far from here (Texas). I've got a few goodies you could play with as far as carbs and intakes for that engine. Also have a new hecho en Mexico cast-iron exhaust manifold for 292 heavy duty truck and bus with single 2-1/2" outlet. In theory, a single 2-1/2" OD exhaust constructed of tubing having 16 gauge wall thickness will support 200 HP without power loss if your muffler will flow 2.2 CFM (or more) per HP generated (measured at flywheel).
More if need be but beyond that point, you will begin to experience back pressure beginning to build incrementally, resulting in diminishing returns as power level and RPMs exceed appreciably beyond that point. Of course, you could always braze or weld a 2nd 2-1/2" outlet to such a manifold. I have done that before using a gutted big block Chevy heat riser having same 3-bolt flange and bevel for donut gasket as this manifold has. These cast-iron manifolds weigh quite a bit, though. Would cost a fortune to ship something that heavy to S. Africa.
FWIW...... If you bring dual 2-1/2" exhaust pipes together and join them 15" - 18" downstream of exhaust head pipe connection...... A single 3" OD system if built to same parameters as discussed with single 2-1/2" will in theory, support 338 HP priour to back pressure beginning to build as discussed earlier.
BTW...... If you are considering a store bought intake for your 44 IDF...... AussieSpeed make a beautiful manifold base for these engines. Its intended to be used with interchangeable tops (either a dual carb top or a supercharger base). However, you could take one of these bases and add a 3/8' thick machined aluminum top plate of your own to fit your IDF carb to this intake......
http://www.aussiespeedshop.com/product/ ... rrency=USD
Just add an engine coolant tube under plenum to warm plenum floor for better atomization and enhanced drivability and you are good to go.
The exchange rate is bad, the shipping goes up hence the weight and then the import tax works on total of parts and shipping so that stuffs it up even more.
Sadly the aussie speed intake costs more to import that a clifford intake.
I checked all over. For example a offy 2 x 1bbl intake from summit , by the time its gets here and import taxes all there its like paying $880 for it. The 3 x 1bbl is little bit more. Ebay is actually more expensive that the parts houses. And takes longer to get it.
Anyway, over here we had a limited production of the 292 and they used 250 parts mostly.manifold and carbs, So the 292 style exhaust manifold were never used here, i checked.
With the tight space my headers is quite close to the intake , so heats it all over, which helps me sort off. Will take some measure ments later today to see my availible space for intake, maybe i can utilise your idea or something similar in design .
Also modok's idea of trying it both ways regarding blade opening. So will look into that to make it possible on the intake to flip carb over.
Actually looking at some pics on the opala 6cc what they do over there in brazil. As to runner sizes , lengh etc.