That's what I figured.crazyamc wrote:I vintage race my '69 Camaro ex A-Sedan car.... I always considered the '70 Trans Am season as the pinnacle year due to Chrysler joining the fray. In my first race, my car number was 30 (my age at the time).... and the Camaro is restored to the '70 TA specs, including a SY1.... I'm 51 now, the same 302 that started this craziness has been through one set of rings, bearings, and a fresh set of Brezynzski heads, all under the SY1.. It's strong, correct, fast, (not Cobra Automotive fast, they're crazy!) but will continue to run up against the 8K chip as it always has... and I fully expect it to continue to do the same in June at Indy with SVRA- that;s a winner in my book! Come out- you'll love it!Ken
The Ford had the power edge and Somkey was using the large plenum for more top end hp.
And it was really only for high rpm (8K chip).
What size carb size are you using?
That was an idea I also had.miniv8 wrote:I have one of those, and if I were to use it I would build two tops for it and run it as two separate intakes on a single manifold, like so:
People love them, but everyone wants to modify them to bring it into the 21st century.
If you love it just put a stealth EFI inside and put a gutted out carb with throttles on top. It fixes all the distribution problems and any rpm, the best of both world.
Lets look at the problems it has:-
Not much vertical plenum height.
The air exiting from the carb at high rpm have so much velocity that it can't make the turn and the columns slam into the floor. The heavy fuel droplets separate and soak the floor, hence those dams above some ports. The kinetic energy of the air columns blast the fuel back into suspension into a less than ideal homogeneous state, with some spraying on the far secondary plenum walls. The distance from the carb to the port entries are progressively farther away making equal fuel distribution harder, hence that end baffle.
At high rpm you can get away with murder, but that doesn't mean is the best way to do things.
Large flat empty stagnation areas.
At idle the air exiting has very little velocity, so can make the turn easily, but because of the dead areas the fuel can come out of suspension, unless it's in a high vapour state.
You could fix things with a carb with a high atomisation rate - same as coated manifolds need over non coated ones -, but that not the best way to feed and engine. That's why there are people that do wet flow carb testing.
It's pretty obvious it uses the large plenum drag racing hp trick, but because it was used for circuit racing it had to have all those internal mods.
It might have been a great piece at the time, but there has been 45 years of single carb, under bonnet, single plane dominance since.
It's been 45 years, don't hang onto the past or you will get swamped by the opposition. The manifold shouldn't still be revered today, but should be only noted as a historical point in time.Tuner wrote:I agree with you, things are more like they are now than they ever have been and that includes how smart people think they are.
It's worth one more time on the hope it will sink in, the manifold was made to fit a racing rule requirement demanding a single 4-bbl and a stock appearing sedan hood line. Your argument for Dominators and a tunnel ram would not get you out of the scrutineers' paddock.
In the gaming world it was proven that he less experienced a player was, the more aggressive and rude they were. Don't come off as a spoilt brat just come up with well though out view point, because that's how things are done here on Speedtalk.
