JohnZ

The '69 Z/28 (302) came with a 780 CFM Holley 4150 with vacuum secondaries, so it would be legal for SCCA Trans-Am racing, where the engine spent all its time between 4000-8000 rpm at wide-open throttle, and needed that level of airflow capability.

While I was having the original 780 on mine restored, I replaced it with a 600, and it was much better as a "normal" street setup; crisp, smooth throttle response due to the higher air velocity and stronger metering signal at "normal" revs.

Over-carbed? For normal street operation, yes; for SCCA Trans-Am racing, no.

Plasticman

Just in case any one here did not know: JC Whitney and Warshawsky was the same company with 2 different names (and sometimes different prices).

Now the company I was looking for (from the 50/60's) that I can not remember was something like Almquist?

And from a tuning standpoint (for my feeble mind), I will take dual 4's any day over the Rochester FI. Understand the benefit, just didn't understand the need for the complexity.

And yes, I put a 780 (3310) on my stock 327/350 66 Vette, and yanked it off quickly (had more power on the top end, but was not worth the loss everywhere else).

Plasticman

mashinter

They were in the same building on a corner; one street had J C Whitney store front, the other street had Warshawsky store front. Wish I'd taken a picture; too funny.

MikeM

You have the name right. Ed Almquist. Almquist Engineering.

Plasticman

Mike,

Thanks. Just did a search and came up with this: http://www.recordonline.com/apps/pbc...FE02/903020301

Interesting that in the above web page is a comment from Henry Ford (to Ed Almquist) about not over-carbureting..........."Coupled with his adamant advice to avoid over-carbureting".

John

MikeM

Here is a brief bio of Ed Almquist:

http://www.recordonline.com/apps/pbc...FE02/903020301

mashinter

[QUOTE=MikeM;1574035685]Which weighs the most? A single four barrel/cast iron intake or two four barrels with aluminum intake?/QUOTE]

Noland Adams' book has a 283/245 as 15 lb. lighter than a 283/230.

Kerrmudgeon

Audiophile, do the words sh*t or get off the pot have meaning for you..... This has been going on for how long?

wmf62

and to some extent, so did Ace Hardware and Western Auto...
Bill

MikeM

I think we were in the search mode at the same time.

I think Henry gave very good advice. It'd be easy to overdue it on an engine that had an updraft carburetor intake manifold and 3.5/4-1 compression. Too much carb and the gas that fell out of suspension due to low airflow would fall down out of the carburetor and on the ground. Yep, he was right.

NOM61

I haven't driven a 2x4 C1, but simply based on the numbers, I would contend that the base 230 is the better engine for normal driving on the street. I would support that contention with the fact that the 230 motor produces 300 lbs of torque at a low 3000 rpm, while the 245 motor makes its 300 at 3800 rpm and the mighty 270 needs 4200 rpm to make "only" 285 lbs of torque. Assuming of course that gearing is equal (which is where I believe most of the perceived "seat of the pants" difference lies).
In normal driving, torque is king.
Stash the stock intake and carb and install a Performer (or equivalent) with a 500 cfm carb and you'll forget all about those expensive dual WCFBs.
Just IMO..

Stewart Allison

I want to keep my manifold and carby separate. But a edelbrock and a holley doesn't leave much room for an air cleaner. I would love to use an airgap manifold but it's way to tall. I think I will just leave the original manifold and buy a holley so my original carby doesn't get trashed.....Not much height room under the hood of a C1 ? Stewy

NOM61

I have a Performer EPS with a 600 cfm Performer carb on my 350 in the '61 and it JUST fits with a 2" filter. If I could figure out how to lower the throttle linkage I could use the Proform drop base cleaner and have more clearance AND better airflow.
But if I was doing it over I'd use the non-EPS Performer manifold to gain a bit of "breathing room".

Stewart Allison

That's what I'm using at the moment a performer and a 600 on a 350 in my 1960 and I had to murder the air cleaner base plate to fit the original style air cleaner. It fits but just. It's not great. At least it looks half correct with the original style air cleaner....... Stewy

Coves4me

Stewart,

You are struggling way too much. My 59 came with the original 245 HP 2x4 WCFB setup. However, I don't use them. After reading many posts, I felt I wanted a reliable carb setup that was easy on the eyes yet had plenty of OOOOMPH. I wound up installing a 3721SB Carter AFB that I rebuilt on a #129 1963 Corvette aluminum intake manifold. Under the carb I installed a 1/2-inch thick Mr. Gasket multi-plate gasket for heat reduction. I installed a single-point Chevy vacuum advance distributor and a 67 GTO "chrome" air cleaner (much cheaper than a Corvette original or re-pop). Only the purists can tell it's from a Pontiac. This setup runs flawlessly and has plenty of low-end grunt and high-end speed. My 2x4 carbs, now fully restored correctly sit on the shelf in plastic and never needs adjustment. They will go with the car if I ever sell it. IMHO, You can't go wrong with a properly setup Carter AFB carburetor. Good luck.

Mark

mashinter

Mark:

I ran my '59 283/290 with '61 fuelie heads, a '62 aluminum intake, 3721SB, GM phenolic spacer, fuelie distributor, and eventually a GTO air cleaner (bought in 1968) from 1965 to 1971. Other than an annoying tip-in stumble, it ran great. There's another thread that might help me cure the tip-in stumble...if the car were still together.

Bill

65coupe

Whatever else...dual 4's looks great.

Audiophobe

What's the difference between the 245HP and 270HP (besides the HP ? (ie what makes the extra HP?)

Frankie the Fink

Solid lifters, the Duntov cam, dual point mechanical distrib, specially set up carbs; meaning vacuumeter springs, 'flapper' counterweights and metering rods matched to the cam's and engine's specific attributes..

1snake

245 & 270HP use the same dizzy, 1110891. The only difference between the two is the solid 097 cam and the carbs.

Jim