8 barrel experts

How much of a handicap are they as compared to a Torker two and up? How many hours of porting to maximise its capabilities? How finicky are the carbs to tune?

Engine will be as large as feasible Scat forged rotators and Probes or Diamonds unless someone can put together better product for only a little more cash.
P51s etc...

Bad question, or am I too impatient?

never fooled with um, the single 4 stuff is easy to do and hard to beat.

not carb .... but a sweet fi deal

Sexy as all get out but unlikely to match with my flat hood plan

Bernie wrote:Sexy as all get out but unlikely to match with my flat hood plan

....... nope but you could always cut a hole in it .......

OK, listen up, I want my 17 yo daughter to drive this to high school and she has enough trouble getting dates. Her dad looks like he eats babies and she's on the honour roll, adding a rip snortin, fire breathing car to the mix will guarantee her entry into spinsterhood. So, no holes in the hood, no sewer pipes, and 4 mufflers, and no identifying marks.

And when she asks the kid with the 2011 GT if his car is fast, I want her to make a hundred bucks in a race.

Bernie wrote:OK, listen up, I want my 17 yo daughter to drive this to high school and she has enough trouble getting dates. Her dad looks like he eats babies and she's on the honour roll, adding a rip snortin, fire breathing car to the mix will guarantee her entry into spinsterhood. So, no holes in the hood, no sewer pipes, and 4 mufflers, and no identifying marks.

And when she asks the kid with the 2011 GT if his car is fast, I want her to make a hundred bucks in a race.

sounds like you better have some good insurance on her.

Plenty of guys making tons of hp with a single dominator on engines just like you describe. Not sure why you would want a dual four setup. More trouble, more money, very little if any gain. I understand the wow factor but especially staying under a flat hood. Just go single four and lots of cubes. You can make way more than almost any street car can handle even on regular pump gas.

jmho.

dkp

Bernie wrote:How much of a handicap are they as compared to a Torker two and up? How many hours of porting to maximise its capabilities? How finicky are the carbs to tune?

Engine will be as large as feasible Scat forged rotators and Probes or Diamonds unless someone can put together better product for only a little more cash.
P51s etc...

strange question --"How much of a hadicapare they " why would any one spend more money to get a handicap

DanH wrote: why would any one spend more money to get a handicap

Because we're dumb? Its a little different than every other cookie cutter?

I did honestly expect to be talked out of it, but I also know I'm not the only one who thought this way.

I ran the BT 8 barrel intake with a pair of 660 center squirters on the 521 crate engine

AND? Was it a pain in the ass? What did you switch to, how much difference?

I've tuned a dual dominator setup for a guy in top sportsman back in the 90's and it is not that bad on a racing motor but I don't know anything about a street application.

Bernie wrote:AND? Was it a pain in the ass? What did you switch to, how much difference?

the 521 was in the 65 in my avatar....it went a 10.64 @122 spinning....it was a cold November day 2 years ago!.....Run excellent! super crisp throttle response, heads are SCJ Kasse stage 1 and ported to the SCJ gaskets as was the intake. I lost oil pressure and spun a rod bearing, so I stuck a mild 460 in it. The 521 is all but together, this time around...Lem Evans picked out a cam...726 lift compared to the 647 lift from the crate engine...this 521 was assembled in 2006...not to be confused with the current line up. Victor domi intake and a Quickfuel carb..need to talk with some people to see what they recommend.

I used to have a stroker 4V headed 393 Cleveland under the hood in my '69 Mach 1 where my 545 now resides. When I got the car, the Cleveland had a tunnel ram with 2 Proform 750cfm double pumpers on it. Some may say that it was way too much carb but that's what I had to work with originally and after puking a wad of cash for the car I just had to work with what I had. I did a lot of reading and back in the day this kind of combo was the hot setup on 4V Clevelands for the drags. I got to tuning the combo best I could. I found that the carbs seemed to work best jetted at about 85% of what you'd expect a single carb on a single plane to be. Why, I can't say but try starting there to get you in the ball park. I also ran the power valves in the primaries a touch lower (45's in stead of 65's). No power valves in the secondaries of course. Honestly it ran pretty strong. With a toploader and 4.56's I had no problems man handling 2 air force guys in a brand new Viper when they decided to attempt to show me up.

Getting the throttle linkage all working dead on was a pain. Zero slack in the system and making sure you got full WOT with the pedal mashed took some work. Moving all of that linkage and the carb springs meant a hard-to-push gas pedal. I had to run really light throttle return springs.

Later on I sold one of the 750's and the tunnel ram and bolted on a Torker with a 750 up jetted. The car felt stronger but I never had it to the strip with the original setup so I can't say.

8 carbs

http://www.inglese.com/Products/Ford.asp

bruno wrote:8 carbs

http://www.inglese.com/Products/Ford.asp

Ooooooooohhhh, perdy