Tag: Inlet manifold

Stromberg 97 and Secrets of Speed Scalded Dog Manifold Upgrade for the 1929 Model A Ford Sport Coupe

Stromberg 97 and Secrets of Speed Scalded Dog Manifold Upgrade for the 1929 Model A Ford Sport Coupe

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Some time ago before my Dad passed away we had chatted about what upgrades might have been done to the coupe back in his days. He was born in 1936. Before I managed to get the parts my Dad sadly passed away.

So as a bit of a tribute I bought the following parts


Stromberg 97 Carb – from Dave O’Neil (O’Neill Vintage Ford)
Scalded Dog Manifold – from Charlie Yapp (Secrets of Speed)
Chrome Air Scoop – from Dave O’Neil (O’Neill Vintage Ford)
Facet Electric Fuel Pump – Carbuilder.com
Petrol King Fuel Pressure Regulator – Carbuilder.com

Fuel Pressure Gauge – Carbuilder.com
Braided Fuel Line – Carbuilder.com
Copper Fuel Line – Amazon
Rubber Fuel Pipe – Carbuilder.com
Various Connections and Unions
Jubilee Clips -Screwfix
Fuel Pump Relay – eBay
Rocker Switch – eBay


Parts I already had


MSD plug lead set and tool
Modern distributor cap
Wire and connectors

My friend Austen fabricated the required new throttle link rod from the dimensions provided by Charlie

First job is to remove the existing manifold and carburetor

This is a Model B carburetor fitted by a previous owner, this carb has had a brazed repair in the body which whilst a bit rough and ready worked fine.

These inlet manifold fixing bolt holes where not used with the original manifold, but are needed for the new one. These were cleaned out with a tap.

The carburetor and manifold were assembled and bolted into place

First attempt at wiring the fuel pump and the use of braided fuel line. This looked quite bad as the wiring was temporary to get home from my friends workshop. I didn’t like the look of the braided line.

Decided to go with copper fuel line with rubber termination to solve any issues with engine movement that may cause leaks.

The fuel pump and regulator fit nicely in the chassis rail, these were removed to change 90 degree elbows for a better pipe run

First attempt with copper/rubber fuel pipe as you can see the wiring is a lot tidier, you can also see the pipe run between the pump and the regulator. The wiring will be tidied and weatherproofed further. Use of the screwed connector has been chosen to make a pump change on the road easier.

This is a view from above, quite tidy but still not happy! Too much pipe run above the exhaust manifold and the carb feed pipe is not secured enough for my liking.

At this point a leak from the sediment trap was noticed, caused by the failure of the gasket

The reproduction item is made of neoprene but a horrible fit and had to be cut to fit. Bowl and trap were cleaned and then reassembled

Wasn’t happy with the throttle feel so spaced with some fibre washers, a lot better now. The throttle also stuck a little, so the joints on the rods were lubricated and Clive at Stromberg provided a nifty little solution to snap the throttle shut. This also doubled as a safety measure as per Charlie’s advice in case of linkage failure.

As you can see runs very well, starts better, warms up quicker, very happy.

More once I get a few trips under my belt with the new set up.

Inlet Manifolds for the Modern Age – Brendan Baker @EngineBuilder

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Today’s aftermarket intake manifolds offer engine builders many options, but choosing the right one for your build is more than just finding the biggest one.

When Vic Edelbrock Sr. bought a 1932 Ford Roadster as his first project car in 1938, it was a turning point in his young company’s history. Vic Sr. ‘s entry into the world of “hot rods” led to the design and manufacture of the first Edelbrock intake manifold, and thus the hotrod age began. 

Edelbrock Sr. knew the engine’s top end was about moving air and fuel to the combustion chamber as efficiently as possible, and a good design had the potential to unlock horsepower. He came up with the first performance intake for Flathead V8s with a 180-degree dual-plane design. The rest, as they say, is history.

Today’s aftermarket intake manifolds offer engine builders many options, but choosing the right one for your build is more than just finding the biggest one. Experts say it is essential to match the head and intake to your application and intended use, i.e., rpm range. 

If your customer is an occasional drag strip competitor, but mainly drives his showpiece to the local diner for car club nights, you may want to choose an intake that’s good for the street and reasonable on the strip (or from stoplight to stoplight). Today’s performance components blur the lines between street and racing more than ever, so engine builders must know how to read between the lines for their customers.

High-performance intake manifolds should have smooth contours and gradual transitions between segments. The design and orientation of the intake manifold is a significant factor in the efficiency of an engine. Major contour changes can invoke pressure drops, resulting in less air (or fuel) entering the combustion chamber.

While there are several manifold styles from which to choose, each design has some compromise to consider. Take, for instance, the dual-plane manifold. It has consistently been recognized for its performance from idle to 5,500-6,000 rpm. This manifold has been a mainstay for OEMs because it produces excellent drivability. The cylinder runners are grouped and separated by 180-degrees of crank rotation and split a plenum. There are two small separate plenums, and the runners are usually long, with each one feeding four opposing cylinders of a V8 engine. 

One thing to keep in mind when choosing an intake is that air velocity affects throttle response as well as low-end torque. That’s why cylinder heads with port runner volumes that are too large may not perform as well as the stock cylinder head.

Turbulence helps route air into the cylinder more efficiently and promotes better air and fuel mixture for better combustion. Turbulence can also cause air and fuel separation in the combustion chamber, which you can better get an idea of what’s causing the fuel to separate by wet flow testing.

Read on

Five Carburetors: Why Not? – Mac’s Motor City Garage

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One V8 hot-rodding trick of the ’50s that never quite caught on was the 5×2 carburetor setup. But you know, it’s not such a terrible idea.

The photos we’re sharing here have made a few laps around the hot-rodding message boards across the internet, where they never fail to stimulate interest and discussion. The images depict an idea that originated in the early-to-mid-50s for souping up American V8s: the 5×2 carburetor setup, with an intake manifold specially cast (or modified from a production component) to accept five two-barrel carburetors. While the configuration never really caught on, it’s not as strange as it may look today.

The system above, apparently built up from a production Pontiac V8 intake manifold, uses five Rochester 2GC two-barrel carburetors laid out in an X pattern, with the center carb in the original stock location. The early Oldsmobile (1949-64) manifold in the lead photo is of similar configuration, and also includes Rochester-style carburetor mounting flanges.

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The Top 20 Aftermarket Parts of All Time (#3): Edelbrock Slingshot Intake Manifold – David Fuller @OnAllCylinders

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The 3rd article in the On All Cylinders series of The Top 20 Aftermarket Parts of All Time features the Edelbrock Slingshot Intake Manifold. The article also has some great history around Edelbrock the company and Vic Edelbrock the man.

Read David Fuller’s article here

 

Cracked it, Carburetor Tales of Disappointment

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The A has been running badly of late, especially stalling out at junctions making driving a bit less than enjoyable. The car has a B carburetor fitted on the A manifold which hasn’t been milled out to match the carb (confirmed by measuring) Upon removing and stripping the carb I found that the mounting flange and therefore the carb throat has a crack which has been repaired.

Whilst I had the carb off I gave it a good clean and put it back on for the time being. Surprisingly after resetting the mixture and idle the car runbs and drives well. Decisions to be made on the carb and manifold soon!