How many of you run carbs? - Ford Mustang Forums : Corral.net Mustang Forum
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post #1 of 30 Old 08-05-2018, 06:03 PM Thread Starter
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How many of you run carbs?

I'm curious how many here run carbs and what your setups are.


CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #2 of 30 Old 08-05-2018, 06:37 PM
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Pump gas,street car.
Quick Fuel 950,Black Diamond. On a FTI ported Super Vic. intake.
With a aluminum heat shield/gaskets between the 2.


427 T56 3.90 2 kits
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post #3 of 30 Old 08-05-2018, 08:36 PM Thread Starter
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Pump gas,street car.
Quick Fuel 950,Black Diamond. On a FTI ported Super Vic. intake.
With a aluminum heat shield/gaskets between the 2.
That's some serious carb on a sbf.

CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #4 of 30 Old 08-05-2018, 10:39 PM
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1050 Holley Dominator on a BBF with Dove. cast iron heads and 200 shot.
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post #5 of 30 Old 08-06-2018, 08:38 AM
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my new 408 has an 1150 going on it...

we ran a "1350" on the old X nitrous motor.

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post #6 of 30 Old 08-06-2018, 02:44 PM Thread Starter
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1050 Holley Dominator on a BBF with Dove. cast iron heads and 200 shot.
What a beast!

CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #7 of 30 Old 08-06-2018, 02:45 PM Thread Starter
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my new 408 has an 1150 going on it...

we ran a "1350" on the old X nitrous motor.
Are you running big RPM's?

CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #8 of 30 Old 08-06-2018, 03:03 PM
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750cfm Quick Fuel blow thru on a 364cid daily driven
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post #9 of 30 Old 08-06-2018, 03:13 PM
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I had a holley 750 DP on a mild 306, followed by a street avenger, followed by efi. lol
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post #10 of 30 Old 08-06-2018, 09:28 PM
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302 CID, Horsepower Innovations built Holley 950HP, blowthrough on E85.

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post #11 of 30 Old 08-07-2018, 07:21 AM
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Are you running big RPM's?
depends what you think big is... but its built to go to 8K in a stock block

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post #12 of 30 Old 08-07-2018, 08:08 AM
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434 SBF 850 blwthrough


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post #13 of 30 Old 08-07-2018, 08:25 AM
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I haven't run a carb on anything since the early 80's. There is this new thing out called fuel injection.
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post #14 of 30 Old 08-07-2018, 12:53 PM
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I haven't run a carb on anything since the early 80's. There is this new thing out called fuel injection.
What's this EFI you speak of? I'll do a Google search.

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post #15 of 30 Old 08-07-2018, 01:21 PM Thread Starter
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434 SBF 850 blwthrough


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Beautiful. Great attention to detail.

CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #16 of 30 Old 08-07-2018, 01:28 PM Thread Starter
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depends what you think big is... but its built to go to 8K in a stock block
That's amazing. There's no room for tuning error there.

CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #17 of 30 Old 08-07-2018, 02:06 PM
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That's amazing. There's no room for tuning error there.
im use to working on the edge...
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post #18 of 30 Old 08-08-2018, 01:18 PM
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I "throwed" the carburetor away a long time ago. Swore by them for many years (decades?). Picked up a used mechanical FI kit, bolted it on, picked up about a tenth over a alcohol carburetor. The FI is so simple that anyone can tune it, and it's also so simple that you'll second guess yourself in the tuning process-which is what gets people in trouble. But the simplicity also means that there's really not much to go wrong. Current setup has been on the car since 2006 or 7 and haven't even changed the jet (pill). I've cleaned the nozzles a time or two but they were never dirty, just PM. And it repeats ET's as if the slips were coming off of a copier. Others hate it but others also can predict it. The dial-in stays within a couple hundredths all season long; and actually the 5.8 is likely permanently shoe-polished to the window and I usually only change the hundredth either way one or two numbers depending on the weather and time of year. Love it, just don't get to go as often as I'd like to.

This mechanical FI is a constant flow type, meaning that if the engine's running, there's fuel flowing through the injectors (nozzles)-and it's "metered" by the barrel valve at low speeds. Real simple. One "jet" (pill) changes the mixture and if I need a big change, change the nozzles to bigger or smaller. The pill...it's backwards. Smaller pill=richer mixture. Larger pill=leaner. That's what gets folks in trouble in the tuning phase sometimes. Over-thinking it. It can be used with turbos and blowers too, in any differnet kind of throttle valve configurations from a 4 barrel spider manifold bolt-on to an individual port aka "stack" injection. There's a VW guy out here that runs an 8 second beetle (type II variant..all aftermarket) with mechanical alky injection, throttle body is mounted almost upside down, but it works great. Streetable too depending on how much you can put up with...but on an 8 sec turbo 4 cylinder beetle, "streetable" is subjective no matter if it's EFI, carb, MFI, diesel, whatever.

Even at work, we're seeing fewer and fewer carburetors and more EFI. I bought a new outboard for my little boat the other day and it's EFI. Didn't know if I was going to like it over the carburetor model that it replaces but it runs completely different...accelerates a little better, higher top speed, idles better, uses less fuel, simple to operate, etc. The only downside is the cost to repair vs a carb cleaning.
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post #19 of 30 Old 08-08-2018, 02:29 PM Thread Starter
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I "throwed" the carburetor away a long time ago. Swore by them for many years (decades?). Picked up a used mechanical FI kit, bolted it on, picked up about a tenth over a alcohol carburetor. The FI is so simple that anyone can tune it, and it's also so simple that you'll second guess yourself in the tuning process-which is what gets people in trouble. But the simplicity also means that there's really not much to go wrong. Current setup has been on the car since 2006 or 7 and haven't even changed the jet (pill). I've cleaned the nozzles a time or two but they were never dirty, just PM. And it repeats ET's as if the slips were coming off of a copier. Others hate it but others also can predict it. The dial-in stays within a couple hundredths all season long; and actually the 5.8 is likely permanently shoe-polished to the window and I usually only change the hundredth either way one or two numbers depending on the weather and time of year. Love it, just don't get to go as often as I'd like to.

This mechanical FI is a constant flow type, meaning that if the engine's running, there's fuel flowing through the injectors (nozzles)-and it's "metered" by the barrel valve at low speeds. Real simple. One "jet" (pill) changes the mixture and if I need a big change, change the nozzles to bigger or smaller. The pill...it's backwards. Smaller pill=richer mixture. Larger pill=leaner. That's what gets folks in trouble in the tuning phase sometimes. Over-thinking it. It can be used with turbos and blowers too, in any differnet kind of throttle valve configurations from a 4 barrel spider manifold bolt-on to an individual port aka "stack" injection. There's a VW guy out here that runs an 8 second beetle (type II variant..all aftermarket) with mechanical alky injection, throttle body is mounted almost upside down, but it works great. Streetable too depending on how much you can put up with...but on an 8 sec turbo 4 cylinder beetle, "streetable" is subjective no matter if it's EFI, carb, MFI, diesel, whatever.

Even at work, we're seeing fewer and fewer carburetors and more EFI. I bought a new outboard for my little boat the other day and it's EFI. Didn't know if I was going to like it over the carburetor model that it replaces but it runs completely different...accelerates a little better, higher top speed, idles better, uses less fuel, simple to operate, etc. The only downside is the cost to repair vs a carb cleaning.
Where the heck did you find an old school mechanical fi setup? Those were all the rage in the glory days. It wasn't the best street setup but ruled at the track. I just Googled and couldn't believe that those systems are still manufactured. Hillborn to boot! You run this setup on your 2.3?

The pic below is from my buddy's hot rod shop. That's a real Ford Phaeton with a 289. A local guy manufactures and sells that stack injection setup. It's run by a Fast EFI computer. This car was featured in a Hot Rod magazine photo shoot in the 60's. It was yellow back then.
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CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #20 of 30 Old 08-10-2018, 09:12 AM
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See sig. Carb is an 850.

80 coupe, N/A 347, tko500 1.34, 6.30 @ 109.01, 9.87 @ 137.06

16 GT, daily driver on pump 93, Procharger 1.42, 6.31 @ 109.59, 9.80 @ 141.57
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post #21 of 30 Old 08-10-2018, 01:47 PM Thread Starter
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See sig. Carb is an 850.
Another screamer. Nice times! Any pics?

CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #22 of 30 Old 08-10-2018, 03:42 PM
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Another screamer. Nice times! Any pics?
Here she is.
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80 coupe, N/A 347, tko500 1.34, 6.30 @ 109.01, 9.87 @ 137.06

16 GT, daily driver on pump 93, Procharger 1.42, 6.31 @ 109.59, 9.80 @ 141.57
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post #23 of 30 Old 08-10-2018, 03:50 PM Thread Starter
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Here she is.
Oh man. What a beauty! Was it originally a 4 cylinder car? My buddy bought a brand new Capri Cobra in 1980 or '81. It was love at first sight. It was just like this one:

Photobucket

CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #24 of 30 Old 08-10-2018, 05:40 PM
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Was a straight 6 car. 59k original miles. Pm me if u want to know more. Don't want to poop up the ops thread.

80 coupe, N/A 347, tko500 1.34, 6.30 @ 109.01, 9.87 @ 137.06

16 GT, daily driver on pump 93, Procharger 1.42, 6.31 @ 109.59, 9.80 @ 141.57
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post #25 of 30 Old 08-10-2018, 08:05 PM
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750 mighty demon on a Super Vic

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post #26 of 30 Old 08-10-2018, 08:15 PM Thread Starter
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750 mighty demon on a Super Vic
I looked for you at the Pavillions about a 3-4 weeks ago. What rpm's are you hitting through the traps?

CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
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post #27 of 30 Old 08-11-2018, 11:40 AM
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I looked for you at the Pavillions about a 3-4 weeks ago. What rpm's are you hitting through the traps?
You won't see me out til its under 100, like October.

7,000 on a good pass.

69.5 Maverick, 480 RWHP 363 NA, Faceplated TKO 600, 4.30 gears, 9", E70-14 Whitewalls. "Stock Appearing" Sleeper. 1.72, 11.49 @ 124.87
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post #28 of 30 Old 08-14-2018, 05:54 PM
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post #29 of 30 Old 08-20-2018, 08:47 AM
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Where the heck did you find an old school mechanical fi setup? Those were all the rage in the glory days. It wasn't the best street setup but ruled at the track. I just Googled and couldn't believe that those systems are still manufactured. Hillborn to boot! You run this setup on your 2.3?

The pic below is from my buddy's hot rod shop. That's a real Ford Phaeton with a 289. A local guy manufactures and sells that stack injection setup. It's run by a Fast EFI computer. This car was featured in a Hot Rod magazine photo shoot in the 60's. It was yellow back then.

No no....I run a "bolt-on" setup from Ron's (flying toilet). Same principle as a stack-style but only one throttle body which bolts on to a standard spider-style 4150 or 4500 intake, and uses the 8 nozzles in the manifold runners. Real simple and real effective.

Ran stacks on a stroker 3.7 (Mercruiser block on a dragster, NA) before the owner of the car passed away. Custom setup. Sorta like that NHRA class where they run altereds with 4 and inline 6 cyl engines. I forget what they call it but same type deal but this one was a dragster and not an altered. 200" wheelbase Neil and Parks. Ran some high 9's with it. The plan was to get it lined out before hitting it with the nitromethane, which never happened because owner died and the car was part of his estate which was sold off by a worthless family member. Those old mercruisers were basically half of a 460 BBF--in it's original configuration it used an iron 460 head on top of the Mercruiser aluminum block. We had a modded A460 head on it. There was another fellow who had the same engine but with a turbo and it went into the mid 7 second 1/4mi ET's regularly-if it stayed together. That's what we were shooting for but NA on no more than 50%.

Mechanical FI can be used in about any kind of throttle setup as long as the rules will allow. 8 throttle bodies, 2, 4, 24 however many you want/need. We fabbed a sheet metal intake w/ twin blade throttle body and 10 nozzles up for a 6.8L Triton V10 that was going into a dragster but the guy I was working with married off and moved; and that entire deal got abandoned, unfortunately. I'd love to have finished it-or at least put it on a dyno. They sound a little different those V10's....NOTHING like a Mopar version (thank goodness). I just wish there were a set of 40V heads available for 'em. We were using 30V heads from a 2006.

And yes it's "streetable" (the race car)....have done it a time or two and it's not all that bad. Worst part is the fumes from the alcohol but when people get a whiff of it they either turn up their nose or they run away with burning eyes/nose/throat. I usually run some sort of fragrance in it to help take some of the "bite" away, strawberry seems to be better for that but they have it in chocolate, cherry, grape, vanilla, and a whole bunch of other fragrances.

Kinsler makes a trick EFI stack setup that I'd love to try but on my current project, 92 Mustang GT, it doesn't really fit that sort of car. Ideally I'd like to find a '56 Ford and do something like the EFI stacks on it, would look period correct. The problem with stacks is the responsiveness. They are extremely responsive; and in fact the few that I've messed with were a little harder to drive because of it, especially if they were a manual trans. Stack EFI on a 5.4L 32v would sorta remind me of a period-correct setup on a 427 SOHC if done correctly. Not many people use modulars, though. Seems like the newest fad is LS swap everything which I'm not a fan of. It doesn't look like anything period correct, not even close. GUy up the road's got a '51 Ford pickup and his neighbor has a '53 Chevy (car) and both are LS swapped. The '53 when the hood's up, doesn't even come close to what they looked like...not even a resemblance. Same for the '51 pickup obviously. My dad's got a '51 Ford pickup with the original 8BA flathead and it's got nowhere near the power of a stock LS 5.3, but it's smoother, quieter, and it's cooler. At idle, the flathead is absolutely silent. You can hear the brushes in the generator passing over the commutator as the comm spins--it's that quiet.

'92GT, 427" and '93 "LXVO" coupe
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post #30 of 30 Old 08-20-2018, 01:50 PM Thread Starter
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No no....I run a "bolt-on" setup from Ron's (flying toilet). Same principle as a stack-style but only one throttle body which bolts on to a standard spider-style 4150 or 4500 intake, and uses the 8 nozzles in the manifold runners. Real simple and real effective.

Ran stacks on a stroker 3.7 (Mercruiser block on a dragster, NA) before the owner of the car passed away. Custom setup. Sorta like that NHRA class where they run altereds with 4 and inline 6 cyl engines. I forget what they call it but same type deal but this one was a dragster and not an altered. 200" wheelbase Neil and Parks. Ran some high 9's with it. The plan was to get it lined out before hitting it with the nitromethane, which never happened because owner died and the car was part of his estate which was sold off by a worthless family member. Those old mercruisers were basically half of a 460 BBF--in it's original configuration it used an iron 460 head on top of the Mercruiser aluminum block. We had a modded A460 head on it. There was another fellow who had the same engine but with a turbo and it went into the mid 7 second 1/4mi ET's regularly-if it stayed together. That's what we were shooting for but NA on no more than 50%.

Mechanical FI can be used in about any kind of throttle setup as long as the rules will allow. 8 throttle bodies, 2, 4, 24 however many you want/need. We fabbed a sheet metal intake w/ twin blade throttle body and 10 nozzles up for a 6.8L Triton V10 that was going into a dragster but the guy I was working with married off and moved; and that entire deal got abandoned, unfortunately. I'd love to have finished it-or at least put it on a dyno. They sound a little different those V10's....NOTHING like a Mopar version (thank goodness). I just wish there were a set of 40V heads available for 'em. We were using 30V heads from a 2006.

And yes it's "streetable" (the race car)....have done it a time or two and it's not all that bad. Worst part is the fumes from the alcohol but when people get a whiff of it they either turn up their nose or they run away with burning eyes/nose/throat. I usually run some sort of fragrance in it to help take some of the "bite" away, strawberry seems to be better for that but they have it in chocolate, cherry, grape, vanilla, and a whole bunch of other fragrances.

Kinsler makes a trick EFI stack setup that I'd love to try but on my current project, 92 Mustang GT, it doesn't really fit that sort of car. Ideally I'd like to find a '56 Ford and do something like the EFI stacks on it, would look period correct. The problem with stacks is the responsiveness. They are extremely responsive; and in fact the few that I've messed with were a little harder to drive because of it, especially if they were a manual trans. Stack EFI on a 5.4L 32v would sorta remind me of a period-correct setup on a 427 SOHC if done correctly. Not many people use modulars, though. Seems like the newest fad is LS swap everything which I'm not a fan of. It doesn't look like anything period correct, not even close. GUy up the road's got a '51 Ford pickup and his neighbor has a '53 Chevy (car) and both are LS swapped. The '53 when the hood's up, doesn't even come close to what they looked like...not even a resemblance. Same for the '51 pickup obviously. My dad's got a '51 Ford pickup with the original 8BA flathead and it's got nowhere near the power of a stock LS 5.3, but it's smoother, quieter, and it's cooler. At idle, the flathead is absolutely silent. You can hear the brushes in the generator passing over the commutator as the comm spins--it's that quiet.
Interesting stuff for sure. I'm not a LS fan either and I enjoy seeing period correct hot rods with vintage iron.
I didn't know Ron's sold that setup. Pretty cool.

Speaking of flat heads; here's a video of my buddy's '37 Plymouth on it's maiden voyage after complete rebuild. All one can hear is the whistling of the air being drawn into the carb and the howling of the tranny.

CHP/CPR (Coast High Performance) / (Custom Performance Racing Engines)347 lasted a whopping 500 miles due to poor machining, metal debris in main bearings, damaged cam bearing and a balance job that was off 64ozs!
Buyer Beware.
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