Reply With QuoteI ran the Weiand Stealth on my 460. Ran great!
Craig
im building a 460 to be put in a 18ft kachina. what is the best type of intake to run with this motor......
I ran the Weiand Stealth on my 460. Ran great!
Craig
craig. thanks for the info greatly appreciated
460....
Why don't you run an Offenhauser high rise two four barrel setup (tunnel ram). The Ford 460 has evenly spaced intake ports that would work great with two four barrels. You would have a carburetor barrel sitting directly over each intake port. Two 390 cfm four barrels would flow the same as one 780 cfm carburetor so you wouldn't be overcarbureted. This system would be better than running any single plane intake manifold because the cylinder to cylinder air/fuel mixture distribution would be superb.
The best setup would be with two 450 cfm Holley marine carbs. I installed this setup on a jet boat years ago when I worked for Valley Marine in Burbank. Unfortunately I never got to test the boat on the water but the customer must have been happy with it because we never heard from him again. The system sure did idle smooth, all of the other mechanics gathered around when I fired it up and adjusted the idle mixture screws. We were all impressed about how adjustable the idle mixture was! The camshaft wasn't very big (probably stock) and the engine was very responsive when we would wing the throttle.
I installed the carbs inline and the throttle hook up was easy. I wouldn't even bother rejetting the carbs.
I bet you would be happy with it!
Sincerely
Dennis Moore
dennis, what other suggestions do you have for this motor to put out between 4800-5200rpm's
you could run a victor jr. that would be as good plus its only one carb . i like tunnel rams in fact i have one but i know what gose with them ( los of gas) ! good luck! wink
Dennis Moore:
Two 390 cfm four barrels would flow the same as one 780 cfm carburetor so you wouldn't be overcarbureted.Sincerely
Dennis MooreActually that is incorrect. Advertised flow cfm is not what you are looking for on a motor. Its all about the vacuum signal and how it pulls the fuel from the boosters, and yes that it determined by the venturie diameter and booster, which is rated at (390, 500, 600cfm, etc). Yeah two 390's add up to more than one 780cfm, but its a completely different animal when it comes to theory of operation for "tandem" carbs... your also pulling idle mixtures from two sources vice one which inherently richens the mixture being pulled from the motors vacuum. I try not to confuse people on this topic but many think that "advertised" cfm potential sells! Well...it does....but that's all incorrect.
Why people spend thousands of dollars on engines and slave all winter to build them, just to call up Jegs and slap on a simple Holley 750DP "universally calibrated" amazes me! Its kind of like buying a Filet Minon and putting ketchup on it...LOL....."Smell what I am cooking here?"
NASCAR runs the 390 and they perform great up to 700HP+ so dual 390's would work, but not with a stock 460 motor, too much fuel metering with less air. If properly set-up and tuned, a set of 500's would work better, but I wouldn't go any less. But taking any two "unversialy" calibrated carbs and throwing them on a motor will 9 times out of 10 run "rich", they need to be leaned out, IE 750DP's.
The best setup would be with two 450 cfm Holley marine carbs. I installed this setup on a jet boat years ago when I worked for Valley Marine in Burbank. Unfortunately I never got to test the boat on the water but the customer must have been happy with it because we never heard from him again.Reqardless of the engine specs....the 660 Center Squirter is by far, hands down the best dual carb Hi-rise set-up. I have always had positive feedback on my Dual 660 set-ups. I ran 660's on my 76'Tahiti for 2 years and then again on my 81'Crusader, flawless and quick! I could even smoke some of the dual 750 guys who claimed they were a quicker set-up.
Well...while I was taking the winnings from the bet, they were getting more gas for their boat...LOL...
There is just too much info out there to explain the workings of a "Holley Carb". There is alot more to tuning these then just jets and fuel floats. If carbs were so simple then there wouldn't be Carburetor specialists.
But that's what I am here for, to explain to the rest of my fellow boaters what it is that makes this thing "tick".
Again....too much Calculus tonight has smoked my brain.
-Ty
I would start with an induction style ignition improvement. The best would be the Pertronix Ignitor II ignition kit. This is an excellent kit that will install inside your distributor. It has a variable dwell feature that will increase dwell at high speeds for a hotter spark. It is reasonably priced and works better than any CD ignition. Buy the complete system with coil and wires.
For spark plugs I would us AC Delco Rapid Fires gapped at .045 inches. I believe that the #1 Rapid Fires fit a 460.
Install a timing tape on the balancer and set total timing at 34 degrees (unless your engine runs rough don't worry about the timing at idle).
For a camshaft I would select the Comp Cams Xtreme Marine # XM 262H-12. This will give you plenty of power with that tunnel ram and it will still idle smooth (with a little lope that sounds cool!). I think you would really like the combination of this cam and the tunnel ram.
If you decide to add Edelbrock aluminum cylinder heads E-Mail me and I will help you install them and do a magazine article on the installation.
Sincerely
Dennis Moore
MoorePerf@Adelphia.Net
Ty,
I would be interested in knowing what you feel is the difference between a traditional single plane intake manifold and a tunnel ram intake manifold as far as engine operation.
Why does a tunnel ram require such a different carburetor?
It looks to me like a tunnel ram has 8 runners and a common plenum just like a traditional single plane manifold but it is not a compromise on carburetor height (to fit under a hatch or hood).
Isn't a tunnel ram just a single plane stood on end with dual carbs?
Doesn't the tunnel ram have all eight runners the exact same length unlike the single plane?
Isn't the entry angle of the runners to the intake ports on a tunnel ram better than the entry angle of the runners on a single plane?
Doesn't the flow of the air/fuel mixture simply flow straight down from the carbs on a tunnel ram instead of having to make the turn like on a traditional single plane?
They both have a common plenum. Do you think that the plenum or runners on a tunnel ram causes some extra turbulence or something than the plenum and runners on a traditional single plane? If so why?
I hope you don't try and skirt the issue by telling us that we just don't understand all of the complexitys of intake manifold/carburetor design. No bullshit now! Lets hear what you know about intake manifold design!
Sincerely
Dennis Moore
In a couple of words....Plenum voluume....that and the fact that BBFs can utilitise more CFM than a pair of 390 or even 450 cfm carbs can provide. Try a pair of 750 cfm carbs that are made to run as a pair, not two singles made to run as a pair, the calibration is different.
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