I'm a retired machinist from a large aerospace company. It was fun watching you fabricate those detail parts. I enjoy retirement but sometimes miss the craft. The 305 in my 85 square body is getting tired. I would LOVE to replace it with an inline 292.
The idea behind what you've done is fairly simple, but the manner in which you have done it is excellent. It looks great. If a guy was perhaps making a hot rod using a pre '55 Chevy and wanted to keep the 6 shooter, a piece like this would not only be functional, it would look great as well. The kind of care you take and the obvious pride in your work is commendable. I've watched lots of your videos and your consistency is also there. Very nicely done, sir. Big respect Hats off Cheers!!
Mercruiser put 2 bbl. manifolds on Chevy inline 6s for years... plus bumped the cam size and compression ratio up a step... they're snotty sounding 6 bangers... I probably would have put a 1 bbl. at each end and left 1 bbl. in the middle...
I built up a high performance 153 Chevy II engine a few years ago. I built a header for it and I built an intake manifold for it from a piece of exhaust tubing. Made my own flanges etc. First intake I made I built it with the carb sitting like you did. It worked ok but I thought it could be better. Do I redid the intake and turned the carb 90 degrees. That made a huge difference in performance! Having one barrel feeing two cylinders each was the ticket, the area under the carb was still open, no divider, just a little bit of a wall so to speak. This engine is a 153 that was built to be essentially half a 327/350hp engine. It runs great and sounds like V8 out the 3 inch exhaust. It had a lot done to it. Carb used was a Rochester 2bbl, OMC unit off a 120hp.
I installed a holly 2 barrel 4412. Sideways on the 1 barrel manifold. Bored it straight down as big as I could. Where it broke thru I jb welded. Made an adaptor plate and custom linkage. Used it 5 years now works excellent. 25 mpg on the highway. 292 with overdrive.
Yep, there's a guy on YT than did the sideways Holley 2v conversion on the mighty Ford 300 L6 stock intake. Both of these big 6's need a least a 2v carb and IMHO an RV style cam with better exhaust manifolds.
Mr Jayhawker,I like how you are using your enginuity to enhance the performance of the Twoninetwo cube inch displacement, May be a 50.8 millimetre or 2 inch riser plate may help with atomisation and airflow it is just a thought,with this said,you have done a great job, cheers from down under,Rob.❤
Awesome build. Can't wait to watch you put it to the test when you fire that engine up. I think all will be well but I'll keep my fingers crossed (you know that works every time). Stay warm & out of the nasty weather. We've had some snowing & blowing here in south central PA over the past couple weeks &, yes, it's freezing like other places. What I'm praying for though is rain. The mountain spring where I fetch my drinking water is a goin dry -- it's down to a trickle. That hasn't happened in over 40 years. Snow is taking too long to melt. I love the snow but for now, I'll opt for the rain.
hi guy. up hae in wa.state watching. my uncle and dad this. i never got to watch. bed time and all. we are talking 60 years a go they did this stuff. now i get to watch. thank you sir.
I have done something similar with a Holley 2bbl to a Chevy single on a six cylinder engine. I made a one-off adapter out of a store bought adapter and modded the intake by making a big single hole under the adapter. It worked great. The six really woke up with the 2 bbl.
- And Mercruiser put 2 bbl. manifolds on Chevy inline 6s for years... plus bumped the cam size and compression ratio up a step... they're snotty sounding 6 bangers...
I've built a number of these engines with all different sorts of induction setups. single two barrels , dual 2 barrels, 4 barrels. Modified factory, Clifford, and Offenhauser intake manifolds. Holley, Rochester, and Weber carburetors, on engines up to 311 cid. Best performing setup all around ?? Quadrajet on a modified Offenhauser 4 barrel intake. The Clifford 4 barrel intake looks cool, but suffers from fuel dropout / poor mixture distribution. The clunkier looking Offenhauser intake is much more scienced out and better engineered. A basic Quadrajet on this manifold, a mildly ported head (you can also go all out lump ports) a 262-268 ish cam and around 9.5: 1 compression will equal a very tame but surprisingly strong running engine that gets very reasonable economy
Using a conversion to 2bbl.on your existing intake was smart. Better fuel distribution could be had with a fabricated tube intake with two 1bbl. Rochester carbs.
I think you did a good job. The open space shouldn't cause any problems. Gas could build up in there. When the engine is at operating temperature, the gas can vapor and "MIGHT" make it hard to start when hot,shut off then set for just a few minutes. Kind of doubtful because it would be vapor, not raw gas going into the engine. That's the only think that might go wrong. I seriously doubt it would effect the running the engine. That's an interesting project. Let us know how the engine runs when finished.
I cannot see how it won’t be a problem. You have enough JB Weld to make a manifold. I can see the zinc plated countersink screws being a problem, loosening up with heat over time. Might have been a good idea to remove the paint to bare metal before mounting the plate.
I agree with eddiepiecart60. Chevy 265 ci and 283 had 2/4 barrel carburetor setups from the factory. They worked well. Just saying. I still like what your doing there
however, that way to do things warrants much less fiddling when uou have to tune the carb to the engine. I fitted a 318 BBD carb to a 225 slant six, the mechanical fitting was the easiest part, tuning have been a challenge but the result have been impressive.
If I had your situation I'd lean toward trying it as is and letting it inform you how it feels. After that assuming it felt like it could use improvement I'd consider packing all the voids with stainless steel wool and using that as backing to smooth over and final fill with JBweld. Dang thing is already a beauty ha. Seems like air likes radius and smooth transitions but I'm not an engineer :)
There are some aluminum Clifford research intakes floating around the used circle track market. Holley 500 or 390 2 bbls work nice and are easily re-jetted. I have done the cast iron intakes, only because rules at the track required cast iron. I was also in the process of adapting a Pontiac OHC 6 cast iron 4 barrel intake to a Chevy 6 and a big mouth onlooker got it outlawed before I finished.That intake had more even runner length.
I used to run the Holley 390 four barrels with vacuum secondaries on 283s on the street. Loved that set up. I always figure they'd run great on a 250 or 292 as well.
my lawnmower has a bigger carb @28:00 I personally would chuck it ona mill and bore all the out in the middle then weld the blank to the bottom of the manifold. Also might be worth investing in a good 3d printer as you could print different manifold designs and test them if you chose to
Some of the later 250 ( integrated intake head ) had a progressive 2 bbl that was also used on 1980's 2.8 V6 ( think 1/2 of a Q jet ) The issue with too large of a carb is the transition from idle to main circuit leads to dribbling main circuit short term rich mixture until there is enough air flow. Installing a smaller idle feed jet is supposed to help this issue.
I had a 49 Chevy 6 216 cid aand put a 2 carb manifold “tattersfield” if I remember right. It had 2 stromberg 94’s on it and ran great. The old chevys were starving with the one barrel carbs. You could easily put two manifold adapters equidistant from the center and make a stormer out of that 292.
No idea on the carb bore sizes, but there was a 2 barrel option on early Chevy II sixes. I don't remember if it was the 194 or 230 engine. But they were out there. The bore sizes might be a little small for a 292, but it wouldn't over carb it.
Very impressive 👏👏👏, not surprised though! God has given you special gifts, thanks for sharing them with us! Btw, what's the story on the old fridge I see once in awhile? That's awesome! Do you still use it or is it just for storage? Very cool! (Pun intended) 😉 God bless!
Growing up in the shop with Grandpa he always had a similar fridge for the Dr Pepper. This one belonged to my wife's grandparents and still works. I don't keep it plugged in but hope to get it stocked some day. It's an International Harvester btw!
I have a 1940 Chevy Master Deluxe with the original 216 I6. I've had this car since 1970, my senior year car. I was considering putting a 292 6 carb on the 216. Someone tried this with this carb on a '48 Chevy similar to yours. He had opened up the manifold and carb mounting holes were off so he drilled those off center to match the 216. He gave up on the project to, instead, put an LS 5.3 V8 in the car. I got all these original '48 parts for my '40, including front suspension ( knee action) and complete rear axle assembly. He gave me the carb and a newly rebuilt 6 volt starter also as part of the deal. Just wanted to let you know I watched many of your '48 Chevy videos and they sure helped me a lot. I enjoy your channel. I am an old mechanic since '71, but most of my work was on '60's through all late model cars and trucks. Much electronics, computer, driveability, and emissions diagnosis. I am retired now and enjoying working on this project I started many years ago. Thank you for your dedication!
Geeze, you got a gold mine. My '39 needs to have the knee actions rebuilt. That isn't cheap these days. The Chev dealer doesn't carry them anymore either.
@whiteyfarm I've had one broken for many years so I bought this front end for the cores. They are both not frozen like mine were, so I'm hoping I can put fluid in them and make them work at least a little. These brake drums and axles are the original 6 lug pattern, where mine were changed many years ago to '50 Chevy 5 lug wheel pattern. They were never right, though. This '40 has not been driven in 51 years. Almost lost it in a tornado, but the garage roof held where the wall fell. Close call! I think the shocks were the same from '39 to '48 if you can find some good used. I almost bought a straight axle kit just to get it back on the road. Apple Hydraulics in New York, or Chevs of the 40's in Washington state did have rebuilt in stock.. they want cores, though, or $150 ea. added to the cost of shocks. Good luck on your's.
No sir, that was my point that so many missed in the comments. I should be able to put this directly onto the 292 without any changes. If you're not building it to blow it up people just don't get it....
I think you would of been better off to rotate the carb 90* as on GM 6 cylinders especially the center 2 run pig rich. Then you need to get a carbide tip grinder, and smooth out the transition to the runners. Your idea works on a Dodge Slant 6 because the distance to the port is far more uniform vs GM's. Besure to connect the manifolds togather still so the intake gets conductive heat. As headers on an inline, 6 without thermal transfer can get problematic. You can get carburetor icing to general poor running conditions when cooler outside. Ford with the 300-6 used a coolant warming pad to get manifold heat. V8 engines can get away with removing the exhaust crossover because the bottom of the manifold is heated by the engine enough anyways. Where a inline 6 manifold is hanging in the air flow. I have seen people with headers weld or clamp on connections to the manifold to transfer heat up there to keep the fuel vaporized.
Isn't the CFM going through the carb a function of the engine displacement x RPM /2 (4 cycle)? With a bigger carb you are just increasing the air density when the throttle is wide open compared to open throttle of old carb, as long as there is more available CFM than the engine can handle at that rpm. With higher air density (lower intake vacuum) there may be better performance because of higher compression.
: 380 CID x rpm/2 divided by 1728ci/cf so 292 x 4500/2=657,000 ci. /1728 = 380 cfm. If you use a carter afb with vacuum secondaries you wouldn’t be over carbing the engine. It would be running off the small primaries most of the time. One carb is easy to tune also.
@@rjhasbeer Yes, you're right.Much easier to tune. I ran a 650 CFM Carter AFB on my 283 in a '59 Chevy back in the 60s with no problem. Same gas mileage too, except at stop lights, etc. I think the stock GM 2 bbl for that car was rated at about 400 CFM. I believe the big difference between the two carburetors was at the higher revs. That's when the engines ask for more CFMs and the bigger carbs can deliver it.
i have a 70 chev pickup with a 292 i bought a offy 4 barrel intake i am running a 585cfm holly i haveno problems with over gassing it is a 292 thats bigger than the 283 whose carb you are worring about my 292 is stock other than the intake and split exaust header 145000 miles on the engine
Personally I'd dive into a 2 carb setup to better balance the fuel delivery. Single barrels or a pair of 2300. You are overthinking the max carbs. A lot of 4 cyl. 2.0 engines use a 2300. How many 5.0 or 302 engines were equipped with 4 barrel carbs?
It's definitely worth trying. My biggest concern is whether the two screws, and JB Weld, will hold and seal the way you want. But I've been wrong all too often. I'm A 292 fan from way back and would love to get an old Chevy 1/2 ton short bed as a daily driver. I hate the new computer cars.
You would have to not know anything whatsoever about how to tune a carburetor to a specific engine in order to over fuel an engine by putting a large carburetor on it. You can easily put a 2000 cubic foot per minute carburetor on an engine that is only going to drink maybe 650 cubic feet per minute if you know how to adjust it it will run just fine and it will not over fuel. We know this because in the late sixties and early seventies several auto companies were putting at least 30% more carburetor on their engines than they technically could use. But they were working wonderfully and they weren't over fueling and if you were careful enough to adjust them just a little bit you could get some really respectable fuel mileage. Indicating that you certainly were not over fueling it. Interesting argument you pose here, but it is totally hogwash. Take that intake manifold and clean it up and drop at least a 350 to perhaps even a 500 cubic inch 2 barrel and tune it to the engine because the fuel mapping in a carburetor only occurs by how much are literally goes through it. It will not fuel more than the amount of air that actually goes through it. Unless you just slap it on there and don't adjust it at all. Does 3% sizing garbage is absolutely that. I learned these things when I was probably 18,19 years old after I've been working on cars for 10 years
I'm a retired machinist from a large aerospace company. It was fun watching you fabricate those detail parts. I enjoy retirement but sometimes miss the craft.
The 305 in my 85 square body is getting tired. I would LOVE to replace it with an inline 292.
but he not fair he have all tool me cant do that
not fare
now I'm embarrassed you watched me and my lack of skills!
The idea behind what you've done is fairly simple, but the manner in which you have done it is excellent. It looks great. If a guy was perhaps making a hot rod using a pre '55 Chevy and wanted to keep the 6 shooter, a piece like this would not only be functional, it would look great as well. The kind of care you take and the obvious pride in your work is commendable. I've watched lots of your videos and your consistency is also there.
Very nicely done, sir.
Big respect
Hats off
Cheers!!
Mercruiser put 2 bbl. manifolds on Chevy inline 6s for years... plus bumped the cam size and compression ratio up a step... they're snotty sounding 6 bangers... I probably would have put a 1 bbl. at each end and left 1 bbl. in the middle...
Hawker , nice vid per usual. I enjoy the close up of the mill work very mesmerizing. I hear yall got the snow coming
I built up a high performance 153 Chevy II engine a few years ago. I built a header for it and I built an intake manifold for it from a piece of exhaust tubing. Made my own flanges etc. First intake I made I built it with the carb sitting like you did. It worked ok but I thought it could be better. Do I redid the intake and turned the carb 90 degrees. That made a huge difference in performance! Having one barrel feeing two cylinders each was the ticket, the area under the carb was still open, no divider, just a little bit of a wall so to speak. This engine is a 153 that was built to be essentially half a 327/350hp engine. It runs great and sounds like V8 out the 3 inch exhaust. It had a lot done to it. Carb used was a Rochester 2bbl, OMC unit off a 120hp.
I installed a holly 2 barrel 4412. Sideways on the 1 barrel manifold. Bored it straight down as big as I could. Where it broke thru I jb welded. Made an adaptor plate and custom linkage. Used it 5 years now works excellent. 25 mpg on the highway. 292 with overdrive.
Yep, there's a guy on YT than did the sideways Holley 2v conversion on the mighty Ford 300 L6 stock intake. Both of these big 6's need a least a 2v carb and IMHO an RV style cam with better exhaust manifolds.
Mr Jayhawker,I like how you are using your enginuity to enhance the performance of the Twoninetwo cube inch displacement, May be a 50.8 millimetre or 2 inch riser plate may help with atomisation and airflow it is just a thought,with this said,you have done a great job, cheers from down under,Rob.❤
Awesome build. Can't wait to watch you put it to the test when you fire that engine up. I think all will be well but I'll keep my fingers crossed (you know that works every time). Stay warm & out of the nasty weather. We've had some snowing & blowing here in south central PA over the past couple weeks &, yes, it's freezing like other places. What I'm praying for though is rain. The mountain spring where I fetch my drinking water is a goin dry -- it's down to a trickle. That hasn't happened in over 40 years. Snow is taking too long to melt. I love the snow but for now, I'll opt for the rain.
hi guy. up hae in wa.state watching.
my uncle and dad this. i never got to watch. bed time and all.
we are talking 60 years a go they did this stuff.
now i get to watch. thank you sir.
I have done something similar with a Holley 2bbl to a Chevy single on a six cylinder engine. I made a one-off adapter out of a store bought adapter and modded the intake by making a big single hole under the adapter. It worked great. The six really woke up with the 2 bbl.
- And Mercruiser put 2 bbl. manifolds on Chevy inline 6s for years... plus bumped the cam size and compression ratio up a step... they're snotty sounding 6 bangers...
Gotta love our Kansas/Missouri weather. 🤣😂
I've built a number of these engines with all different sorts of induction setups. single two barrels , dual 2 barrels, 4 barrels. Modified factory, Clifford, and Offenhauser intake manifolds. Holley, Rochester, and Weber carburetors, on engines up to 311 cid. Best performing setup all around ?? Quadrajet on a modified Offenhauser 4 barrel intake. The Clifford 4 barrel intake looks cool, but suffers from fuel dropout / poor mixture distribution. The clunkier looking Offenhauser intake is much more scienced out and better engineered. A basic Quadrajet on this manifold, a mildly ported head (you can also go all out lump ports) a 262-268 ish cam and around 9.5: 1 compression will equal a very tame but surprisingly strong running engine that gets very reasonable economy
Cool video! I wanted to try doing this for quite a while. Good work!
I like it , well done . Look forward to seeing how it performs for you.
I chopped a big hole in the top of a slant six dodge manifold and epoxied on a small bore 4bbl flange. Had a 500cfm Carter on it and worked great.
Using a conversion to 2bbl.on your existing intake was smart. Better fuel distribution could be had with a fabricated tube intake with two 1bbl. Rochester carbs.
I installed 3X Twin Weber Carbs on 292 straight 6 cylinder Chevy engine after modifying the cylinder head . The difference is far beyond description.
I think you did a good job. The open space shouldn't cause any problems. Gas could build up in there. When the engine is at operating temperature, the gas can vapor and "MIGHT" make it hard to start when hot,shut off then set for just a few minutes. Kind of doubtful because it would be vapor, not raw gas going into the engine. That's the only think that might go wrong. I seriously doubt it would effect the running the engine. That's an interesting project. Let us know how the engine runs when finished.
I cannot see how it won’t be a problem. You have enough JB Weld to make a manifold. I can see the zinc plated countersink screws being a problem, loosening up with heat over time. Might have been a good idea to remove the paint to bare metal before mounting the plate.
I agree with eddiepiecart60. Chevy 265 ci and 283 had 2/4 barrel carburetor setups from the factory. They worked well. Just saying. I still like what your doing there
In 1985, the 4.3 (262) that replaced the 250 came with a factory QuadraJet, M4MC style, those are in the 800 cfm range
You don't need to worry "over fuelling" putting that 2GC on a 292.
I would throw that book that gave you the"3%" rule in the bin
however, that way to do things warrants much less fiddling when uou have to tune the carb to the engine. I fitted a 318 BBD carb to a 225 slant six, the mechanical fitting was the easiest part, tuning have been a challenge but the result have been impressive.
If I had your situation I'd lean toward trying it as is and letting it inform you how it feels. After that assuming it felt like it could use improvement I'd consider packing all the voids with stainless steel wool and using that as backing to smooth over and final fill with JBweld. Dang thing is already a beauty ha. Seems like air likes radius and smooth transitions but I'm not an engineer :)
It'd be a good idea to jb weld those gaps to direct the flow from the carb where it needs to go. The interuption it'll cause will hurt performance
That's a Really Cool set up...
I might have to try that myself...❤❤❤
Thanks Again Brother.
God Bless... ❤❤❤
There are some aluminum Clifford research intakes floating around the used circle track market. Holley 500 or 390 2 bbls work nice and are easily re-jetted. I have done the cast iron intakes, only because rules at the track required cast iron. I was also in the process of adapting a Pontiac OHC 6 cast iron 4 barrel intake to a Chevy 6 and a big mouth onlooker got it outlawed before I finished.That intake had more even runner length.
I used to run the Holley 390 four barrels with vacuum secondaries on 283s on the street. Loved that set up. I always figure they'd run great on a 250 or 292 as well.
my lawnmower has a bigger carb @28:00 I personally would chuck it ona mill and bore all the out in the middle then weld the blank to the bottom of the manifold. Also might be worth investing in a good 3d printer as you could print different manifold designs and test them if you chose to
Looking forward to a report on how this runs.........ie, how much power improvement.
Good video, I am considering doing this to my old 216 babbitt pounder '39.
Some of the later 250 ( integrated intake head ) had a progressive 2 bbl that was also used on 1980's 2.8 V6 ( think 1/2 of a Q jet ) The issue with too large of a carb is the transition from idle to main circuit leads to dribbling main circuit short term rich mixture until there is enough air flow. Installing a smaller idle feed jet is supposed to help this issue.
31:02 Those large voids should have been filled in. That will definitely affect fuel distribution flow of the carb.
I had a 49 Chevy 6 216 cid aand put a 2 carb manifold “tattersfield” if I remember right. It had 2 stromberg 94’s on it and ran great. The old chevys were starving with the one barrel carbs. You could easily put two manifold adapters equidistant from the center and make a stormer out of that 292.
No idea on the carb bore sizes, but there was a 2 barrel option on early Chevy II sixes. I don't remember if it was the 194 or 230 engine. But they were out there. The bore sizes might be a little small for a 292, but it wouldn't over carb it.
Very impressive 👏👏👏, not surprised though! God has given you special gifts, thanks for sharing them with us! Btw, what's the story on the old fridge I see once in awhile? That's awesome! Do you still use it or is it just for storage? Very cool! (Pun intended) 😉 God bless!
Growing up in the shop with Grandpa he always had a similar fridge for the Dr Pepper. This one belonged to my wife's grandparents and still works. I don't keep it plugged in but hope to get it stocked some day. It's an International Harvester btw!
An IH fridge? Sweet! I need to research that!
I have a 1940 Chevy Master Deluxe with the original 216 I6. I've had this car since 1970, my senior year car. I was considering putting a 292 6 carb on the 216. Someone tried this with this carb on a '48 Chevy similar to yours. He had opened up the manifold and carb mounting holes were off so he drilled those off center to match the 216. He gave up on the project to, instead, put an LS 5.3 V8 in the car. I got all these original '48 parts for my '40, including front suspension ( knee action) and complete rear axle assembly. He gave me the carb and a newly rebuilt 6 volt starter also as part of the deal. Just wanted to let you know I watched many of your '48 Chevy videos and they sure helped me a lot. I enjoy your channel. I am an old mechanic since '71, but most of my work was on '60's through all late model cars and trucks. Much electronics, computer, driveability, and emissions diagnosis. I am retired now and enjoying working on this project I started many years ago. Thank you for your dedication!
Geeze, you got a gold mine. My '39 needs to have the knee actions rebuilt. That isn't cheap these days. The Chev dealer doesn't carry them anymore either.
@whiteyfarm I've had one broken for many years so I bought this front end for the cores. They are both not frozen like mine were, so I'm hoping I can put fluid in them and make them work at least a little. These brake drums and axles are the original 6 lug pattern, where mine were changed many years ago to '50 Chevy 5 lug wheel pattern. They were never right, though. This '40 has not been driven in 51 years. Almost lost it in a tornado, but the garage roof held where the wall fell. Close call! I think the shocks were the same from '39 to '48 if you can find some good used. I almost bought a straight axle kit just to get it back on the road. Apple Hydraulics in New York, or Chevs of the 40's in Washington state did have rebuilt in stock.. they want cores, though, or $150 ea. added to the cost of shocks. Good luck on your's.
Your JB Weld will get heated and fail , I think other than that you do very nice work and please keep at it!
Old news. AMC had a stock aluminum 2 barrel intake for the 258 back in the 80's.
Great work. Are you going to do any work with the carb jets if needs be?
No sir, that was my point that so many missed in the comments. I should be able to put this directly onto the 292 without any changes. If you're not building it to blow it up people just don't get it....
We did the same mod to our 258 powered Jeep. That carter one barrel was junk.
I think you would of been better off to rotate the carb 90* as on GM 6 cylinders especially the center 2 run pig rich.
Then you need to get a carbide tip grinder, and smooth out the transition to the runners.
Your idea works on a Dodge Slant 6 because the distance to the port is far more uniform vs GM's.
Besure to connect the manifolds togather still so the intake gets conductive heat. As headers on an inline, 6 without thermal transfer can get problematic. You can get carburetor icing to general poor running conditions when cooler outside. Ford with the 300-6 used a coolant warming pad to get manifold heat.
V8 engines can get away with removing the exhaust crossover because the bottom of the manifold is heated by the engine enough anyways. Where a inline 6 manifold is hanging in the air flow.
I have seen people with headers weld or clamp on connections to the manifold to transfer heat up there to keep the fuel vaporized.
Isn't the CFM going through the carb a function of the engine displacement x RPM /2 (4 cycle)? With a bigger carb you are just increasing the air density when the throttle is wide open compared to open throttle of old carb, as long as there is more available CFM than the engine can handle at that rpm. With higher air density (lower intake vacuum) there may be better performance because of higher compression.
Just adding, the toilet story doesn't apply because water won't compress and air will, thus changing its density.
: 380 CID x rpm/2 divided by 1728ci/cf so 292 x 4500/2=657,000 ci. /1728 = 380 cfm. If you use a carter afb with vacuum secondaries you wouldn’t be over carbing the engine. It would be running off the small primaries most of the time. One carb is easy to tune also.
@@rjhasbeer Yes, you're right.Much easier to tune. I ran a 650 CFM Carter AFB on my 283 in a '59 Chevy back in the 60s with no problem. Same gas mileage too, except at stop lights, etc. I think the stock GM 2 bbl for that car was rated at about 400 CFM. I believe the big difference between the two carburetors was at the higher revs. That's when the engines ask for more CFMs and the bigger carbs can deliver it.
It's very difficult to fit a 4bbl onto a 1bbl intake.
Guess i could save a few bucks if i buy a mill and hd drill press rather than a new intake.
i have a 70 chev pickup with a 292 i bought a offy 4 barrel intake i am running a 585cfm holly i haveno problems with over gassing it is a 292 thats bigger than the 283 whose carb you are worring about my 292 is stock other than the intake and split exaust header 145000 miles on the engine
i think it would work better mounting the carb sideways
Does anybody make a flange kit for the first generation IL-6 engine?
Long as block off the bottom then it should work ok.
Personally I'd dive into a 2 carb setup to better balance the fuel delivery. Single barrels or a pair of 2300. You are overthinking the max carbs. A lot of 4 cyl. 2.0 engines use a 2300. How many 5.0 or 302 engines were equipped with 4 barrel carbs?
@ 8:30 . Etch-A-Sketch for grown ups .
It's definitely worth trying. My biggest concern is whether the two screws, and JB Weld, will hold and seal the way you want. But I've been wrong all too often. I'm A 292 fan from way back and would love to get an old Chevy 1/2 ton short bed as a daily driver. I hate the new computer cars.
Them KTI/ KSU SALINA GUYS lacked the common sense of you hands on guys at Salina Area Votec.
fill it with JB weld
You would have to not know anything whatsoever about how to tune a carburetor to a specific engine in order to over fuel an engine by putting a large carburetor on it. You can easily put a 2000 cubic foot per minute carburetor on an engine that is only going to drink maybe 650 cubic feet per minute if you know how to adjust it it will run just fine and it will not over fuel. We know this because in the late sixties and early seventies several auto companies were putting at least 30% more carburetor on their engines than they technically could use. But they were working wonderfully and they weren't over fueling and if you were careful enough to adjust them just a little bit you could get some really respectable fuel mileage. Indicating that you certainly were not over fueling it.
Interesting argument you pose here, but it is totally hogwash. Take that intake manifold and clean it up and drop at least a 350 to perhaps even a 500 cubic inch 2 barrel and tune it to the engine because the fuel mapping in a carburetor only occurs by how much are literally goes through it. It will not fuel more than the amount of air that actually goes through it. Unless you just slap it on there and don't adjust it at all. Does 3% sizing garbage is absolutely that. I learned these things when I was probably 18,19 years old after I've been working on cars for 10 years
Over Fueling is Bad nnK .