RTz

I initially thought Tony was referring to this manifold... but I see it doesn't quite match his description, save for the central mouted TB facing the head. I'm sure Tony would like to comment on this one

Roger that. Very good!... how far along in your IR training? I'm 'finished' with my IR so to speak... passed the written (most difficult test I've ever taken) and fulfilled all curriculum requirements. I just need to take the practical. I'm slowly plinking away at a CFI position. Probably get stretched out over years, as instructing would be primarily for the enjoyment of it. I expect a ping when you get your IR and Commercial. Best of luck!

Only pilots talk that way

Ohh my!

Sandy, Oregon. Braap, it seems we live in the same town, do I know you?

Justin Olson has been doing a pretty nice job of modeling the manifold in Solid Works... . . . . . .

Davy beat me to it... very professional welds. Pardon my ignorance, what is the purpose of the larger upper tube size?

Hartley 2.8 liter V8, weighs 200lbs, develops 400 HP at 10,000 RPM, and 'sounds right'... http://www.h1v8.com/page/page/1562068.htm

Nascar.

I believe its correct to associate the latch change with the door reinforcement... that happend circa '77, near as I can tell.

Don't forget the single-plane crank!

Thanks. DXF is 'in the mail'.

You make it sound as if that information is readily available and, somehow, a "race setup" is appropriate for a street engine. Am I reading you wrong?

Maybe you two should get a room

For what its worth, Finish Line Coatings refuses to ceramic coat the interior of an intake manifold... ingestion risk should any of it 'depart', they claim.

Looking good Justin. I have a couple comments, if I may... I wouldn't (and didn't) do that. Considering the weight of the plenum, over the years, the pounding could work at the welds. None of my welds at the tubes carry any weight. I ran my tubes the full 1" depth (into the flange), beveled them, and welded them on the mating surface (fly cut afterwards). This way the flange carries the weight and the welds only 'keep it together'. In other words, at the time of this picture, there wasn't a single weld, but you could stand on the outboard flange... The above picture is what my original drawings reflected (regarding the bolt bosses). While it is more attractive, I feel that method would allow more deformity to develop in the gasket. I'm of the opinion you'll get a more consistent seal with your original, 'flush' bosses.

'tis a fact.

Pop, I *thought* I saw them for sale at a nearby dealership about a month ago. I could be wrong, but I'm not sure how I could mistake identifying a car of its... um... high profile

"BrianV8Z" stopped by a couple hours ago. He retro-fitted Pro-comp "Ultralights"...

Are you confident that you have adequate dwell/discharge settings? The 52mm TB is probably justifiable. 3rd should work. Just be mindful of using low gears... the car may go through the RPM bands more quicklly than the O2 can respond, giving you a misleading indication.

Is this the internal HEI coil or an external conversion? Most internal HEI's wont 'do' much RPM. Mixtures are dependent on many variables. I've seen a huge change in 'correct' mixtures with a simple swap in injector style. Its impossible to give you anything other than a guideline. In my experience, I often find 13.0 to 13.3 (NA) to be pretty close, BUT its not always a truism, and further, I find what the engine likes can be RPM dependent, or at least, more *sensitive* to the ratios being 'correct' in one range vs another. My point is that the way to find this is on a dyno. A distant second is very careful, methodical use of data-logging. External variables are more difficult to control with data-logging, but I've had good results in the past. The premiss is to overlay the RPM graphs and compare the rate of change of RPM's. Assuming no wheel spin, consistent road gradient, etc, etc, you'll know if the engine liked the change and what RPM it improved the power. You can do sweeps, shifting the entire map, richer or leaner, and compare the RPM plots. Disseminate, and try again. Its laborious and inefficient... better bet is the dyno.