since you called "no nukes" does this mean that moab's and daisy cutters are out too?
It is quite clear there is only one way to resolve the issue to hand between the rival parties.
Rock paper scissors. PM me your respective choice, I will review the submissions and declare the rightful victor. Please, no "nukes" I don't care if you used them in 3rd grade, the choices are rock paper and scissors, standard rule set, 3rd revision as dictated by the national RPS council. Rock > Scissors Paper > rock Scissors > paper.
Submissions will be expected by 6pm PST today. Failure to submit a proper answer will be an immediate forfeit.
If you are unable to send a proper response due to literacy issues or complications that may prohibit you from properly spelling "rock" or any of the other choices, a picture of a rock will suffice.
Good luck gentlemen, and may God be with you.
since you called "no nukes" does this mean that moab's and daisy cutters are out too?
Daisy cutters are only valid if the party rides the bomb down when released, accompanying it fully to the target. The party would be killed in the process, along with the opposing party, nullifying any opinions they would have had.
You keep throwing out numbers like you're trying to impress someone, it ain't doin nothin for me. DFV-- Double Four Valve or in other words, a DOHC four cylinder cast into a V8. Have fun with your dreams of super high rpm motors, I don't have a need or use for them and they never impressed me. I like my engines to last, 13K engines don't, unless you're talking about turbines.
yes i did read your first post
and alot of it is crap.
you obviously have no clue as to the engine combo glidden was running in the 70's. it was NOT a 358ci engine, it was 340ci to get a weight break(cleveland powered cars had to run more weight per ci than everyone else). glidden used a 4.08 bore with a 3.25 stroke. and yes he had the bores sleeved to allow the large overbore.
1. DFV stands for "double-overhead cam-four valve" NOT double four cylinder cast into a v8...at least that is what Mr. Cosgrove called it in 1968 when they introduced it with Fords name on it in 183 cid F-1 configuration.
2. 1/4 mile drag motors don't need to last more than about 8-12 passes back then with ported top rings.
3. My R-6 Yamaha reved 15,500 @ the rev limit and it lasted just fine
And would you be so kind as to point-out WHICH item is, as you call it 'crap' and WHY you think so.
I had always heard the the Performer was so mild that it's not even an upgrade from most stock manifolds (other than saving a few pounds). I suppose you might feel a difference from a 2 barrel carb / intake combo. I guess from the info I've always heard I wouldn't spend the money on a Performer unless I just wanted the look of a 4 barrel and didn't care about performance. I MIGHT use a Performer if I got it free, but probably not. Edit: I'm never after fuel economy, so the Performer could be a good choice for the original poster. You can find them used pretty cheap.
If I were to upgrade I would pick parts from D. Hearne's original post. The air gap might be a little spendy now because it's new, but that would be a nice choice. He also listed stuff you can find cheap, used at swap meets or eBay. I found a used Wieand Stealth for my roller 302 and I like it.
Yep, in a lab under controlled conditions, it will flow that at whatever vacum level Holley uses, but in YOUR car without a controlled air supply it will flow a good bit less. That is one reason Webber, S&S, Mikuni and most other carb makers do not list flow numbers, only throttle bore size, The 'CFM" numbers game is purely marketing.a carb rated to flow 650cfm, flows 650cfm, not 85% of that. a normally aspirated street engine generally draws in 85% of its cubic inch displacement at peak torque, more as intake and exhaust efficiency is improved, and cam timing is changed, thus a 302ci engine will draw 302ci of air times the VE in its complete cycle(two revolutions) at peak torque.
Man, with all your knowledge you must have a lot of car and bike magazines...
Better brush up on your history. Page 40, of the Book "Ford Total Performance" by Alex Gabbard said this in the second paragraph of the left column " To do so would require a vast financial commitment on Ford's part. The Engines that would carry the Ford logo included a production based 16 valve dual cam Cosworth head for its 1.6 liter, inline four, Formula 2 engine, this was the FVA and a doubled up 3 liter version called the "Double Four Valve" (DFV) , which was a 90 degree V8 engine for F1 racing." This is the engine that dominated Grand Prix racing for the next 20 years. And by the way this is a sub 10,000 rpm engine with a 2.55" stroke. Have you put 100,000 miles on your Yamaha? Didn't think so.
I used to ride sportbikes as well, know what I always loved about them? Unlike cars, the rider was a huge part of the equation. Yet there was always some guy who could recite the specs of his bike like an encyclopedia but couldn't ride to save his life. Do you know him by any chance?The piston speed of the R-6 at 15k is about the same as a 351 at 7k. And it is all about piston speed. And I didn't buy it for 100k I bought it for its 380 lbs and 107 rwhp @ 14.5k after the exhaust, intake, carb dial-in. Runs the 1/4 in the low 10's and goes 155 on the far end, brick wall brakes and race bike handling. Lifts the front at 8500 in 1st without trying. YOUR car won't keep-up in the mountains.
You sure like to hear yourself talk, don't you? Wouldn't it be nice for you if anyone else did? For Pete's sake,were talking about a simple choice of carburaters for an old car,not Einstens theory of relatvity as it applies to F1 cars, get over it already,you win, everyone else is an idiot, we should worship the keyboard you type on. Happy now?
I used to ride sportbikes as well, know what I always loved about them? Unlike cars, the rider was a huge part of the equation. Yet there was always some guy who could recite the specs of his bike like an encyclopedia but couldn't ride to save his life. Do you know him by any chance?
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