Don Terrill’s Speed-Talk

What engine part would you like to have that isn't available...yet?

Mine would be a pair of Holley type 4160 carbs with double pump mechanical secondaries so I can maintain my dual inline Holley setup.
Now don't mention using the extended primary squirter tube or crazy carb adapters to space out the carbs for 4150 DP carbs!

I never liked inline holleys, it really complicates jet changes.

Frankshaft wrote: ↑Sat Jun 09, 2018 11:01 am I never liked inline holleys, it really complicates jet changes.

Not much trouble with that ONCE you get them dialed in for street use. Mine run really well and the only issue can be when running with a light secondary spring the secondaries can crack open during mild accel and cause a slow return to idle until the primary linkage is down to idle.
My engine setup likes a quick opening on the vac. secondary with the 650's and there is no bog.

Of course don't expect much new with old school carbs as it's young guys at Holley now driving the ship and it's all EFI now.
I'll take my carbs over any EFI for a hot rod setup.

427dart wrote: ↑Sat Jun 09, 2018 11:28 am

Frankshaft wrote: ↑Sat Jun 09, 2018 11:01 am I never liked inline holleys, it really complicates jet changes.

Not much trouble with that ONCE you get them dialed in for street use. Mine run really well and the only issue can be when running with a light secondary spring the secondaries can crack open during mild accel and cause a slow return to idle until the primary linkage is down to idle.
My engine setup likes a quick opening on the vac. secondary with the 650's and there is no bog.

Of course don't expect much new with old school carbs as it's young guys at Holley now driving the ship and it's all EFI now.
I'll take my carbs over any EFI for a hot rod setup.

Brother I'm with you....in a age where everything fast has EFI and Turbo(s) I am 39 years old and completely old school...I don't know which messes with people more...the fact I have a tunnel ram with 2 four's.. or the fact that I can tune it to be more docile than most other hot rods with alot less radical combos

427dart wrote: ↑Sat Jun 09, 2018 11:28 am

Frankshaft wrote: ↑Sat Jun 09, 2018 11:01 am I never liked inline holleys, it really complicates jet changes.

Not much trouble with that ONCE you get them dialed in for street use. Mine run really well and the only issue can be when running with a light secondary spring the secondaries can crack open during mild accel and cause a slow return to idle until the primary linkage is down to idle.
My engine setup likes a quick opening on the vac. secondary with the 650's and there is no bog.

Of course don't expect much new with old school carbs as it's young guys at Holley now driving the ship and it's all EFI now.
I'll take my carbs over any EFI for a hot rod setup.

I don't know if its possible, but I have seen some of those carbs that had the provision for a secondary squirter, but weren't drilled. Maybe you could convert them. The other thing, 4160 as in no secondary metering block and side hung single feed float bowls, like a 1850 600 vac secondary carb? You can use the side hung float bowls on a 4150 "double pump" carb, and use a metering plate. I know quick fuel sells a metering plate with changeable jets. I have also converted 4160 carbs with side hung single feed float bowls, and metering plates, to center hung float bowls with secondary metering blocks. Just do the opposite with a double pumper. Then you can keep all your fuel lines and linkage. I am assuming that's what your talking about?

180ish or so High port 15 degree SBC head, something that's small enough that it could be made the right size for a 350-383 street/strip kinda thing......and a nicely layed out "small" single plane to go with it. Something that doesn't resemble a LS chamber or port in any way.

A turbocharger with an electric motor powerful enough to spool to max boost at idle, then fade out as exhaust gas energy takes over.
Could be engine driven too like a pro charger with a sprag and an exhaust turbine.

A draw-through centrifugal supercharger integral in an intake manifold, rotational axis vertical, vertical inlet on top a carb flange, multiple horizontal exits from the exducer to the intake ports. LIke the centrifugal supercharger on a radial aircraft engine, but rotated 90 deg. on top of a V-8.

It would be nice to have a seal arrangement that would allow using draw-through carburetion on existing centrifugal superchargers

Tuner wrote: ↑Sat Jun 09, 2018 2:41 pm A draw-through centrifugal supercharger integral in an intake manifold, rotational axis vertical, vertical inlet on top a carb flange, multiple horizontal exits from the exducer to the intake ports. LIke the centrifugal supercharger on a radial aircraft engine, but rotated 90 deg. on top of a V-8.

It would be nice to have a seal arrangement that would allow using draw-through carburetion on existing centrifugal superchargers

How would you fit all that under the hood????

An aftermarket ECU that can handle MAF and an 1000bhp aftermarket MAF to that.

Electronically controlled valvetrain, you just program in the valve path and you can have whatever cam you want that wont hit the piston.

Intake manifold, heads and exhaust that change port size, length, shape and surface texture all when the current rpm/load situation needs it best...

Alright I know, I'll keep dreamin'...

statsystems wrote: ↑Sat Jun 09, 2018 4:18 pm

Tuner wrote: ↑Sat Jun 09, 2018 2:41 pm A draw-through centrifugal supercharger integral in an intake manifold, rotational axis vertical, vertical inlet on top a carb flange, multiple horizontal exits from the exducer to the intake ports. LIke the centrifugal supercharger on a radial aircraft engine, but rotated 90 deg. on top of a V-8.

It would be nice to have a seal arrangement that would allow using draw-through carburetion on existing centrifugal superchargers

How would you fit all that under the hood????

The impeller circumference located on the horizontal plane of the intake ports so the exducer is in line with the ports, each port exiting individually from the exducer, like a radial aircraft engine supercharger. Drive it from underneath with a shaft in the valley parallel with and above the cam.

As a carb-guy: This device is outstanding: https://www.knfilters.com/eci

Paired with a twin blade carburetor is the dream combination.

Big Al wrote: ↑Sat Jun 09, 2018 4:43 pm An aftermarket ECU that can handle MAF and an 1000bhp aftermarket MAF to that.

It's called a bypass........already been done.