For those who didnt know as technology wills
everyone towards computers in everything.
This piece is a memory of our past skills
as analog men using all our senses.

The photos are not easily found now online of his
engine bay and if someone does please put them here.

There are many USA car enthusiasts and competitions
that limited to carbs and this turbo 510 succeeded
a while back when efi was in its infancy in the custom
car scene but personally admire mech more than ecu tech.

Quote:

one of his setups for the L6, no lag was his aim
https://dailydatsun.files.wordpress.com/2013/08/cl-turbotom-1.jpg

Factory 930,s are over rated
Good story . Thats a big 4 barrel

427 cobra prob same weight as the 510!

The art of tuning and maintaining carb setups
is like a guitar player, a true skill of all
5 senses making an engine sing.

Sure efi fuel delivery is so accurate so even
more amazing a carb with boost in the right hands
can be reliable and whip all those butts in racing.

Never liked the Holley carb on anything but a v8
but when so many vw turbo bugs and even a kiwi
supercharged 1200 swear by them so I under-stand.

THe holley is without a doubt the 'fisher price' carb compared to the tunability of a weber, but sometimes the extra tunability leads to more things you can get wrong instead of right.

It's literally 20 years ago I played around with holleys, on blowthrough hemi 6s, and more relevant to this discussion, a 2300 holley 350 2 barrel on a toyota 3k engine (which could be seen, quite literally as a poor mans a-series - in all seriousness. I also was an active participant on the blowthruturbo list that was on yahoogroups way back when. Based on everything that was discussed on that list, and the relative ease with which the holleys can be prepped - as far as a blowthrough setup goes, I literally wouldn't give though to anything else. the carb on the 3k saw somewhere around 30psi boost at one stage (we just kept raising it then ended up wiriing the gate closed just to see what would happen. Ended up not only blowing the head gasket, but it literally took a chunk of the head with it but the carb never leaked or saw any issue. In fact it had no blowoff valve either, so I'd shudder to think how high the pressure may have spiked when the throttle was lifted after running out of either rpm or road in 4th gear

Jmac blowthrough 3k with a big holley, totally bonkers good.

On the contrary the 3k is really not the poor mans A series
but an over engineered and quality OHV of original design.
More of an industrial motor for durability like all Toy Ohvs.

They are way more beef and made to last inside and out just
amazing finished boat anchors for the low end market.

The datto just made the A series more nimble and hence it fairs
better for performance specially with the choice of heads the
K series never got. Toyota also made some other serious OHV
engines specially the T series which Puerto Rico dudes used
Holleys also for power that matches all high tech L4s of today.
Thats the only performance OHV in Toys lineup and with the 4Y
86mm crankshaft made to fit the 3TC bored to 89mm makes one
massive AY12/AY15 destroyer or Hemi OHV L4 beast.

Sure would love if Holleys made these like a sidedraft






could they be made to work as sidedrafts? that would be ease bonnet clearance.

Ha, first time I stick my nose in hear for years, and what do I see, good old D and JMac debating the ins and outs of carburated performance!

Nice to see some things never change.

427 Cobra is no contest unless a really talented driver having spent a week modifying a 427 Cobra front suspension to eliminate bump steer which I eventually got down to a toe change of just 2mm over the full suspension travel and an even camber curve that worked.
Much cutting and repositioning of A arms mounting points and fabricating A rms with the correct lengths.

I also hand made sand bent extractors with 2 inch primaries for the same race car what an effort to get them equal length and to fit in the tight confines of the engine bay, Worked great in the end but a Datto is just so much easier to engineer than one of Carrols beasts.

The guy I worked with at the time was a nephew of one of Shelby's original workers back in the day of the GT 40's and Cobra's and had many insights from his uncle into what needed doing to make a Cobra work, Most Cobra's are poor replicas and even some of the real ones vary so much over the years depending on what components were used.

Would have been interesting times back in the sixties without our modern equipment to make things easier to fabricate

Im not debating but learning still ;) albeit always later
Learning that what we had was better than what we have now

Sounds nuts and a dream to make so many hand made parts for
427 beasts and who knows how many other machines in the past.
Mech craft and hand skills are mans greatest achievements
they brought joy, community and beauty we will never see again.

Technocracy and Biometric capitalism is quickly pushing kids
to be VR headed snowflakes cant be bothered even placing
hot water into their cup noodles as they prefer to finger tap
their digital heroin devices for that constant dopemine fix.

I long to see more carbed rides as I feel I missed out on
carb tuning wisdom due to the efi movement/marketing hype.

Good to see some of you carb lovers are still lurking around
and even we had 2 great supercharged datsuns with carbs
one holley from NZ and the other a 2 x weber USA bumblebee.

Ive even been thinking of a single 600cfm holley lately for
my TVR AJP v8 powered rx-7 fd3s instead of injection.
The more I see addicted to tech zombies the more I want to
mechanise and make analog all I can.

Ive been running carbs on my Datsuns for years.
If i was to bet a dollar on every person that told me you cant run a carb on a KA24D (drop the "E"), I'd be rich.
Twin Weber 38 sync's with a draw through supercharger runing a Chevy 350 distributor. And lets back that up with some Nitrous.
Some would say I have the fastest carbureted Datsuns/Nissan on the planet.
That may not necessarily be true but for my sake, i would hope so.
So many things come into play to make this happen. Fuel delivery, ignition timing, spark plug choice and gap.
Its a science, and in the end, knowing how to read "Spark Plugs' is crucial because a computer is not doing it for you.
I will go through 5 boxes of spark plugs in a single day at the track. 👍
Its taken me years of trial and error and multiple engine rebuilds to get where im at.
750 CFM though a 4 cylinder is very do-able.
I enjoy every second of it. 🙂

wowsers thats alot of spark plugs! at least its an L4!

for the last 5 years with no datto been thinking of industrial spark plugs
on side valve and flat head engines used in farming.

They seem to use these pre-chamber spark plugs that when replaced with
normal spark plugs the economy and output is reduced considerably.

Maybe due to lower compression ratios these sparkplugs might show a bigger
difference than higher compression ratio engines but it seems now Benz and
even Toyota have achieved 45-50% improvements with gasoline 4 stroke using
pre chambers like that in industrial applications.

Could it be that PPC units will make high performance 4 stroke engine perform
even better and even regular 4 strokes engines run with improved combustion?
less carbon build up and better all round performance due to one small combustion
occuring that then feeds the larger combustion process?

https://www.hatraco.com/sites/default/ ... 3_dp_ip.jpg?itok=zOk9dA0L

On the topic of old school mech ideas I would really like the opinion
from the older hands here for my long time brain fart....

I have been toying with designs for a custom flat head in that
1. the spark plug uses a pre chamber design,
2. which feeds a separate pre chamber where the side valves are
3. which are separated by a trunk like port to the dished piston surface.

This is using a very long stroke to slow the whole process down and improve
on torque by running at lower rpm to achieve bigger torque numbers than power.
Compression ratio would be about 7 to 1 utilising lower octane fuels.
spark plug avoids the inlet and exhaust valves as it sits in between the 2.
I call it the El3fant PPCC Passive Pre Combustion Chambers.

2 combustion stages with a controlled swirl to the 3rd stage of expansion into cylinder.
The elephant trunk port (flat like a whistle) allows deep swirl with little turbulence.
The drawing is my first done many years ago but improved to reduce the height
and volume of the combustion chamber by lower the overall height and also more
tapered to reduce hot spots. The idea is lower compression allowing for better
sidevalve small industrial engines but also boosted L4 willy engines at first
and maybe one day flat head ford v8.

If someone can draw it in 3d one day or suggest a package I could use to do it
Id love to have a way to play with the overall volume as well as I would love to
achieve 8.5 to 1 or even 9 to 1 using an extreme undersquare design.

First want to make a Willys Go Devil engine head as they are simple and 79.4 mm bore x 111.1 mm stroke.

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