Saw video thread

[Stump Shot]

I’m not sure. I haven’t talked to him for quite some time.

I heard that he retired from a fella that had a saw done by him that I repaired. Have no confirmation other than that.

 

[MustangMike]

Back in the day I ran both 800 and 850 Double Pumper Holleys on my big blocks, and they were hard to beat on the street. (back before FI)

Two fours on a tunnel ram may have worked well at the track with 11" wrinkle walls, but were not so good on the street with street tires.

You just could not control the power to launch right.

 

[Duane(Pa)]

Back in the day I ran both 800 and 850 Double Pumper Holleys on my big blocks, and they were hard to beat on the street. (back before FI)

Two fours on a tunnel ram may have worked well at the track with 11" wrinkle walls, but were not so good on the street with street tires.

You just could not control the power to launch right.

OMG those were the days my friend!

 

[Bigmac]

Back in the day I ran both 800 and 850 Double Pumper Holleys on my big blocks, and they were hard to beat on the street. (back before FI)

Two fours on a tunnel ram may have worked well at the track with 11" wrinkle walls, but were not so good on the street with street tires.

You just could not control the power to launch right.

There is now doubt that smaller carbs are more streetable, have 650-750-850-950 hp double pumps for the camaro, all non chocked countered inlet, the 650 gives up too much top end and takes too much throttle to do anything the 750-850 feel right in the middle good response good mid to top, the 950 is a little touchy, wants to break the tires loose too easy and has excellent top end but is also needs the most tuning. I really like the 750 quick fuel q series.
Side note, Ford designed the dominator for nascar and also launched there use in the trans am series with dual 1150’s on a 302 in 69 in the mustang race cars

 

[Maintenance Chief]

There is now doubt that smaller carbs are more streetable, have 650-750-850-950 hp double pumps for the camaro, all non chocked countered inlet, the 650 gives up too much top end and takes too much throttle to do anything the 750-850 feel right in the middle good response good mid to top, the 950 is a little touchy, wants to break the tires loose too easy and has excellent top end but is also needs the most tuning. I really like the 750 quick fuel q series.
Side note, Ford designed the dominator for nascar and also launched there use in the trans am series with dual 1150’s on a 302 in 69 in the mustang race cars

That was with the tunnel port heads and intake right?

 

[huskyboy]

Which carb setup do you have on it Duane?

It’s a hd17 440 carb unless he changed it.

 

[RI Chevy]

Yes. He has the 361 carb and 440 carb for that saw.

 

[Duane(Pa)]

It’s a hd17 440 carb unless he changed it.

Yes. He has the 361 carb and 440 carb for that saw.

I only have one carb. since I didn’t know which model, I made up some BS. Chucky has two carbs. Maybe that’s what you were thinking...

It is the same carb that was on it while Mason was giving it the shake down.

 

[RI Chevy]

Ahhh. TY. Certainly runs well...

SO. You have 2 - 361s. Kathy and Chucky. Hmmm.

 

[PA Dan]

Ahhh. TY. Certainly runs well...

SO. You have 2 - 361s. Kathy and Chucky. Hmmm.

Chucky is a MOFO 026...try and keep up Jeff...I mean it's not like they are Huskys!

 

[MustangMike]

That was with the tunnel port heads and intake right?

Tunnel Port heads were used on 427 Ford Engines in NASCAR. Unlike the street heads, there was a tube in the middle of the port for the pushrod. These heads can not be put on a 428 because the bore is too small to fit the valves (same with 427 Medium Riser and High Riser heads).

The 428 CJ head was designed by Tasca Ford using Medium Riser ports and Low Riser Valves and combustion chamber (which were smaller).

Boss 302s used modified 351 Cleveland heads, which had huge oval ports and staggered valves. They were so large, the engine did not come into it's own until about 8,000 RPM. Since the Boss 302 street engines were externally balance, it was a silly combination.

Many of the dirt track racers at Middletown NY that were running 351s put 2 bbl heads on them to improve mid range power and throttle response.

 

[MustangMike]

You can calculate how large of a carb you need based on your engine size and max RPM.

For a 427 (7 liter) to do 7,000 RPM, you don't need more than an 850 CFM carb. Going larger will just hurt low end power and throttle response.

All of my FE Ford motors maxed out at 6,800 RPM, and in the movie Ford vs Ferrari they talk about 7,000 a lot (for their 427 Fords).

My 351 Cleveland (with a 750 double pumper) easily went past 7,000 RPM, you had to really watch your shifting with that one.

When I sold that Mustang they were going to restore it to OEM, and sold the 351 to dirt track racers in Middletown. They raved about how strong it ran. I just shrugged my shoulders and told them it was nothing compared to the 427.

 

[MustangMike]

The racing Boss 302s were turning 9,000 RPMs. Try doing that with an externally balanced street motor and you will end of with a box of broken parts.

 

[RI Chevy]

Chucky is a MOFO 026...try and keep up Jeff...I mean it's not like they are Huskys!

I'm just too cornfusicated.
Sawz wit names, Mustang Mike going all out Ford V8 On us...

 

[srcarr52]

Tunnel Port heads were used on 427 Ford Engines in NASCAR. Unlike the street heads, there was a tube in the middle of the port for the pushrod. These heads can not be put on a 428 because the bore is too small to fit the valves (same with 427 Medium Riser and High Riser heads).

The 428 CJ head was designed by Tasca Ford using Medium Riser ports and Low Riser Valves and combustion chamber (which were smaller).

Boss 302s used modified 351 Cleveland heads, which had huge oval ports and staggered valves. They were so large, the engine did not come into it's own until about 8,000 RPM. Since the Boss 302 street engines were externally balance, it was a silly combination.

Many of the dirt track racers at Middletown NY that were running 351s put 2 bbl heads on them to improve mid range power and throttle response.

I'm sorry but there is no pushrod V8 engine that "comes into it's own around 8000 RPM" even the best valve train is starting to get stressed, peak torque was a long ways ago and even with a short stroke, the best rods on the market, and super lightweight valve train you have at max 1.5k RPM left to go before you float the valves.

Coming from a now 21 year dirt racing background the only reason to bolt on a smaller carb is drivability on a slick short track for better part throttle behavior. You get to a bigger track where your want the full potential of the engine the big carb always wins. We'll take a 850hp 440ci SBC and put a restrictor plate under the carb as the track slicks off so the driver can better control the power, just like you throttle back a tig welder with max amps so you don't burn through your material.

 

[Duane(Pa)]

Valve springs are for pussies

 

[Bigmac]

Valve springs are for pussies

Don’t make me show you a wankle…engine that is…lol

 

[Michpatriot]

Then machine a rod journal into that crankycam design and put some transfer ports in around the cylinder to make a 2 stroke with valves under the piston.

 

[huskyboy]

Really cool stuffs.

 

[MustangMike]

My point was that on a Street Boss 302 the ports and valves were way larger than what was practical for that engine.

And the Trans Am motor had peak Hp at 9,000 RPMs.

I never based my shift points at where peak torque is, but you do want to pull through peak Hp when racing.

Keeping peak Hp in the sweat spot is key to victory, which is why close ratio trannys were so popular.

The tranny gearing gaps in modern cars is far greater. FYI, the old close ration 4 speeds had a 1st gear of 2:20 to one (Like the one that came in my 70 Boss Mustang). My current Mustang's 5 speed has a 1st gear of 3:35 to one. Both tranny have 1 : 1 4th gear. Multiple valves, VCT, and computer control give the motors a wider power band.