> From:
62to65mopar@xxxxxxxxxxx> To:
1962to1965mopars@xxxxxxxxxxxxxxxx>
Subject: Re: 4 BBL Carburator for new Poly Intake
> Date: Tue, 14 Jan
2014 03:31:43 +0000
>
> Heh, heh, well I feel like the Google
translator that is trying to translate Don's experience -- and probably doing
a similar quality job. LOL I wish Don was still a member here so he could 2c
it out!
>
> Your argument I buy, and the math seems to follow
along.
>
> Here is what Don wrote about his practical carb size
formula:
>
> "... the question comes up in one’s mind that carb
sizing is for racing of full performance. What if one just wants carb for an
engine that will never see 6000 RPM. Should you use a different
formula?
> Actually it is not necessary. Because carb sizing is focused
on the whole rpm range and proper carb operation at low speed. That is because
any engine will operate a carb at high speed. That is never a problem, even a
1050 Dominator on a VVW flat four would be possible at 2500 RPM. It is the low
speed performance that we are always concerned about and the carb sizing
formulas, mine or the complicated math version, are picking the largest size
of carb practical that will still drive normally and properly at normal low
speed so you can use the same formula even if you intend to drive like yer
Granny...."
>
> Thanks,
> Gary H.
>
> >
-------Original Message-------
>
> >
> > Gary, I'l
defer to you, but let's explore this a bit further just for
> >
discussion purposes.
> >
> >
> > Don acknowledged
his math (CID x 2) was a cheater method given it wouold
> > always
end up close anyways to the specific formula of RPM / 2 x CID/1728.
>
> However, I interpreted his cheater method in the context of his race
motor
> > builds. Here's how I came to this conclusion - and let's
use the Poly 4
> > barrel as an example:
> >
> >
> > DD rule of thumb: 318 x2 = 636 CFM
> >
> >
> > Specific formula, using 7000 RPM as a rev limit for a race
engine: 7000 / 2
> > <3500> x 318/1728 <0.184> = 644
CFM
> >
> >
> > => DD method and formula close
enough to not be concerned, right?
> >
> >
> >
Now ... let's apply the formula to a cruiser, and just for discussion
say
> > the shift points are 4500 RPM. Now we have 4500 / 2
<2250> x 318/1728
> > <0.184> = 414 CFM.
> >
> >
> > My thinking is the RPM is the variable, and really
the telltale on a) what
> > kind of driving you will be doing, so b)
you can find the sweetspot CFM.
> >
> >
> > Fun
stuff...
> >
> >
> > Jim
>
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