Panteras with TR Dual Quad Manifolds

It's a nice Pantera Marlin, but its not mine, just an example I pulled off another forum that George posted. I don't think I've ever spent time polishing anything besides wheels maybe. Did you have any problems with the standard distributor height with the Weiand TR?

I like that sheetmetal top and bottom you made. May have to make something similar.

I agree with Marlin. In this day and age if you run into a distributor clearance issue with any intake system the easy solution is a distributorless ignition.

Is the sheet metal manifold you got made for the small port SVO heads?

I'll post pictures and info Thursday Doug

quote:

he sheet metal manifold you got made for the small port SVO heads?

said i would get this done so here goes. tunnelram arrived today. it does in fact have a gasket match to a 1265 which is a match to the small port svo b351/c3/c302/c302b style head vs the a3. I have a pair of '89 c302b's as cast and an '84 pair of early c3' that are heavily ported. The bolt holes on the tunnel ram are not spot on but could be opened up slightly. The intake does appear to be for a 9.5 deck, but i believe the flanges could be milled slightly to make it fit on a 9.2 deck much like what you would do with an a351 to a b351 intake. So here are some different SVO head intakes.

(Sheetmetal Tunnel Ram) fabricated aluminum (15lbs) Yates C3 Port - 9.5 Deck


(9424-A331) cast aluminum (13.5lbs) Ported


(9424-A351) cast aluminum (15.5lbs) Milled to be a B351


(Kinsler Individual Runner) cast magnesium (25lbs) Yates C3 Port

In the first photo...Are the bungs welded on the runners for nitrous?...Mark

exactly and there are 4 spray bars in the plenum, two attached to each end. so technically i could run it as a 2 stage wet. Or I replace bungs for the n2o direct injection nozzles with fuel injector bungs for EFI rails and run the spray bars as a two stage dry setup.

I'm thinking about having it converted to EFI and just run it as a dry setup with the bars in the plenum. Or I run some throttle bodies on the plenum top that have the injector rail built on. My harness really isn't setup for that and I would have to probably go to a newer deal from the fast classic i plan on using. I'm setting up for the Kinsler first even with the port mismatch and then I will build the tunnelram this winter if i get the itch to go faster. its going to take a fair amount of more money to make that work. i would likely have to go to a distributor-less setup as mentioned and also go the route with the EFI rail conversion with a pair of throttle bodies mounted to the 4500 dom plate. that is a lot of TB and plenum for a 357. will require another cam change and i just had one designed so maybe next summer i will be ready for that.

I may hunt down a used wet sump 400+" 9.2 deck dart/svo based shortblock and move my top half over to it if I find something that works. I'd like to stay true to the cleveland as long as I can though.

WOW!!!!....You're gonna go through MORE bottles of nitrous then the parties I use to attend in the 70s!!!

With a two stage nitrous set-up, cubic inches are your FRIEND!!!

You might want to consider a stroker engine & boring the cylinders to a MINIMUM!

Would benefit you, your pocket book & the life of the engine to have the THICKEST cylinder walls possible when that nitrous EXPLODES!!!

Somewhere in the back of your garage I can hear a ZF transmission CRYING!!!...Mark

Wow. Some tough choices to make. Mark is right, about the engines and ZF. I take his word on the nitrous parties.

In mechanical design you always consider the weakest link as the limiting factor. Here, that's the zf.

True there are many that have combinations that are way over the limit and haven't broken it, BUT 1) not yet 2) even if they haven't you are seriously limiting the life expectancy on the syncros to an unknown number 3) when it goes...bada boom, big bada boom.

With nitrous in the engine, you are making torque numbers that will hit it like a freight train at high rpm like you instantly changed from a small block to a big block.

Did you say two stage nitrous? That's like a Pro Stock engine...1,000 maybe 1,100 hp.

I would investigate an alternative to the ZF, but that's just me and I don't know how you are going to deal with all the stress cracks in the body and the chassis getting twisted.

A full cage with the body tied to it with tabs maybe?


Anyway, too much horsepower is a very fun problem sometimes and the sheet metal intake is really a beautiful piece of industrial art work to say the least.

I would think you are already dealing with about 800 hp out of the box without the nitrous?

Have fun.

You guys brought up some good concerns. I've definitely considered the ZF's limitations with this I would run some smaller jettings in both stages to lessen the shock to the drivetrain. It's got some heavy TRW forged slugs in it now, but I'm more concerned about the ring package. I'd drop 30-70 avg hp likely running that intake so I'd have to add it back in with the nitrous. I have a general idea of where I want to be with TQ/HP, but it definitely won't be at 1k I'm guessing I wouldn't get that far without some different rods. Ticking time bomb

There are more than a few of similar engines now running on the street and they need to be detuned to bring them to 600 or under.

It isn't so much the hp as it is the torque that will break things. Input shafts will start to snap and look like they were laser cut.

axle shafts too..

You may even twist up a arms.