Ron (accobra) & all, another interesting intake manifold

YOOOOWWWW !!!! Thats a experimental piece eh ??? Thanks George !

I have this soft spot for BOSS 302's and two dominators must have been something seriuos below it.

My Cobra is an 1988 Autocraft with a 88 5.0 EFI I just havent had the balls to alter it one bit. Its all original 8k miles. I want to use the R302 in it but one project ata time jut in case I dont get the PANTERA done I got a back up for the summer. You guys are lucky in Southern CALI!

Someone from the BOSS302 Forum will be on that like a big dog! Looks like someone installed the AN fitting in the center plenum to adapt it for street use (power brakes). Thanks for posting George.

ACCOBRA, looks like someone have a few mods to the top of that Tunnelport intake!

Here is the motor Detom wanted to see if it fit in the PANTERA that I sold it was a monster.

This thing scared me ... I pulled a valve cover and all the specs were engraved in the rockers and shafts. LOL Could not imagine adjsuting valves.

Ron

Ron, you still have that motor? 3 cams ;^)

No I sold it about a month ago with the attached pic .. I picked up both and come to find out the block was cracked on the complete one so the Short block was repalced with the one in the pic. The one in the pic was one with a 427 nascar STEEL crank the crank they say was never made.

Ron

Sure, but what have ya found in Rockaland since then, huh?

LOL !! NADA !! working like a DOG Doug !!!

Got wind of a Mangusta in Ramsey or Wycoff NJ NJ ... not into it though ... anyone ?? I could find out more info if so ?

Ron

quote:

Originally posted by accobra:
...I sold it about a month ago ...

I am so jealous of the new owner. I wish I had the bucks to have made you an honest offer Ron, I'd give my eye teeth & a pair of precious other things to acquire a cammer. It's a "reliving my youth" type thing for me. I maintained one of them babies, the valves weren't so bad, the chains needed adjusted more often than the valves. Hey but no points to adjust, it had transistorized ignition!

George,

You need one of these. There's also a blown version available. I have one on the display stand and it has incredible detail. The air cleaner comes off exposing the carbs, the rotating assy moves, the belts drive the fan and alt. It's in incredible bargan in my opinion.

http://cgi.ebay.com/ebaymotors/1-6-Ford-427-SOHC-Engine...QQrdZ1QQcmdZViewItem

Yea George but I had no real use for it and money was tight so ... but the guy who has it in florida has a bunch he is always looking for deals. It was one of those things you know. I'm telling you there are deals around if you keep your eyes open.

Ron

The B302 dual dommy intake was actually an independent runner induction system that isolated each of the four barrels of modified dominator carbs as the rules allowed. In regard to that AN fitting, there is no plenum, at least in regard to the induction system. If you have a look at the auction you can see that it is crankcase ventilation. These intakes also required an offset tach.

Kelly

Panterror,

That sounds right but 2 Dominators is a LOT of gas and air. They are about 1100cfm each ! LOL An independant runners. Nice.


I know this is off the subject and a stupid question for a 3rd generation Pipefitter but can some one tell me what the sizes mean with AN fittings they come in a 4AN is that in Millimeter??

Ron

Ron, once you read this, it will not be confusing any longer, it is actually quite simple.

The AN fittings adhere to a military standard, AN meaning Army Navy.

The dash numbers refer to the OD of the steel tubing, expressed as a fraction, in which the denominator is 16:

i.e. a dash 4 is 4/16 or 1/4" OD tubing

or a dash 6 is 6/16 or 3/8" OD tubing

or a dash 8 is 8/16 or 1/2" OD tubing

Simple huh?

Your friend on the DTBB

Yes very simple thanks.... never seent tat before ... just finished a job at West Point and nothing there was as simple as that ! LOL

Kool thanks George. Hey one more question if I may ? I have to create vacumn ports on the webers, what do you think, SS tube with flare fiitings, compression fittings, AN fittings w/ SS braded line ? Also was looking for a 9 port block ? I may have to see if I can get it made in the Ind Park near my shop.

Again Thanks,

Ron

How about the shiniest 3/16" stainless tubing, which I think is 306L, plus Swagelock male connector fittings with 1/16" NPT threads?

Have your multi-port block chrome plated, or polish it on the buffer wheel.

George

I'm not able to access ebay during the day from work, my employers internet filtering software won't allow it. So I can't see this stuff on ebay until the evening. The first pic I posted had been posted by Blizz on the Cleveland Forum, so I ripped it from there. Below are two other pictures of the manifold from ebay, one shows the bottom & the runner configuration, the other shows Don Nicholson Racing scribed on the intake near the casting number. enjoy...

George, wasn't the Boss 351 heads with round intake ports instead of oval? Wasn't that and the valve spring face what set the Boss 351 heads apart from all others? I think I remember seeing that.

George is going to tell you the same thing I am DT. The ports on the Boss 351 are the same as the Boss 302, and all Cleveland 4v heads.
I think what you are thinking of are the 302 Tunnelport heads. Those are round.
This manifold that we are looking at is the 69 Boss 302 Trans-Am intake. The Dominators mount sideways and you need to use an offset distributor for it.
The size of the carbs added to the problems of lack of velocity through the ports. Valley Head service (I think they later became Falconer and Dunn) solved the problem by closing down the intake ports on the heads to a little larger then the 2v 351C heads with plastic epoxy.
The result was about 425hp at about 8000rpms.
The Full ports produced maximum hp somewhere over 9000, which is around 500 rpms past the engine blow up point.
This appears to be an unported manifold, from what I see.

quote:

The Full ports produced maximum hp somewhere over 9000, which

Oh man, when you said that I got all excited. Then you went on to say it would blow up. 9000 rpm motor would be so cool. It would finaly let the heads live up to their potential. You ever notice how they are saying not to bother porting 4v heads?? It is because it can already carry way more than what the engine needs. So what you need is either more cubes to feed or way more rpms. I would love the rpms but the blocks can't handle it. I think if I can just eliminate the cam, and plug the holes were the cam used to be, maybe then the block could handle the high rpms.
What you think??