Posted by Matt Wilson [108.162.221.211] on Thursday, May 25, 2017 at 13:47:40 :
In Reply to: Re: Mufflers for Dual Exhaust posted by Gary W (IA) [172.68.58.104] on Thursday, May 25, 2017 at 01:35:09 :
Oh, that's good to hear, Gary. I assume you are talking about the 32/36 progressive two-barrel, and are just running one of them, right in the middle of the stock manifold? I ordered two of Tom's smaller progressive 2 barrel carbs, which are meant to be run in pairs on a dual carb intake setup. They are the Carter-Weber 32's. I found a Nicson 25" Dodge truck dual carb intake manifold on eBay a couple of weeks ago and purchased it. I received it a few days ago, and it looks to be in excellent shape. Tom Langdon's carbs will go on top of that manifold.
Since I'm going to install the carbs/intake manifold and headers at the same time, I won't know how much benefit came from the intake/carb setup vs. how much came from the headers. And in fact, I won't be able to tell how much benefit I'm getting out of all of those together vs. stock, because what I'm doing it replacing the 230 in my '49 with a 265 that I'm building. After posting online here and on other forums, and sending out queries a few months ago to folks who have 265's, I got a variety of responses, some telling me the swap is not worth it, and others telling me it was the best thing they ever did. So in the end, I decided I had to see for myself. I got an excellent 251 engine core that had never been rebuilt, out of an early 60's Power Wagon whose owner was getting Charles Talbert to do a diesel conversion, and I also found a 265 crankshaft that had never been ground, but needs a little weld buildup on the thrust flange surface, since it is heavily scored. I also found 265 connecting rods. So all those items are at the machine shop, and I'm busy ordering parts. I hope to have it together and running in the next 2 - 3 months, but we'll see. Life has a habit of getting in the way. :-)
One reason I went with the headers is because the exhaust manifold on the 251 is pretty badly cracked across one of the runners, and also has one of the corners broken off where the four bolts connect it to the exhaust pipe. Otherwise, I probably would have sent it off to get it converted to a split manifold. I could have welded all of that up, but I figured it's better to go ahead and get all-new cast headers, so there's less worry about fatigue and corrosion, etc., on that old manifold. The only thing that will be kind of a pain is trying to set the valves with those headers in the way. I may install the old manifold just long enough to set them and then swap in the headers. Also, I may not be able to run a fuel pump off the engine, as those headers interfere with some types of pumps, but it doesn't bother me to run an electric pump if I have to.
As for the cam, I have been in contact with D. Elgin cams in California (not to be confused with Elgin cams). Dimitri Elgin is the guy who has supplies cams to Steve Fowler of Power Wagons west. Steve seems to really know how to build a flathead and get performance out of it. I'm not looking to do what Steve does, but I decided to follow his lead on source for the camshaft. I still need to follow-up with Elgin by filling out their form and sending them my cam. I don't plan to hot rod the engine, but I just want more torque out of it in the normal range of 1200 - about 2800 rpm.
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