enough carburetor

FSJunkie wrote: You're telling me that little engine with small ports and valves is actually capable of sucking in that much air?

with the work done to it, yes. this was not a rebuild. it was an endurance modest race build. substantial head, port, valve seat work, undercut and otherwise fancy valves, forged pistons. and critically important, oiling and cooling to support it all.

not having a performance background, i'm pushing things in a nerdly manner. i used to sweat when i revved it past 3200. i'm running up to 4000 rpm now and it seems happy. so then i tune it for mid 3000's and of course it breathes gets up the HP curve, .... lather rinse repeat.

i do not know what the limit is. that's what i'm working at.

it's just metal.

So the venturii on the IDF and IDA are changeable, the DG series is fixed. With the height of the IDF/IDA maybe you should have used a side draft DCOE and a curved adapter. The extra length and curve would add some flow resistance though. How close is an air cleaner going to be to the hood?

I'd always thought a turbo with 3-5 psi would be great, but with the rather small sealing surfaces I wouldn't put more than 6 psi to it, and even then I think I'd want to copper o-ring the cylinders or use a solid copper head gasket (the later probably the easiest). Actually, I just looked up some info about copper head gaskets and they recommend a copper wire o-ring WITH the gasket! I've seen copper wire o-rings used with normal gaskets though.  4 psi would theoretically add about 50% in power over the base power, so should be adequate.

Keep going. 

I also seem to recall area expert, Ken, posted about how carbs rated the same may flow far differently - and it's not just flow, what about venturi design? I seem to recall also that the Motorcraft 4300 had a better design than some of the carbs people swear are performance carbs.
(I still want to yank and toss that bloody Edelbrock that's on my 70 now and put a properly restored 4300 on it)

As far as carbs - 
Now this is V8 info, but hey, I'm running dual quad on my 360, two crappy edelbrocks (why do I seem to get cursed with those?) and if my memory serves - they are 600s, and that means I'm running 1200 WOT on a 360 bored to 37X
They are linked directly meaning one to one - so when I mash it both primaries open and it's fine with torque - in fact, too much for the street until I get the cal-tracs on...... finally. 


Anyway, good luck! Go by real life and skip the simplistic calculations if your engine is not stock and you have good pipes, good scavanging and so on. Once that air starts moving it has inertia....... and will wish to keep moving unless something slows or stops it and good flow will "suck" more in than you'd expect. I know, this guy so picky with terms and being proper used the word suck. Air isn't sucked in, it's pushed in and good output creates lower pressure on the out-going end,  causing the 14.xx psi air pressure to push air in more easily and intertia makes it want to keep moving even when the pressure difference is relaxed a bit.

Anywho, that's my take - I'm not a professional race car driver nor do I play one on TV. My racing and autocross was largely illegal at the time. Shhhhh......