Carburetor for WC Puller

SuperM74 wrote: Or, what is your website? Most reputable automotive machine sites have a web page... I.E. Custom Race Engines, Cornett Automotive, Jay Dickens Racing Engines, Riverside, Haisley Machine..... You get the idea...

Edited by Butch(OH) - 28 Feb 2013 at 7:52am

I really get a kick out of some of these "keyboard commando's" like spankey. It doesn't matter if you're on a tractor pulling website, or my other hobby, long range shooting. These guys are all the same. Never done much, tried in a publoc arena and weren't as good as they thought. So they resort to trying to controll a forum by spewing BS and attacking a few members who know, makeing it impossiable for those who don't know to decipher any good and usefull information from the random BS.

Then they get off on being on a forum for longer than someone else. Well I don't think real knowledge has anything to do with how long someone's been pissing their days away hideing behind a keyboard. Real knowledge comes from practical experience with the subject at hand.

Now I've put in a lot of time with "real experts", not the internet ones. But friends who you can talk to in person who have gotten their hands dirty and layed awake figureing it out. Spent tens of thousands of dollars of earned income playing on the pulling track, the flowbench and in the shop as many of you have. It doesn't make me an expert, but it sure does help me build a well performing all around engine package.

Getting back to the original question, (and I forgot what it was after four pages of dart throwing) the TSX464 carb would work fine with your stock or slightly modified engine. Marty mentioned about air density from down draft to updraft carbs. I agree. The main reason why I hone and smooth the intake bores of the pulling carbs I do for some of my customer's to increase the air speed. If we can get the air moving faster through an updraft unit, that increases its ability to produce more reliable power which can equate to torque increases also. Be careful just drilling out jets on carbs that will only flow an 'x' amount of air. As a rule of thumb, you can kick most carbs up one step or possibly two in jet size, and in this case on a 464, but then you start to take unit out of the realm of its stochiometric air/fuel mix. A modified engine of coarse would need a larger air/fuel mixer to make adaquit power and good ingestion, but again, it depends on what power range you want to put the engine into. Increasing air speed and establishing the right mix of fuel will increase the torque range. And Torque, as we know is pullin' power....

if the air speed is to fast it will choke the engine but in steves case removing material would enlarge the opening decreasing the velocity

THANKS STEVE IN NJ FOR CLEARING UP MY PREVIOUS POST TO WHO ARGUED WITH ME YOU CANNOT DRILL THE JETS 1 OR 2 SIZES. AS I HAD STATED IN THE POST THE EMUSHION TUBE IS DESIGNED TO THE VENTURI DIA. I WILL AGREE ON POLISHING THE VENTURI TO SPEED THE AIR COMING IN. PANKY SHUTUP!! THE 464 IS A GREAT CARB AND I FOUND THE SMALL UP GRADES BRING A NICE IMPROVEMENT ON OPERATION AND TUNING. ITS NOT GOING IN THE CARB AND  HOGGING IT OUT OR BUTCHERING IT!!  PAY ATTENTION TO THE CARBS DETAIL. NOT ALL ARE ALIKE. I ALSO MAKE SURE THE BUTTERFLY SHAFT IS SEALED AND NOT SLOPPED OUT. I LIKE WI'S STATMENT" AIR CANNOT TURN CORNERS"       FIND THE PATH OF LEAST RESISTANCE.

mlpankey wrote: Dummies sometimes the ones who say they have a flow bench are just full of it. Smoke and mirrors.

No smoke or mirrors here .when you need me to fix what you cant you will make the trip and see.

Edited by mlpankey - 01 Mar 2013 at 6:09pm

WildBill,
As I said, small changes and upgrades to the 464 on a slightly modified 226 will have great benefits. Those 45' engines really respond quite nicely to small mods. When it comes to modifying the 464, I refer to it as "messaging" the carb. If you keep it in its realm, it works out real nice, and they work pretty slick. You just have to work with it and dial it in.. 
Steve@B&B

I run one of Steve's mildly massaged MS 464 carbs on a 240 cid engine in my WC puller and it works great! Kip

I really don't have time to alienate you this week either pankey.  But why don't you pay a little attention and do a little research on your own.

mlpankey wrote: WildBill wrote: Mitch (pank) I spent some time going back through posts and find yourself contradicting yourself a whole bunch of times ? Dude ya need to be consistant and the only thing from what i learned on here from( you ) is inconsistancy ?  I can give you my sons leap frog with a couple beginner learning discs if you need to start over ?  was a thought .    Variables for build is not inconsistency even though to the uneducated it may apper that way to the educated they know where the limits and points of no return are . Like speed of sound disrupting airflow even though velocity is a good advantage up to that point.

Gary in da UP wrote: mlpankey wrote: Glad you understand speed of sound and how it disrupts airflow. The guys may want to follow my advise and run the large carbs after all you did. Wc with tqo barrel pictured.  ,  No way ! I admire the guys who can build things, and fix things. I doubt you could fix a sandwitch.... Advice from Marty , Butch, Ken, and others on here is priceless, advice from a guy with plasma under his cap is worth exactly what we pay for it,  it's nothing but nonsenseical gibberish. See a doctor.

go to the crank build  topic larry posted i have some pictures for you .maybe you can figure them out i know there not in crayon and that might overload you

Well we know your not smart enough to.fipd the origin of the video. Its.my video taken today.