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Dual Carb on Edmunds Intake


mrahc

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I've currently got my 230 taken apart for some repairs and I'm trying to figure out the best way to put it back together, as I've recently come across some unexpected parts.  The head is currently at the machine shop to be milled .060.  I've got a set of the Fenton styled split headers from Langdon to replace my cracked manifold, which will be running duals all the way back with a pair of Smithy's.  The real gem of the motor will be the Edmunds water-heated dual carb intake that I found.  

 

My ultimate question is in what carburetors to run with this setup.  The easiest option would be to buy a pair of the Carter-Webers from Langdon, but are these the same carbs as the Motorcraft 740 that came on the old Escorts and Pintos?  I also have a pair of old (30s or early 40s) Carter BB carbs that I got with the intake, but I question their reliability as some pieces for the linkages have been broken and rebuild kits aren't the cheapest.  My car is still 6V, which it will remain until probably next season, so I'm not sure if electric chokes will give me any issues.  I also happen to have another stock Stromberg sitting around if that would be a good option, but again, rebuild kits for these are expensive and hard to find.  I've searched the forums, but I haven't found any clear cut answers for a solid dual carb setup.  I know somebody here has to be running a similar motor.

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Call George Asche, he will take your cores in trade against a pair of his rebuilt B1B's he also has linkage that should be workable with the Edmunds manifold 8143542621.  Tell him your specs and he will set up the carbs for your engine.  Put them on set the idle speed and enjoy.  I put in longer studs and bought two phenolic spacers from langdon to give then a bit of insulation between the carb and manifold.  You will need extra carb to manifold gaskets but IMO its a good thing to do.  The after market manifolds put the carbs lower than the stock manifold as they were designed to be able to be used on early cars as well as later ones with lower hood lines, so the blocks help keep the carbs cooler.

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Thank you for the contact.  I'm going to reach out to him today.

 

Regarding the carb spacing...I'm not sure if this Edmunds puts them lower than stock.  I haven't compared them side by side, but the intake appears to be pretty tall.  I guess I'll have to measure them tonight.

post-9418-0-99324800-1471979616_thumb.jpg

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I rebuilt them about 18 months ago.  I believe I got the kits from somewhere in Florida.  I'll see if I can find anything about where I got them but don't count on it.   I'm running the Offenhauser intake.

That is a great setup you have there. Can I ask were you found your headers at.

Thanks Ted

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blueskies, that does certainly sound like a happy flathead.  And nice work on the poster.

 

I settled on rebuilding the Carters for now, so I'll post an update when I get everything up and running.  For now, I've got a lot of tinkering and polishing to do while I wait on carb parts.  Pistons came in yesterday, the head is waiting for me at the machine shop, and I've got an exhaust to build.

 

 

post-9418-0-82940100-1472221432_thumb.jpg

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  • 1 month later...

I had a change of heart and went with the dual 2 barrel setup from Langdon. Despite only having one choke because of the narrowness of the Edmunds intake, I've got the car running again. I've got some questions for tuning these, as I haven't been able to find any information online. It seems as though the throttles aren't closing enough, but they're hitting the stops on the base of the carb. My idle is staying up way too high. Does anybody know if the stops can be adjusted, or is there somewhere else I should look? I'll try taking some pictures, but they probably won't be very good.

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I haven't called Langdon yet, but he's had answers for all of my questions so far. I just feel bad bothering him.

I haven't gotten to the point of adjusting idle yet. As soon as the car is started, it revs pretty high. I backed the adjustment screws completely off of the fast-idle cams, but the stops at the bases of the carbs are preventing the throttle from backing off any more

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part of the adjusting and the ability to make those adjustments is first balancing the airflow at idle by syncing the carbs......once the sync is established..then you can balance the fuel and set the idle..then you connect linkage and balance your secondary side...without sync'ed air flow you are just guessing

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