[tom s]

Dave,tell him about the "dead spot"these intakes sometimes show!LOL,Tom

[White Warrior]

I noticed on my race car,driving around the pits, that around 3000 rpm,especially after the engine was hot, that my engine sounded like I had a broken rod. It's fine above and below that rpm range but I have no idea how it will respond on the street.
This may be why the manifold was originally designed to use a small one barrel carb mounted between the AFB's.
If I ever get the oportunity to talk to Malcolm McKeller again,I will ask him. He designed that manifold.

[b-man]

Originally Posted by White Warrior

I noticed on my race car,driving around the pits, that around 3000 rpm,especially after the engine was hot, that my engine sounded like I had a broken rod. It's fine above and below that rpm range but I have no idea how it will respond on the street.
This may be why the manifold was originally designed to use a small one barrel carb mounted between the AFB's.
If I ever get the oportunity to talk to Malcolm McKeller again,I will ask him. He designed that manifold.

I'm going to give progressive linkage a try at first, running off the primaries on the rear carb for putting around town.

I have a TH400 with a 3500 flash-stall 10" Continental converter and 3.89 gears with 28" tires, should be running right around 2500 RPMs around town doing 50 MPH.

We'll just have to wait and see.

Looks like there's room for a 2-barrel idling carb in between the two 4-barrels.

[BruceWilkie]

Sure looks better than our P65! I'm jealous.

[GRX]

Good stuff as always b-man

[speedshopmike]

this was really designed to have a 1V carb installed tween the 2 main carbs?>??????????
wow, novel and neato.

[BruceWilkie]

Would be a great intake for EFI conversion too!

[potentpontiac]

Very cool looking intake.Should turn some heads when your out cruising.

[60man]

Originally Posted by White Warrior

I hpoe you like it.I should have made more of them before I sold the patterns to Randy Williams

Dave....who has the patterns now since Randy passed on ??
Still the estate...?? Wonder who will wind wth those..........

[b-man]

Originally Posted by speedshopmike

this was really designed to have a 1V carb installed tween the 2 main carbs?>??????????
wow, novel and neato.

If you check out some of the pics of factory bathtub intakes in Pete McCarthy's book you'll see 2 holes bored for a 2-barrel carb as well as 3 tapped holes to attach it. There is a small block-off plate covering the spot where the 'extra' carb should go in one pic. On later versions of this intake the provisions to mount the center idling carb were eliminated.

I have a few early Ford Holley 94 carbs with the 3-bolt flange up in my attic, guess I'll have to climb up there and get one down to see if it fits.

Waaay back in the day (probably high school) I can remember someone telling me about a Pontiac intake that had two 4-barrels with a 2-barrel in the middle.

I told them they were nuts.

[b-man]

Looks like there's just enough room for a 2-barrel.

I couldn't fit it in there because of the size of the linkage arms on both sides of the Holley, the engineers must have had to use a very close-coupled throttle arm on one side only in order to squeeze it in.

The 2-barrel Holley 94 is a full 2 inches taller than the Carter AFB 4-barrels, 5-3/4" vs 3-3/4".

[tom s]

ALL factory intakes had the holes castin with a blockoff plate.The factory intake was way diff inside with a plate seperating the top and bottem.My engine lost 100 rear wheel HP between 4000-5000 with my setup with one of Daves intake.The repops are better than the factorys thanks to Daves R&D.I think the Randy intake with the V plenum is the best HP intake.You will have no problem with the idle on the intake and progressive works the best for the street and solid at the track.NEVER ran one with a auto!Tom

[b-man]

I'm on a roll this week, can't be stopped even after working 10-1/2 hour days all week.

I sat the intake on top of my engine today, it won't sit all the way down in front unless I replace the '69 valley pan with a '67 or earlier one. After I replace the valley pan it will sit down another 3/8" in front.



So far so good.......



Now for the aluminum foil ball hood clearance test.



View from inside the passenger fender, there are no inner fenders on the car.



Open up the hood and lay the straightedge on top of the crushed foil, then take some measurements. I put a dial caliper on the foil after removing it, 2.450" at the rear and 1.800" up front, add .375" to the front measurement since the intake sits too high by that much giving me 2.175".

Glad it all fits under the hood.

I'll build an air box out of sheetmetal to enclose the tops of the carbs and hook up some fresh air ducting to it, clearance will be tight but it's going to be just enough.







Stock throttle cable should work fine.



Couple more shots.....





The lucky recipient, er old wreck.

[White Warrior]

I would not bother trying to make the original water passages work with the 65 and later heads,not a good match. Just cut the original water crossover off and use one cut off a late aluminum manifold. The ones Randy did i believe may have incorperated the later crossover but those are scarcer than the ones I made.
Attached are pix of my V-plenumed manifold that made about 850 hp with2 800cfm Edelbrocks on a 446" NA engine. No other manifold or carb combo made more power and I tried many other combinations including Demons on a Wentzler Gutsram

[Skip Fix]

Way too cool B Man! A buddy has an orignal 64 Tripower GTO project that same color!

My college freshman biology TA in 1972-3 was a Pontiac guy. I saw him when I had the Impala SS in the staging lanes at a Dallas race, was good for a few extra points on my next quiz. He had 2 64 GTOs and multiple old intakes, a bathtub, a M/T crossram. He had put the bathtub once he said. Used a wagon's 2/56 or so rear end to help rpm with the comute. Phil Bauman was his name for any of you Dallas guys that may remember him. Always liked that bathtub intake.

Bet they would sell if someone had the patterns!

[Geoff]

850hp! And we keep hearing how bad Edelbrock carbs are!

[b-man]

Originally Posted by Geoff

850hp! And we keep hearing how bad Edelbrock carbs are!

When you launch a Pontiac drag race car off the line at 6000 RPMs the weak points of the E-carbs (the secondary flaps calibrated/weighted for a 350 Chevy) won't become evident.

Most of the guys running them on modified street Pontiacs already know how bad they are at bogging in transition to the secondaries.

That's the main reason I sought out old Pontiac AFBs rather than use new E-carbs, so they will run well on the street.

[White Warrior]

It's too bad Edelbrock doesn't offer air valves with different weight counterweight air valves to solve that problem. The 625 cfm AFB on my 299" 63 avanti transitions just fine and the carb is bone stock.

[tempest455]

Also if running an 8" 5,000 stall converter the E carbs are not a problem!

[Geoff]

The 800 E card was a completely new carb from the ground up. The original AFB only came as big as 750 cfm & had 1 11/16" throttle bores. The E carb has 1 3/4" throttle bores with all new venturi clusters. It also runs a much lower float level, 7/16" compared to 5/16" for the Carter Comp Series AFBs. I was never able to make my carb bog, even punishing it with WOT stomps at 15mph, in high gear with a manual valve body, & 3.08 axle.