I will surely grab one of the 80 bells! Thanks for the tip.
I tried a 7 degree increased opening - no improvement -I gave it away - I got it on a trade engine -from Randy Villines.
The engine was fine -but changing back to a stock opening proved the best setup.
I always am puzzled by the desires to change openings etc-- these are the easiest changes for the manufacturere to make -so why didn't he see the advantage.
One these two strokers the BIG advantage is a tuned system which matches the engine design.
when done right - the exhaust tuning also creates maximum pull at the intake -
I have a Pitts muffler on my Bucker but justfor the smoke novelty.
It is a noisy thing.
I know about birt- the carbs I am using are the WJ 38A series - these have a great cold start /idle response -yet a perfect transition.
All of these carbs have different discharge hole setups which respond to different vacuum/throttle blade positions.
the "signal" from a particular engine porting setup may be weaker or stronger - and the carbs selected will be good -or flat or loadup etc..in lowto high speed transfer of the fuel discharge.
I learned this crap when I did a strong 274" flathead Ford - in 1955. it had 3 Stromber 48's
When I went to Chevs in 1958- I again used these carbs on a 3 carb manifold and consistantly blew off dual/single four barrel setups.(a 283)
Our D Gas car ran over 100 -in 13's.it was also the daily driver.
I learned then the value of long flat constant powerband- we ran the quarter in basically two gears.
Today that is a "nothing" race setup-the goal is max output .and a unusable car.
the smooth powerband for our aerobatic mosdels tho , is still where it's at.