a book?..cool..don't you fear the "vultures" will learn your secrets?..it's a shame we cant all work together, as i'm sure we all have different ideas and information to bring to the table...you scooped me on the book deal..i guess when i die my notebooks will become collectors items like ...

just do it....i'd say about 12.1 at 109...when ya gonna juice it?

any steady output pump would be superior to a pulsing system like a pan-e-vac..while i never looked into this area, i would suspect if cheap, and electrically efficient, why not run 2 pumps...pressure drop is a function of how much "air" that can be moved in a certain time..seems to be a v...

i thought you ran "stock" style stuff..ok..i was wrong..the leaf spring mounts carry the load, not the shocks..should be fine...let us know what the film sez tho, could be interesting

if this is a coil over car i would advise more reinforcement on cross bar..possibly adding diagonals..the stress of both anti roll and shocks on a small cross tube may give you unwanted flex..weld a flat plate from end to end on top of cross bar, kinda like a reinforcement on a 9" ford housing....

does not sound like a race ring fellas...would be interesting to see an example..but i cant imagine any serviceable part with a much better design than say a top gapless in stainless ....russians build good airplanes, but their cars are junk..they just never invested any money in design during the &...

alky is cheaper

i suggested the torker cuz you were on a budget..your heads being ported 200 cc runners, (and i am assuming correctly done here) demand air faster than a rpm dual plane can provide them...better even still would be a VIC JR..you would really feel it up high...your headers are way too small for a 400...

headers are marginal for potential power..exhaust clearly too small..2 1/2 in pipes are for stock hondas..i cant count how many guys i've seen with small exhaust and big cams..my 406 70 nova carries worked 1.94 valve goodwrench 76cc heads, a 218 @050 .450 lift cam, performer intake with 750 edelbroc...

it was a joke....yes holleys are more prevalent, but not always better or faster...its all in the hands of the end user...the afb styles are very well suited for blow thru applications and hats are available..start looking on-line at studebaker or amc websites..

a lot of old studes used afb type carbs and were blow thru..actually much easier than holley..only 1 gasket...quit looking at hot import tuner magazines and do some research..lol...they work good, and the info is still available

dont be so quick to lose the "edelbrock" carby..its design is well known, tried and proven ...the engine doesnt know what sits on top, just does it meter fuel in correct quantitys with air..i use those carbs a lot on my stuff and customer cars..the only downfall is fuel capacityof the bowl...

in my opinion...dont run 2 fuels...it makes for weird combustion..the nitrous burns whatever its next to..gas or alky..with the different burn rates timing may be too high or low..its a compromise..tune hard for 1 fuel and go racing..

alky works great with nitrous..obviously the fuel side must be able to flow much more than with gas, but its not "finicky"..other than watching your fuel for moisture and your pieces for corrosion its wonderful..if your winning on gas now, and want to be faster, switch fuels..the torque is...

your very welcome..you talk about others running alky..have you thought of that?..it makes power and is not quite so touchy on the nitrous tune-up..its probably good for another 100hp ez out of your engine...gotta keep up with the joneses in any form of racing..