Horizontal Intake OMC V-4 Cross Flow

**baja200merk** · 12-22-2009, 12:35 PM

Originally Posted by navigator125

Barry, no, EFI never crossed my mind. I will not do EFI. In my oppinion it is not worth the time, the money and the head aches. carbs are the only way to go for me. Pull the plugs check the color jet accordingly. It is quick, easy and painless and a hell of a lot cheeper.

you would rather do that crap then twisting a nob? suit yourself

**Forkin' Crazy** · 12-22-2009, 12:50 PM

Originally Posted by baja200merk

you would rather do that crap then twisting a nob? suit yourself

He made a horizontal front half for a xflow didn't he?

**baja200merk** · 12-22-2009, 04:53 PM

Originally Posted by Forkin' Crazy

He made a horizontal front half for a xflow didn't he?

tu che

**BarryStrawn** · 12-23-2009, 09:56 AM

I mentioned EFI because it could more easily adapt to the reed arrangement. A slider or air horn front could be a nice follow up project. Something to keep a fellow busy over the winter. Looking at what you have accomplished it certaily appears possible.

But the Merc style carb manifolding should certainly work. Was the carb tuning difficult with the cross drilling and what I would guess is significantly different flow?

**gsmarine239** · 01-11-2010, 04:52 PM

what kind of results have you found and are you selling bolt on kits yet?

**navigator125** · 01-13-2010, 08:34 PM

So far for results we have found an average of 500 RPM on top end. Our low and mid range and top end has increased all the way across the board. At this point the motor is roughly timed and over jetted. We will be dialing this is when all this white stuff goes away and the water turns soft again.

**racer** · 01-13-2010, 10:42 PM

Have you tried plugging the cross drilled hole in the intake manifold to see how much of the gain is the reed confiq and how much is the extra air coming from the next cylinder?

**thornl01** · 01-20-2010, 12:12 PM

Not sure how you are to benefit from this arraingement other than the small reduction in crankcase area, which will increase crankcase pressure. As you say your midrange has improved, but not a lot on the top end.

If you notice that on the KR / KC motors, the pistons were scalloped, along with the block to allow major airflow improvements. The 8v stingers would really run with the oem set-up & port work in the intake sides.

Your effort & pain is to be admired by all of us who play with the v4's.

Please keep up the post on further testing results.

**Laker** · 01-20-2010, 12:42 PM

Originally Posted by thornl01

Not sure how you are to benefit from this arraingement other than the small reduction in crankcase area, which will increase crankcase pressure. As you say your midrange has improved, but not a lot on the top end.

Your effort & pain is to be admired by all of us who play with the v4's.

Please keep up the post on further testing results.

I agree. I believe with all the work JB did with his that most of his gains came from making the distance to the cylinder shorter threw port work in the bypass area along with some pretty trick heads for building LOTS of compression.

Reguardless this is GOOD Stuff! Keep up the good work!

**powerabout** · 01-20-2010, 01:11 PM

whats an 8v Stinger?

**BarryStrawn** · 01-20-2010, 01:18 PM

8 venturi. Four two barrel pressure carbs with the venturis stacked vertically so the intake manifold feeds straight into the normal vertical reed front end.

**powerabout** · 01-20-2010, 01:23 PM

thanks, whoops brain fart there for a minute.
How come they didnt try the horizontal route like they did with the ccc?

**thornl01** · 01-21-2010, 06:02 PM

I'm sure that there is someone on here w/ OMC engineering history to explain why the horizontal intake was not used on the Stinger GP / Super strangler V4.

All I know was that these boys ( 8V) would haul ass, & In my opinion, nothing ever before or since sounded better.

LT