Air Flow / CFM's

[Krazymaan]

You mean like the old Ford V V carburetors, 2 barrel Variable Venturi? Those were a real PIA to work on, but when it was right, it out performed some smaller 4 barrel carbs.

That was just before Ford switched to EFI motors.

You forgot to mention it had a square bore with a sliding "plate"

[powerabout]

Here is an opened up exhaust chest with proper ramps

Attachment 366443

I cant believe nobody has made a spacer block and made a larger plenum and or cut it away at the bottom and use custom adapter as well
All the modified exhausts on omc triples are about a straight shot out of the port before you turn it.
49ci and 120+ on carbs....but no rod slots

[powerabout]

Nobody mentioned air speed through a 2 stroke, thats a very critical part not just cfm

[FORBESAUTO]

Yes, great point. Velocity is just or more important than volume. One without the other equals turd. You get them both and you got a beast.

[RBT]

I cant believe nobody has made a spacer block and made a larger plenum and or cut it away at the bottom and use custom adapter as well
All the modified exhausts on omc triples are about a straight shot out of the port before you turn it.
49ci and 120+ on carbs....but no rod slots

see attached. It is a merc part.
Velocity is everything, why the SVS works better than the AMS. The exhaust is a 2.5 is narrow, the exhaust has to change direction, or be bounced off the floor of the block etc

[W2F a V-King]

You forgot to mention it had a square bore with a sliding "plate"

No. It didn't.
It had round throttle blades and bores like most any carburetor. Two of them.

The square slides you see when you look at a picture are the air control slides. You could stomp the throttle WOT and those slides moved back slower, controlled by a large vacuum diaphragm, regulating venturi velocity to keep it at its maximum.

Worked really well, but was a pain to rebuild and get it set up correctly.

I am unsure how the SVS slides work, haven't researched them.

In this diagram below you can see the gasket and round openings for the throttle blades.




But anytime I see those square openings on the SVS, I think back to Ford Variable Venturi carb.

[dwilfong]

I remember working on those carbs. The ford LSG commercial 4 cyl eng that we used in the JLG lifts had them on it when thy first cam out in 1980. It was there attempt at making a pinto eng a power source unit. Belt driven governor and all.
What a piece to say the least........LOL
Once thy dropped that carb and went with a Zenith all was good.

[W2F a V-King]

Yes, they were really sensitive. I rebuilt many of them at the Ford dealership I worked at in the mid 80's. Delicate and required special tools to calibrate them. All the techs that did driveabilty hated to see those come in.

But when they were right, they were really good. But not for to long!! So glad the throttle body injection replaced them in later years.

[Krazymaan]

No. It didn't.
It had round throttle blades and bores like most any carburetor. Two of them.

The square slides you see when you look at a picture are the air control slides. You could stomp the throttle WOT and those slides moved back slower, controlled by a large vacuum diaphragm, regulating venturi velocity to keep it at its maximum.

Worked really well, but was a pain to rebuild and get it set up correctly.

I am unsure how the SVS slides work, haven't researched them.

In this diagram below you can see the gasket and round openings for the throttle blades.




But anytime I see those square openings on the SVS, I think back to Ford Variable Venturi carb.

I was just a teen back then. So i guess its ok to acknowledge that i was wrong. Just going by what I saw. Just remember square holes that gradually opened up.
But I really do miss my mustang II 74-78' that had a (correct me if i am wrong) 2 liter 4 banger german engine because the intake and exhaust were on opposite sides and you could scream that motor till there was no more scream. Some variation of a cosworth engine. It was just wicked. Huge head and back in the early 80's it kept up to the big boys on the freeway until it redlined at I believe 101mph. Had huge like 12" wide tires on 13" rims. Some of the crazy stuff you come across back then.

[powerabout]

What you need is a flow bench that starts and stops as per piston going up and down

[Chaz]

V-6 Two stroke Outboard powerhead :

Pro's :

Simple

Few moving parts

Easy to work on

Lightweight

Large displacement for such a compact design

Can anyone else come up with anymore Pro's ... ?

[powerabout]

V-6 Two stroke Outboard powerhead :

Pro's :

Simple

Few moving parts

Easy to work on

Lightweight

Large displacement for such a compact design

Can anyone else come up with anymore Pro's ... ?

its the only sensible use for a v6 other than a Detroit 6-92
and we are just waiting for aftermarket DFI system

[Krazymaan]

Pros.
Loud
Fast
Fun
Sounds cool
Fast reving
Looks

[Chaz]

Pros.
Loud
Fast
Fun
Sounds cool
Fast reving
Looks

LOL ... Krazy , I'm gonna agree with ya on everything except fast ... but lets save that for the "cons" ...

Power states :

What you need is a flow bench that starts and stops as per piston going up and down

Well power ... every Superflow I've been around has had a "power switch" right there on the front panel ... stop and started every time ...

[powerabout]

LOL ... Krazy , I'm gonna agree with ya on everything except fast ... but lets save that for the "cons" ...

Power states :




Well power ... every Superflow I've been around has had a "power switch" right there on the front panel ... stop and started every time ...

when I say start and stop I mean reversing the airflow at rpm