Still looking for other Aftermarket Performance Parts? Browse our full catalog of Top Aftermarkert Cart Parts & Accessories Brands and Manufacturers here. Engines with Medium or Low-Rise Cylinder Heads, Accepts (4150-Style) Edelbrock Carb. Ford truck V8's.Įdelbrock Performer 390 Intake Manifold for 1958-1976 Ford FE Big-Block V-8 is Designed for Street 332-428 c.i.d. Manifold not equipped with EGR will not accept stock Motorcraft spread-bore carburetor or fit heavy-duty 361 c.i.d. The Performer intake manifolds are ideal for passenger cars, trucks, 4x4s, tow vehicles and RVs. Edelbrock's Patented Dual-plane, low-rise design with a 180-degree firing order greatly improves torque over a wide rpm range for excellent throttle response from off-idle through 5500rpm. Ford V8's with medium- or low-rise cylinder heads. Check the individual listings for detailed information. Shop millions of cars from over 22,500 dealers and find the perfect car. Most Performer intakes are 50-state street legal, when used with the correct carburetor and in the correct application. Find 23 used 1963 Ford Thunderbird as low as 10,600 on ®. There are EGR and non-EGR versions available for most domestic V8 and some V6 engines. Performers are ideal for passenger cars, trucks, 4×4s, tow vehicles and RVs. This patented design greatly improves torque over a wide rpm range for excellent throttle response, especially off-idle through the mid-range. Obviously the thought of negative consequences of such an alteration hasn't stopped anyone from doing either of these over the past 60-odd years.Performer manifolds are dual-plane, low-rise intake manifolds with a 180° firing order and patented runner design that you won’t find in other brands. Now when it comes to modifying front springs to lower a car, I'm sure there are also sound engineering and safety reasons why not to do this at all, but they're not coming to the front of my mind at the moment. Granted, I'm sure Eaton's rep has a somewhat jaundiced view of this since they're in the business to manufacture and sell springs, but from an engineering standpoint it makes all the sense in the world to the lowly architect that I am. The recommendation the person from Eaton Spring had was, as Novanutcase suggested, dearching the spring, or having a new spring made to the specifications you need for your adjusted ride height. Altering a driveline's geometry may result in lovely little things happening like premature U-joint or differential gear/bearing wear/failure, maybe even binding in a severe situation. Does any one know if any companies make lowering springs for the front of the 63 tbird or do I just need to go on the cheap and cut the springs. This isn't even considering the change in angle in the driveshaft between the output shaft at the rear of the transmission and the front input yoke of the differential gear carrier (it's typically preferred to have a slight (3-degree) angle in the driveshaft). In short, you're creating a lever for the axle housing that allows it to pivot/move further than if it was sitting directly on top of the spring, especially during acceleration/spring wind-up. Lowering blocks were a low-buck, backyard engineering-type of modification that, while easy and simple to do, may end up presenting more problems than you're aware of. I watched a web video on automotive restoration/modification over the weekend via a link on The Lincoln Forum that had a person from Eaton Spring advising NOT to use lowering blocks as this alters the geometry and creates a fulcrum (?) between the spring and axle center-line.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |