Hats off to you for thinking outside the box mate, I love a good idea
Chrysler did the triple 2 barrel thing, too, it’s kind of like a 6 barrel carb with 4 secondaries
But it would have to take you months and months to get those carbs set up that way,
and I don’t just mean the linkage set up
I suppose running on the middle carb could be like running a single standard setup,
But calibrating the 2 outer ones to match would be a nightmare
I mean getting the fuel ratios right across all the operating conditions, and perfect between all cylinders
On a straight 6 manifold
You have to set it all up for Idle, then light throttle tip in transition and low low speed cruise, then higher speed economical cruise,
and then wide open throttle flat acceleration
If all 3 carbs were set up the same internally (jets, bleeds, power valve etc), but set up the tri-power way, I think the moment the outer two came in would be shithousely un-smooth,
plus they’d have to match the middle one anyway to better balance the fuel mix to all 3 ports,
Which I guess defeats the purpose of changing the opening timing at all
It’s tricky enough with just a single 4 barrel with vacuum sec
If you had the gear to read the afr and the stromberg know-how to get this all right,
You could probably dial in those three to run nice across the board all synced up
together as they come.
If the X2 twin setup is better than a single, three would have to be better - the old school grey
motor guys used the setup, and the yanks on their sixes back in the day.
Would have to be far closer to triple su’s than a single anyway, and that
would to be a bonus
Might be better to hunt down a set of those to spend your dough on?
I don’t honestly know the guts of a single throat strommy, I have only ever pissed them off for something a bit bigger
I have seen the specs for X2 carbs, and the internals are a bit different from the usual bxuv-2
But the specs to set three up must be out there somewhere, if you are determined
I’d bet you could set up a 350 Holley to give you half decent economy and power easier than those suckers
with less research and hair pulling
Good luck with your idea, I do hope you can pull it off and prove me wrong
Thanks so much for your reply mate, great to see a kindred spirit out there. I have a theory in life for those of us who tilt at automotive windmills as a pastime. I best describe the process as a passion for “totally impractical solutions for problems that never existed in the first place”. An obvious example of this irrational affliction would have to my obsession with 9 port Holden sixes, to be honest most of the hot street 9 port motors I’ve built over the last 30 years would be blown away at the lights by my favourite Uber driver Mohammed’s Toyota Prius!
I have a collection of classic 9 port hot up parts that included a triple Weber 40 DCOE setup, a triple HS6 (1 ¾”) setup, and have run 350 Hollys and downdraft DCD and DCM twin choke Weber’s as well. Have to say I’m not a big fan of the 350 Holly, whenever I found a good tune they would suck gas!
I don’t have the room in my engine bay to run triple side drafts and I’ve got my heart set on something old-school just for the hell of it. The Stromberg BVX-2 has an adjustable accelerator pump, it’s easy to disable the idle circuit (for the outside carbs) and the main jet can easily be filled with solder and re-drilled to change the size. I have a start-up cradle that I’m looking at fitting a flywheel mounted floating brake disc with a Willwood calliper (off one of our old Targa cars) so I can do power runs for tuning. I’ve been using a Gunson Colortune kit for setting up mixtures, its a little time consuming but the way you can look at the mixture that each individual cylinder receives makes it ideal for this project.
Wish me luck and I’ll keep you guys informed of any progress (or failure!).
