Intake
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Andy,
I am using the TWM setup on my 351 Windsor. I think it is one of the best setups you can choose. A little finiky on initial setup, but once done, it is flawless.Setting the butterflys is a little bit of work. I initially set them up with a tiestrap for the original opening settings. If the openings of the two banks are not similar, or read another way, if one bank is closed while the other is open at idle, it will run off one bank. Noticed it when we first cranked the engine and one bank of headers was cold. I was searching for something to set them with while we were working on another problem during startup, and I hit on the idea of using a 4" tiestrap to set the openings. Worked beautifully.
Bill
I am using the TWM setup on my 351 Windsor. I think it is one of the best setups you can choose. A little finiky on initial setup, but once done, it is flawless.Setting the butterflys is a little bit of work. I initially set them up with a tiestrap for the original opening settings. If the openings of the two banks are not similar, or read another way, if one bank is closed while the other is open at idle, it will run off one bank. Noticed it when we first cranked the engine and one bank of headers was cold. I was searching for something to set them with while we were working on another problem during startup, and I hit on the idea of using a 4" tiestrap to set the openings. Worked beautifully.
Bill
Welcome aboard, Andy! Nice to see another believer in the Clevor!!
To my knowledge there aren't any individual runner/throttle body (Weber style) EFI manifolds available for the Clevor combination. I'd like to see one, though!
Edelbrock makes two Clevor manifolds, one for the 351W block and one for the 302/5.0 block. Either of these could be fitted with the Mas-Flo EFI system, all you would need to do is ship your manifold to them and they would drill and tap the manifold for the injectors. I've already talked to them about the issue. It is a dry-flow system.....no fuel to the throttle body, uses fuel rails to deliver the fuel to the injectors.
The problem with the Edelbrock Clevor manifolds is that they are 180*/double plane designs.....if you want a 360*/single plane manifold, you'll need to investigate some of the Clevor manifolds available from some of the Australian companies, such as CHI (I have heard they are no longer in business, but cannot verify that myself). At one time there was a U.S.A. based company that made what were referred to as "Cross Boss" (dual plane) and "Track Boss" (single plane) manifolds....they are difficult to find but do pop up occasionally on eBay. The circle track racers seem to like the "Track Boss" design very much.
Cheers from Doug!
Re: Intake Weber 48IDA
Ah, but they do! :idea:
In fact, K&N makes a filter setup specifically for the Weber 48IDA carbs like yours. They come in a kit, with everything you need for a single carb:
The K&N Weber Air Filter Assembly Kit is K&N part Number 56-1210. The K&N Replacement Filter (K&N Part Number E-3461) is a direct replacement for the filter delivered with the kit.
They are available absolutely everywhere (Summit, Jegs etc.) and the kits cost about $75-85 each; you would need four of them.
Another option would be a pair of oval filter setups. These things are super-sexy. They are made by IPS Co. in Colorado:
They have a machined billet base, oval K&N filters and an oval top, which can be had in a variety of different styles.
Ordering info and pricing here:
48IDA Weber Air Cleaners by IPS Co.
Ah, but they do! :idea:
In fact, K&N makes a filter setup specifically for the Weber 48IDA carbs like yours. They come in a kit, with everything you need for a single carb:
The K&N Weber Air Filter Assembly Kit is K&N part Number 56-1210. The K&N Replacement Filter (K&N Part Number E-3461) is a direct replacement for the filter delivered with the kit.
They are available absolutely everywhere (Summit, Jegs etc.) and the kits cost about $75-85 each; you would need four of them.
Another option would be a pair of oval filter setups. These things are super-sexy. They are made by IPS Co. in Colorado:
They have a machined billet base, oval K&N filters and an oval top, which can be had in a variety of different styles.
Ordering info and pricing here:
48IDA Weber Air Cleaners by IPS Co.
Julian
Lifetime Supporter
The Kinsler 3 piece EFI manifold is available for 9.2" and 9.5" deck heights and a number of head styles.
The other option is Price Motorsports sell intake adapters for various intake/head conversions
Intake Adapters
There are some custom filters that you can build that would work for the Webers or EFI setups.
They revolve around the use of Lexan and K&N filters of various sizes(height) depending on the clearance of the intake to the rear window. Here is Mike Trusty's setup.
The center fuel rails location is the limiting factor. If the rails are low enough you can have a system like Mike's. Some are built to enclose only one bank, requiring two filters. I am trying to build a one piece unit for the TWMs. It involves bending the Lexan because the rails are higher than Mike's. I might have to stick with the two piece setup.
Bill
They revolve around the use of Lexan and K&N filters of various sizes(height) depending on the clearance of the intake to the rear window. Here is Mike Trusty's setup.
The center fuel rails location is the limiting factor. If the rails are low enough you can have a system like Mike's. Some are built to enclose only one bank, requiring two filters. I am trying to build a one piece unit for the TWMs. It involves bending the Lexan because the rails are higher than Mike's. I might have to stick with the two piece setup.
Bill
Julian
Lifetime Supporter
Bill,
Are you aware that TWM make extensions to overcome the fuel rail issue when using an air filter box?
Borla-TWM Induction - Air Horns (423) 979-4045
Are you aware that TWM make extensions to overcome the fuel rail issue when using an air filter box?
Borla-TWM Induction - Air Horns (423) 979-4045
Julian,
Must say I have never seen the extensions. With what you have shown, I think it wouldn't work as I think it would have interferance with the rear window. I haven't had a chance yet to measure the clearance without the stacks, as I am still in the "play" stage. While my engine was out being rebuilt I had the intake to work with at forming the base. It is a bit tricky, on the end parts, but it looks like I can come up with an idea with enough time to devote to it(too many little projects just to finish this car) It seems like a good idea, just have to see how it will fit. Honestly I think with our cars, a small(short) filter might pass, but it may be a little too tall for even that.
Bill
Must say I have never seen the extensions. With what you have shown, I think it wouldn't work as I think it would have interferance with the rear window. I haven't had a chance yet to measure the clearance without the stacks, as I am still in the "play" stage. While my engine was out being rebuilt I had the intake to work with at forming the base. It is a bit tricky, on the end parts, but it looks like I can come up with an idea with enough time to devote to it(too many little projects just to finish this car) It seems like a good idea, just have to see how it will fit. Honestly I think with our cars, a small(short) filter might pass, but it may be a little too tall for even that.
Bill
My 427 stroker motor is based on the Fontana aluminium block and with an intake manifold from Cobra Restorers and Jenvey 50 IDA throttle bodies with 4" velocity stacks all of which are tilted inboard on the manifold by 8 degrees to improve air flow and produce a similar look to the Gurney Weslake arrangement. The linkage between the two banks was a bit fiddly to set up but the TB's are very easy to individually balance and they have been completely reliable in service.
A friend went for TWM TB's on his Safir and I must say they are a very neat and exceptionally well engineered design, particularly having the fuel rails running down the centre, unlike my Jenveys which have the injectors mounted outboard. When I questioned Richard Jenvey about his design he said their outboard position gives improved atomisation - no idea if it is true. Does anyone have an educated opinion on this?
A friend went for TWM TB's on his Safir and I must say they are a very neat and exceptionally well engineered design, particularly having the fuel rails running down the centre, unlike my Jenveys which have the injectors mounted outboard. When I questioned Richard Jenvey about his design he said their outboard position gives improved atomisation - no idea if it is true. Does anyone have an educated opinion on this?
The roof or upper half of the intake port usually has the highest gas speed or flow at RPM, so injecting the fuel into that area tends to ensure better atomisation, reversion tends to flow back on the short side/lower port wall, when you take a look at the Yates type heads the port area is considerably reduced & straighter... its all about quality airflow rather than quantity.
Chris,
Could you show us a pic of the manifold. Never seen a Jenvey.
Bill
Could you show us a pic of the manifold. Never seen a Jenvey.
Bill
Anyone of you that have modified a Cleveland head to a Windsor intake, wonder is about the coolant water that running through the intake. Remember that Clevelands running dry intakes. This setup is for a Pantera and there is not mutch space for water necks in the front of the heads for external thermostat house, even if the distributor isn´t used. So, should I go for windsor intake and Price motorsport adapter, 9.2 W to Cleveland head???.
Today there is a Weber 351C with TWM throttle bodies mounted on the Cleveland engine and there is an idea of using some of the parts on the new engine.
Andy
Today there is a Weber 351C with TWM throttle bodies mounted on the Cleveland engine and there is an idea of using some of the parts on the new engine.
Andy
JimmyMac
Lifetime Supporter
Bill,
Here is a set of Jenvey 48mm throttle bodies fitted to a 289 Cobra manifold which I built some years ago.
The fuel rails were from Kinsler with the brackets and Weber air horn fixings done by myself.
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Yes it is an illusion. The supension can go through its full arc(without a load on it) and doesn't touch the fuel line.
Bill
Bill
Edelbrock markets "Clevor" intake manifolds for both the Windsor 8.2"/5.0 block and the 9.5"/351 Windsor block:
Edelbrock.com - Manifolds - Ford - Performer RPM - 351C/351M/400M
You'll notice that the coolant passage is molded into the front of the new manifold and even with a radiator hose fitting on the front of the manifold, there would probably be adequate clearance. It is necessary to do some machine work on the intake face of the cylinder head to provide a passage for the coolant to access the coolant passage on the intake manifold, and IIRC there is a need to thread and block another passage on the Cleveland cylinder head, but neither process is beyond what a competent machine shop could handle.
Cheers from Doug!
Andy, have you found a TBI manifold for a Clevor combination? If so, I'd sure like to know about it....I've wanted to build a Clevor for decades but until recently the only intakes available were the B&A Ford intakes, must be made of unobtanium b/c there were never any for sale. Then, when Edelbrock introduced their Clevor manifolds, I figured the Mas-Flo system would be the only option.
Hoping to hear you've found a source for a Clevor TBI manifold!!!!
Cheers from Doug!
Hoping to hear you've found a source for a Clevor TBI manifold!!!!
Cheers from Doug!
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