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Discussion Starter #1

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I always liked different (from single 2V or single 4V) induction systens. They look cool. But how well does this actually work compared to a single 4?
 

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IMO they are a thing of the past................. Look cool, but if they really were better you would see them EVERYWHERE, and we don't.

I wonder how others feel.

Dale in Indy
 

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I think they ran pretty nice on the FE Fords, not to mention the 440/340 MoPars, 389 Pontiacs and 427 Chevys.

Unmatched eye-candy too, IMO

I think maintenance complexity and cost is the reason many folks prefer a single 4V...
 

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Discussion Starter #5
Granted they are not easy to setup and maintain - but they will outflow a 4v and are very suited to any mods on the upper end. It's the next step towards carb porn....just under a Weber/Hilborn injection system IMO! It's nice to have stuff that still stays under the hood.
 

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I had the low-rise oval-port 400hp/427 tripower setup ('67 Vette only used low-rise, 68-up used high-rise) on the BBC in my Camaro. Ran great! The end carbs were vacuum-operated. I bought all of the factory reproduction fuel line and linkage from a 'Vette supplier. I already had the correct carbs (List 3659/3660) and the triangular shaped factory 'Vette aircleaner. Great 'Oooooo' appeal at the local cruise-ins!

I ended up selling the complete tripower setup for $550 when I turned the car into a drag-only car. Of course that was 25 years ago...
 

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Yep, 25 years ago, I wonder Why you DON'T see them used much anymore? Well it ain't because of time to set up, look at all the stuff real hot rodders go through to make their car fast, it AIN'T with a tri-power set up. Most tri-power set ups today are for the 50's- 70's look, IMO. I would be shocked to learn that a class winner at a NHRA national event, WON with such.

Dale in Indy
 

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Love it on my 68 j-code -- especially the sound of all 6 bbls at WOT.
 

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Mine Camaro with the tri-power ran 11.31 @ 119.5 with a hydraulic cammed 11:1 396 with junk truck heads. Not too shabby. Ran almost the same ETs as with a 850 Holley (jetted waaaaay down). Only threw the single 4-barrel on it for ease of tuning at the track.
 

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My 6 pack Road Runner is easy to maintain and with 1350cfm performs very well.
 

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Discussion Starter #11
Love it on my 68 j-code -- especially the sound of all 6 bbls at WOT.

your not making it any easier to look the other way Jody! LOL dang I'd like to hear that....
 

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Yep, the Chevy was the same way - 350cfm for the center (primary) and the two 500cfm vacuum secondary outboard. Being vacuum-operated, they'll only open as far as necessary (what the engine wants) so they're never really open all the way... I don't know why they didn't just make them all 350cfms...
 

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Love it on my 68 j-code -- especially the sound of all 6 bbls at WOT.
You wanna really hear wicked? Try a Boss 429 with dual quads. ...and 2-1/4" primary-tube headers - to 3" pipe back to the Flowmasters...

Yep, my buddy has the rare FoMoCo over-the-counter dual-quad manifold and two 600cfm vacuum secondary carbs on it with a progressive linkage. The rear carb is actually the primary carb since those primary venturi are closest to the center of the engine... Then at about 1/3 throttle the front carb primary is pulled, then the secondaries on both open together as much as needed. Just try to hold that sucker back - or to pry yourself off the seat to reach forward enough to grab the shifter! That sucker will haze 9" slicks all through First and Second gears, leave 30' of rubber in Third and another 10-15' going into Fourth...whatarush!!!
 

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Six packs we meant to look cool, have power close to dual quads while getting better MPG's at cruise, on paper anyway. Always wanted a 406 six pack, just sounds cool. 405 HP rated gross HP if I remember correctly.
 

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My Hemi Challenger worked the same way. That car was very hard to keep in tune, handled like crap and the rattles in the 44k mile car drove me nuts ! Not at all as well built as a Cougar !
You wanna really hear wicked? Try a Boss 429 with dual quads. ...and 2-1/4" primary-tube headers - to 3" pipe back to the Flowmasters...

Yep, my buddy has the rare FoMoCo over-the-counter dual-quad manifold and two 600cfm vacuum secondary carbs on it with a progressive linkage. The rear carb is actually the primary carb since those primary venturi are closest to the center of the engine... Then at about 1/3 throttle the front carb primary is pulled, then the secondaries on both open together as much as needed. Just try to hold that sucker back - or to pry yourself off the seat to reach forward enough to grab the shifter! That sucker will haze 9" slicks all through First and Second gears, leave 30' of rubber in Third and another 10-15' going into Fourth...whatarush!!!
 

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My setup is progressive as well, center carb alone until 1/3 throttle when it gets joined by the front carb, followed by the aft carb at 2/3 throttle. From there on it's all three singing till I'm out'a gas. Now that the roof is gone, I can really hear them.
 

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Tri power, no thanks. I don't want to look at it, don't want a ride and definately don't want to even hear about how to tune it.

The boss 29 car sounds incredible. I'd love to just watch it put down 15 feet of rubber shifting into fourth gear.
 

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www.hptrends.com is a good Ford FE tripower site for facts, info, parts and whatnot. Also a very good tuning and rebuild download (to buy). Carls Ford Parts sells a 3x2 version of the FE tunnelwedge intake. I thought that was pretty interesting to see.
 

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I'm still waiting for someone to give me the scoop on a NHRA winner at a national event running a tri-power set up.... Yep, maybe years ago, but not in today's world, IMO.

Sure they were good in their times, but I never see any push to sell them NOW. That's got to say something.

Dale in Indy
 

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The boss 29 car sounds incredible. I'd love to just watch it put down 15 feet of rubber shifting into fourth gear.
Unfortunately, he no longer has those slicks, and he won't race the car any more because the 11-1/2" clutch is starting to slip at those power levels. Just where, oh where do you even find those clutches any more? BTW, this same guy won't race his '73 Q-code Mach 1 on slicks any more - he's twisted two (small-input) toploader input shafts already!

OTOH, right now my 393W Crown Vic breaks the 235/60/15 M/T drag radials loose (SQUWARTCH!) on the 1-2 shift at 5500rpm and you can even hear a slight bark when I shift 2-3... That's at a 400hp level (to the ground) in a 4000-pound car that runs 13.06... I'm sure that I'll lose some of that shift firmness when I switch from the current 2400 to a 3200 stall converter in the AOD...
 
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