Power Nation Flathead

[56markII]

I have been told by the fellow who posted specs on the cylinder heads and he mentioned he has a flatty that he is running EFI and can be hidden within a carburetor for the stealth appearance lol and to get the boost he has made a manifold to accept turbos for the boost. With the turbo boost, the breathing limitations have been overcome as well and the EFI can piss in enough fuel to go with this boost.

Doing a compression test first and next checking my piston/head clearance and after the clearance reduction I have a couple of EAB cams kicking around and thanks to this forum I now know how to identify, which is simply look at the end where the timing gear goes on.
I also have a set of either EAB or EAC heads BUT as per the .050 clearance recommendation, other than milling my heads (if required) to .050 clearance, changing heads most likely won't solve much???

Yes thinking out side of the box is a great suggestion but I just want to warm things up a bit with a better? EAB cam if this is even an advantage other than having a couple on hand?
This makes me wonder because perhaps the EAB has a better duration BUT the 8CM appears to have more lift.
Now as for turbos and EFI, it won't run on 6 volts that my car is still on🤣
Also this is going farther than I really want anyway other than a bit of a warmup.
My Mercury is soon scheduled for a major resto and along with this a total rebuild of the engine as required is in the works. It won't need much with no oil consumption and oil pressure still high but a new set of gaskets, doing the valves and seats, then some swapping of the camshaft, machining of the heads and perhaps doing some work on the ports.
With the last of them rated at 120 give or take is 130+ possible without major work?
As for the size of the carburetor, take a look at those iddy biddy carbs used on the 2 barrel 283 and they most certainly were not much larger if they even were? They put out around 188-195 HP so given this and the breathing limitations of the flathead, unless I'm going for as much HP as possible which I'm not, the Holley 885 could remain?

[tubman]

Originally Posted by 56markII

I have been told by the.......
As for the size of the carburetor, take a look at those iddy biddy carbs used on the 2 barrel 283 and they most certainly were not much larger if they even were? They put out around 188-195 HP so given this and the breathing limitations of the flathead, unless I'm going for as much HP as possible which I'm not, the Holley 885 could remain?

Here are some real world numbers for you from a post I made a few months ago :

"On my way back from the post office today, I stopped at my shop and threw a caliper on a Merc manifold and a small base 2G, just to see how much difference there was. The throttle bores in the Merc Manifold were 1.300", while the 2G has 1.4375" throttle bores. A little basic math and I came out with a total throttle bore area of 2.654 sq. in for the stock Merc setup and 3.418 sq. in for the 2G. That means the throttle bore area of a 2g is almost 30% larger than the Merc. Definitely a significant improvement."

The 2G will bolt directly on the Merc manifold, and the manifold will easily accept being bored out to match the Rochester carburetor. I have done several, both cast iron and aluminum.

[38 coupe]

Originally Posted by 56markII

Now as for turbos...

The Ford flathead V8 could probably win an award for the worst American V8 to put a turbo on. Turbos need the exhaust gasses to stay hot between the cylinders and the turbine nozzle (has to do with gas flow energy). Our Ford flathead V8s route the exhaust through the cooling passages between the cylinders and the exhaust ports.

[Pete]

Originally Posted by 38 coupe

Our Ford flathead V8s route the exhaust through the cooling passages between the cylinders and the exhaust ports.

Not always.