welcome to GT40s.com! If you've never posted on the forum maybe give it a go by introducing yourself in the Introduce Yourself Here forum. Also, think about becoming a Forum Supporter at GT40s.com. Becoming a supporter will allow you more PM space, an avatar, and the money is used to keep GT40s.com running.
Enjoy the forum!
Welcome to the GT40s.com, the World’s Largest GT40 resource.
You are currently viewing our boards as a guest which gives you limited access to view most discussions and access our other features. By joining our free community you will have access to post topics, view pictures, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is fast, simple and absolutely free so please, Join Our Community Today!
Why not start with your first post today and become an active part of GT40s.com now! And, if you find you enjoy GT40s.com think about becoming a Forum Supporter.
GT40 Tech - Engines/Induction/ExhaustMotors and engine related - right here!
Well it doesn't take a rocket scientist to figure there's a lot of heat going into the carbs radiated from the headers. Since the Webers have float bowls (unlike EFI) the 160f temps had to be dealt with. EFI also flows a pile of fuel through the return lines so it's not sitting there ready to boil.
The CAV headers wrap very close to the back of the engine so developing the heat sheild turned out to be more of a fiddle than I thought but the results are work it. Carb temperatures now haven't exceeded 102f at idle when heat soak is the worst, sitting still in traffic.
This is on a 351W although the same could be done for a 302.
There's a computer cut stainless steel base plate between the carbs and the manifold. The sheild is aluminum although sealer was used on the mating surfaces to stop corrosion.
The hole ahead of the center linkage is for the vacum tap. We made a vacum chamber under the intake to suppply the power brakes.
Linear Mode
