Most people put WAY too much carburetor on their engines, then try to deal with stumbles, backfires, and a host of other problems that can be traced directly to having a too-slow velocity through the carb venturi(s), resulting in lots of air, and virtually no fuel flow. The venturi effect speeds up the airflow through the smallesrt diameter of the carb body (the venturi) and lower the pressure enough to allow atmospheric pressure to force fuel through the jets and into the airstream. Slow the venturi velocity down by putting too big a venturi (or too many of them) in the airstream, and you get LEAN in a hurry. The only fix is lots more cubic inch displacement, or lots less carburetor.
Jerry
That is pretty much what carbking's article says:
The first step (and the very more important step) is to determine WHICH carburetors to use. We would suggest for a basically stock 235 or 261 for street (normal driving, cruises, an occasional trip to the drag strip) that MATCHED TAGGED 216 CARBS ARE USED! For the primary strip vehicle that sees some street use, MATCHED TAGGED 235 CARBS MAY BE USED. For the race only vehicle (not licensed, no street use) MATCHED TAGGED 261 OR 292 CARBS SHOULD BE USED! For a basically stock 292, MATCHED TAGGED 235 CARBS SHOULD BE USED. For optimal results, choose the carburetors to fit the airflow requirement of the engine, and then modify (if necessary) the intake mounting flanges to accommodate the proper carburetors. If the manifold requires modification, the better way is to have a heli-arc welder fill the holes, and then redrill and retap new holes at the proper position. Mixing throttle bodies with bowls to “cheat” on the above is apt to meet with unusual results.
This information leaves me confused as to why are all the repop intakes made for the 235 carbs? And the linkage for them? I think it's nearly impossible for heat/stress not to affect the "floating" linkage. Sorry to wander off topic here and thanks for replies. If a 2G would sit and run nicely sideways on a stovebolt why are there not examples of it somewhere? Any welder with enough skill to make a split exhaust would have no trouble welding on an intake flange and if it worked well you think it would have caught on. I have yet to see a 2G on a stovebolt motor.
