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Hi, wondering if anyone has used Clifford performance products in their inline 6. I am excited to get a boost in HP and torque and they have some great claims. Would be interested in anyone who added any type of performance parts and how they worked out. Thanks Kevin

Many here and elsewhere think Clifford exaggerates their HP gain claims somewhat. Maybe a heavily modified engine might reach the gains they say in my opinion. That being said, I do and have used a Clifford 4 bbl intake on a pretty stock 235 and a softly modified 261. Without a dyno check, but seat of the pants, my truck(and formerly '55 car) had the feel of more torque. So you will see some performance improvement in most cases I think.

Check out the cutaway of a 235 head featured on another thread. Putting a fancy intake and exhaust and multiple carbs on a head that can't flow enough volume to make much power is "lipstick on a pig!. Good eye candy, but it's a losing bet.

http://s176.photobucket.com/user/curt160/media/848%20head/000_3183_zpsbb42b3bb.jpg.html

I have a tendency to doubt the motives and the advertising claims of anyone who wants to solve all my problems by selling me something!

Jerry

I hear you but I would think an exhaust. Upgrade to headers would be an improvement?

The stock exhaust manifold will flow all the volume those tiny ports are able to produce. Does putting bigger links on one end or another of a chain make the whole chain stronger? The same principle applies to putting high-flow parts on either end of a restriction- - - -no net gain.
Jerry

But there is that 6banger sound all of its own

Yep, a split manifold will rattle windows a block away! A good set of steelpack mufflers helps if you really want to get obnoxious about it!
Jerry

There's also the tuning aspect with a split manifold and multi carbs. Or there is the extreme approach like TJ's CHEVY. He went ballistic but with a 292. But in the end, it's your ride. Do what makes you happy. I have a completely unpractical motor and love it.
Most mods for the inliners are pretty much window dressing.

Anybody use the complete twin weber kit with headers from clifford? I realize its two 2barrels and intake matched with headers. Was looking for an intake and headers for my 270 anyways. just not sure if that is a good fit.

Anybody have a performance intake??

.Lucinda Otter-Purr our 51-3104 bolt
http://s67.photobucket.com/albums/h298/1951otter/?start=all
split exh , 2 into 1 exhaust, Clifford intake w/ water jacket , 500 edelbrock

http://s67.photobucket.com/user/1951otter/media/4495365-R1-004-0A_1.jpg.html?sort=6&o=60

http://s67.photobucket.com/user/1951otter/media/4495365-R1-018-7A_1-1.jpg.html?sort=6&o=66

How do you like that set up?Am looking at doing the same or Cliffords dual set up with headers.Was needing feedback

who like ??

Your setup- the Clifford 4barrel intake

I put a Clifford 4 barrel intake manifold on a 261 for a friend of mine with a MSD Atomic Fuel injection system. The manifold had 2 internal water leaks, so you might want to pressure test it before you install it.

Jerry;

Does the same exhaust port issue apply to the "newer" 292 engines or just the "older" 235s?

it's a sweet ride. a 292 clifford intake, water heated, split 2 to 2 exhaust to a single walker muffler and single exh. LOADS of torque

the thing is about doing any ONE thing

you can't............... it's a combination of components that work together to make the whole system function.



i'm not sure what you mean by this

if you're asking will a 292 intake fit or is the same as a 235 the answer is yes. ALL inline 6's are the same length. the block are the same length, the 292 is 1.75'' taller.
http://i67.photobucket.com/albums/h298/1951otter/22A-1.jpg

Say what? I don't think so.

I have the twin weber setup on my 235 motor in my 46 1/2 ton, works great looks great

i have the dual weber 38 setup on my 235 in my 46 1/2 ton...i've also had my motor bored .30 over and had bigger valves installed in my 848 head with a bigger cam, certainly more power, but not like what they advertised........looks cool tho

Jerry - how do you know lipstick on a sow is not appealing to a boar hog?

However, as to the increases, I agree completely. An engine is a system. Removing one bottle-neck from the system with multiple bottle-necks simply changes the location of the main system bottle-neck.

Multiple carbs (when perfectly selected and synchronized) give a MODEST increase on an otherwise stock engine, not because of the increased air flow, but because of balance of the air/fuel mixture to all cylinders.

Jon.

I see lipstick on pigs with a sounder of piglets all around her in the Walmart all the time. Would she have been bred that many times without that lipstick? Hmmmm?
I saw an original Corvette dual exhaust manifold at Carlisle for $950 this weekend. The only reason that I didn't buy it or at least offer a counter offer was because I have been listening to HRL too much. Now I don't know whether to thank him or cuss him.
Carl

That Corvette manifold is one of the better ways to run dual exhausts, since it has a pretty conventional heat riser box and flap valve which will bolt up to a standard 1-carb intake manifold without all the exhaust heat problems the Fentons and other split exhausts have. However, the prices those original dual pipe manifolds bring these days is just short of legalized robbery. I think they could be bought over the counter at a Chevy parts department for less than $50.00 back in the 1950's!
Jerry

Cuss him it is!

I've been to the "gut" in Naples Italy, they put lipstick on more than pigs over there

Should we mention how Chevy engr's put THREE CARBS on 235's back in the day? I hang up and listen

Dave

The Corvette 3-carb setup on the 235's only managed to gain 20-25 HP over the single carb engine, and it also used a more radical camshaft profile and 1/2 ratio higher compression. To get that HP gain, the top end speed went up a whole 200 RPM, from 4,000 to 4,200. The hottest Corvette 6 was the 1955 model, with 155 HP @ 4200 RPM, compared to the Powerglide-equipped passenger car engine at 136 HP, also rated at 4200. Earlier stovebolt 235's ran anywhere from 115 HP to 125 HP with a single Rochester 1-BBL carb. The slight increase in RPM underscores the problem with multi-carb/dual exhaust systems- - - -the cylinder head can't breathe well enough to take advantage of the extra CFM available.

Equipping a 235 with the extremely scarce and expensive OEM 3-carb, dual exhaust system these days would cost several thousand dollars, with only a modest power boost. Then there's the problem with even making that setup fit on a truck- - - -there's just no room for it!
Jerry

When I built my 235 I used the same approach I learned in high school. Bored 60 over. Milled 848 head, intake & exhaust runners polished. One piece mechanical lifters (heavy but don't come apart). Patrick's 3/4 race cam. Stock intake and exhaust manifolds, with the Rochester one bbl. carburetor.

A good ear can detect the cam. The engine will turn 4,500+ rpm, and my old farm truck has seen 95 mph (stopwatch timed & paced, speedo doesn't go past 90) with 4.10 gears.

A classmate had a 48 two door. Had a 261 with the same head mods. and the full race cam for the 235. Carb was rejetted with drills, exhaust split with a welder. He could keep up with the city kids and their new V8s.