 
Main Menu
|
|
Nevada Classics
|
|
Advertise at CC
|
| S |
M |
T |
W |
T |
F |
S |
| |
|
|
|
|
1 |
2 |
| 3 |
4 |
5 |
6 |
7 |
8 |
9 |
| 10 |
11 |
12 |
13 |
14 |
15 |
16 |
| 17 |
18 |
19 |
20 |
21 |
22 |
23 |
| 24 |
25 |
26 |
27 |
28 |
29 |
30 |
|
|
CC Advertisers
|
|
|
|
|
|
|
|
|
For Sale By
|
Views
|
Date Posted
|
|
kcoffield
|
26057
|
Sun May 10, 2009
|
|
|
|
|
Asking Price
|
Condition
|
|
$6,000.00
|
Excellent
|
|
|
|
|
|
|
|
Description:
|
Hello all,
As of this posting, I do have a (Dual) Inline Autolite IR induction set up as pictured this thread available for sale ($6000 plus shipping). This is currently set up for 351c but since the magnesium Doug Nash intake is a three piece intake it can be bolted to anything with 335series heads by simply fabricating a different 1/4" aluminum valley pan. I also have a complete Cross Boss set up as shown below ($5400 plus shipping). Obviously, I'm not giving them away but these are restored to a very high functional and cosmetic standard. As usual, I do restore rebuild, and have parts of all kinds for inlines. If you have Inline Autolite needs, drop me a line at email addres imbedded in pictures. Anyone else in the Cobra community running inlines? Let's see somes pics and hear about your set up.
Here's the details:
Inline Autolite Independent Runner induction set up with a pair of DOZX 9510B (1425 cfm) carbs on a magnesium Doug Nash 3-piece IR intake. This system will perform similar Weber 48IDAs, have great throttle response with significant pick up in torque over a broad rpm range, but won’t run out of wind at the top end horsepower like IDAs due to the big 2 ¼” throats. You can typically run a more aggressive cam on the street with IR induction and still have reasonable street manners. This would be a great set up for a stroker Cleveland in a nostalgia street, resto-rod, or Cobra. The Doug Nash intake has 4V Cleveland port configuration and is currently set up for a 9.2” deck Cleveland block, but if you fabricated a different ¼” aluminum valley plate, it could be adapted to anything that 335 series Cleveland/Boss heads can be bolted to such as 8.2”, 9.5” deck Windsor or 400 blocks.
This system has been fanatically detailed and restored to a very high functional and cosmetic standard including some very unique custom parts. I built this for myself and never intended to sell it. I’ve had many Inline Carbs through my hands and I can tell you from experience that more often than not they’ve been messed with by people that don’t understand them and ultimately screwed them up. As a result, many people have problems tuning these carbs because they are not aware of the previous mods. In fact, they are elegantly simply and easy to tune carbs with all jets accessible from the top of the carb. I restored this carb to original specs as you would have purchased it in the over-the-counter-program so you know exactly what you’re getting and where you’re starting from. Every functional aspect of these carbs have been blueprinted. I can assure you that these carbs are better than NOS. How can it be better you say? -Read on.
All soft goods have been replaced with new parts. All soft goods? Yup! Four new accelerator pump diaphragms, four new umbrella check valves in the accelerator pump circuit, new Viton needles (seats were inspected and were perfect and tested zero leakage on my bench). A pair of new nitrophyl floats installed and set at proper height, and new gaskets.
The castings were all inspected, found to be crack free with no stripped threads, and all gasket surfaces were cleaned and inspected. All jets and bleeds were restored to as delivered stock condition. The main jets are .093” and the idle air bleeds at .063”. The high speed bleeds were checked and found to be standard at .055”. The accelerator pump shooters were all found to be the stock .028”. The accelerator pump check valves were inspected and the seats were lightly spot-honed and coined. The accelerator pump cotter keys are in the stock setting but have not been bent on the accelerator pump brackets so you can place them where you prefer during tuning. The accelerator pump diaphragm return springs and external springs were tested and matched. All throttle shafts were lightly lubed at each journal location.
I added the main well vent tubes to the top casting of the carb as was commonly done in the day. I have found they tend to prevent fuel from sloshing, getting sucked out of the main well, and also raise the reference signal above the carb inlet surface providing a significantly more stable signal, especially with the low profile air cleaner.
Cosmetically, all steel carb brackets have been re-plated in yellow zinc and the brass parts are clean and bright. The pictures tell the story. The carbs were soaked in carb solvent for a couple weeks prior to the rebuild and thoroughly cleaned. There is no old fuel residue or anything to foul the fuel system. You wouldn’t believe what I’ve found in the main wells of many carbs I’ve seen. These carbs are exceptionally clean and have had no fuel in them since being restored. The top plate and accelerator pump fillister screws have been replaced with stainless steel hardware.
The magnesium Doug Nash intake manifold is in very good shape. The intake ports are as cast. The water ports have been drilled for Boss 302 heads with 3/8” NPT ports but they are not required nor do they affect 351C use. However, they are there for Clevor or Boss 302 application. It has custom made ¼-20 stainless steel studs with stainless locknuts and stainless washers for mounting the carburetor. Studs are the best for securing the top and the carb to preserve the threads on your intake.
The linkage is all custom made and fully adjustable with exceptionally low lash and smooth action. The components are stainless, aluminum, and use Teflon lined stainless rod ends that require no lube to operate smoothly and reliably. The bell crank is mounted with two sealed ball bearings and drives fully adjustable link bars that open the butterflies on opposing carbs in counter-rotating fashion (inward facing side of each set of butterflies rotates downward) promoting symmetric flow at all engine speeds. It is currently set up to be actuated from the drivers side of a US front-engine car with the standard Inline Autolite linkage lever, but the bell wheel could be used with cable actuation for you Pantera guys that want the accelerator to pull toward the front. The bell crank post doubles as a fuel distribution log and has all new Earl’s fittings and braided stainless -6 fuel lines feeding each of the four fuel bowls. The fuel log is fed by a single -8 AN fitting.
The air filter assemblies are of very high quality. They’re cnc machined from billet and mount to the carb without any mods whatsoever, include a K&N washable element, have been anodized so they are exceptionally resistant to staining, and then were cnc ball end mill engraved in tribute. The finish is excellent. You can have your choice of the black or clear natural aluminum colored anodized piece. As an added kicker, the proof parts for the cnc program were done in Lexan (polycarbonate). It’s a very trick show piece and the high working temp of polycarbonate means that they could actually be run as a functional part. You will never find a better way to show off your Inlines than these clear air filter covers and you’ll never see Inline filters like this again. With air cleaners and 1 ½” K&N elements, the entire height of the intake from the valley rail to the top of the air cleaner is 11 3/8”. In case are wondering about hood clearance but the Cross Boss set up in my other auction is ¼” taller and it fits comfortably under a stock Mustang hood on an 8.2” deck block. The fit of this set up may be dependent on the underhood bracing. There are 2”, 2 ½”, 2-¾”, and 3” elements available from K&N if you have the clearance and want maximum filter area.
This set up has been finished to a very high standard both functionally and cosmetically. This level of attention to detail is hard to come by. It is ready to bolt on and run or be parked within your collection.
Thanks,
Kelly
|
|
Keywords:
|
Inline Autolite Doug Nash Cross Boss In Line Weber Carb
|
|
|
|
|
|
Author
|
|
Scufty
CC Member
Registered: June 2006
Location: Calgary
Posts: 371
|
|
Comment Date: Sun May 10, 2009
|
|
dont take me wrong but 6000.00? wow ..I tell ya that is pretty insanely pricey no
Double that I can buy a ready to rock 427 baby!
Induction is only a part of the whole mix
|
|
|
|
lovehamr
Stolen Avitar
Registered: October 2004
Location: Brunswick
Posts: 3044
|
|
Comment Date: Mon May 11, 2009
|
|
Kelly, I posted this over on the Boss 302 board as well. Hope that's OK.
Steve
|
|
|
|
|
kcoffield
CC Member
Registered: November 2004
Location: Bettendorf
Posts: 33
|
|
Comment Date: Mon May 11, 2009
|
|
Quote:
dont take me wrong but 6000.00? wow ..I tell ya that is pretty insanely pricey no Double that I can buy a ready to rock 427 baby!
Induction is only a part of the whole mix
|
I here ya but set of repop 48 IDA webers, intake, etc, will set ya back $4000. The intake and inline carbs are rare items and typically fetch big dough. Lots of custom parts, fittings and stainless there too. But as they say, something is worth whatever someone will pay for it and I've sold two identical systems at this price in last 6 months. This is the last one I have for sale.
Take Care,
K
|
|
|
|
|
kcoffield
CC Member
Registered: November 2004
Location: Bettendorf
Posts: 33
|
|
Comment Date: Mon May 11, 2009
|
|
Quote:
|
Kelly, I posted this over on the Boss 302 board as well. Hope that's OK. Steve
|
Thanks Steve. Your avitar is one of my all time favorites.  
Kelly
|
|
|
|
|
|
All times are GMT -7. The time now is 05:07 AM.
Links monetized by VigLink |
;)
;)
;)
;)
;)
;)
