Tag Archives: Edelbrock

Choosing the right Stromberg 6×2 linkage

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So you’ve got yourself a cool 6×2 intake, either a new cast manifold like the Edelbrock X1 ram or the Offenhauser Pacemaker 3924 (low-line), or a U-fab or log-type intake, and you’ve stepped up for six 97s. What you need now is a quality, sturdy linkage that won’t flex when you stick your foot in it, and won’t swamp your beautiful carburetors with huge brackets or weird curved linkage rods going in all directions (yes, we’ve seen them too).

Stromberg has 6×2 progressive and direct (non-progressive) linkages to fit pretty much everything out there. This means ready-to-fit kits for those popular intakes that are available brand new. And ‘Trim-to-Fit’ kits for everything else. The direct linkages come complete in one box. And the progressive linkages are modular, so you can always get the right parts for your intake. Here’s how they work…

Choosing the right 6×2 Direct Linkage kit. Let’s get the easy ones out of the way first. Right now, we offer three 6×2 Direct Linkage kits.

Got the Edelbrock X1 ram 6×2 intake? You need our 9261-D 6×2 Direct Linkage Kit. It spaces the carburetors 4-7/8th inch in front of each other and 9-1/8th inch apart across the intake, and there is no offset between the two banks of carbs. This linkage is ready to go, comes almost completely assembled with the Back-bar levers pinned to the shaft and even though it bolts straight on, it still comes with full instructions, of course.

Got the Offenhauser Pacesetter 3924 6×2 intake? You need our 9262-D 6×2 Direct Linkage Kit. This is a low-line intake compared with the X1 so it can give you a little more clearance for low hood applications. It spaces the carburetors 4-3/4 inch in front of each other and 6-1/2 inch apart across the intake, with the carbs on the US driver’s side 3/4 inch offset in front of the other bank. As before, this linkage is ready to go.

Got something else? You need our 9260-D 6×2 Trim-to-Fit Direct Linkage Kit. It will work with intakes that space the carburetors up to 5-1/2 inch in front of each other, up to 9-1/8th inch apart across the intake and up to 1 inch of offset between the two banks of carbs. Believe us, that’s going to cover pretty much every production engine around. How difficult is the trimming? You’ll be drilling and maybe shortening one bracket and adjusting the lengths of the rods. And everything is explained in the Installation Guide included. Download a copy right here in our Tech Center if you’d like to see it first.

Choosing the right 6×2 Progressive kits.

A 6×2 progressive linkage is really just two 3×2 kits plus the Back-bar which joins it all together. With so many different variables between intakes, that’s also how we offer them. Here’s how to order the right kits for your intake:

1. Measure the carb to carb spacing – from one throttle shaft to the carb in front. Then order two kits – one for each bank – of the correct Stromberg 3×2 progressive linkage to suit your carburetor intake spacing. There’s a list of which linkage fits which spacing below. If your spacing is not covered, buy the next size up and trim down the threaded rod between the secondary (outer) carburetors. Trim the right hand threaded end and add more 3/16-32 UNF thread if required.

For this spacing….use this kit

4-9/16inch………..9243PRO

4-3/4inch………….9253PRO (fits Offenhauser Pacesetter 3924)

4-7/8inch………….9251PRO (fits Edelbrock X1 ram)

5-3/16inch………..9245PRO

5-1/2inch………….9246PRO

2. Now add the 6×2 Progressive Back-bar Kit to link both carburetor banks together. 6×2 intakes can differ in the space and offset between banks.

For this intake…………….use this kit

Edelbrock X1 ram………..9261-BB

Offenhauser Pacesetter 3924…….9262-BB

Anything else……………..9260-BB (Trim-to-Fit)

It might also pay to compare the spacing, width and offset of the Edelbrock and Offenhauser intakes (see above in Direct Linkages) to see if they are nearer to your requirements.

Your link to the pedal. Stromberg recommends a mechanical pedal link for all multi-carb systems. Ideally, your 6×2 Back-bar can be connected to the pedal via one of the long levers that work the two banks of carburetors (they have three adjustment/connecting holes at the top). However, if these do not line up with your pedal link, you can add a third long lever to the Back-bar shaft with Stromberg kit 9096K (Long linkage arm/swivel) positioned to align with your throttle pedal ‘pull’ point. Complete with swivel, clamping screw and 3/32” roll pin, the 9096K lever can also be drilled and pinned to the Back-bar to ensure positive location.

You can download this Tech article at the Stromberg Tech Center (click the link). As with all our Tech articles, we welcome customer feedback and other input. Email us (tech@stromberg-97.com )with your thoughts and if it adds to the debate, we’ll it in.

Edelbrock 6×2 X1 ram for Stromberg 97s

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Could there be a better sight in hot rodding? Six Stromberg 97s, loud and proud on the legendary Edelbrock Chevy X1 ram 6×2 intake? Alright, we’re biased…but you can’t deny it’s an eyeful. And that it’s right up there as the coolest news in nostalgia induction for many a year…Yes, Edelbrock are repopping that legendary X1 intake. We know, you’ve wanted one for years, but they were hard to find, right? And yes they were expensive and beat up and dirty and all that stuff – like the original in our carb pictures. But not any more!

Here’s the history bit. Vic Edelbrock Snr introduced the X1 ram six-carburetor manifold in 1958, getting 284 hp out of the hot new 283 ci Chevy engine. Alright, so it doesn’t sound too hot now, but this was 1958, remember. One horse per inch out of any motor was BIG NEWS! Cross ram was always going to be the way to go for high performance – still is – but one of its secrets was the long tapered runners, which allowed the mixture to accelerate at a steady rate towards the intake port. Best of all, it used six Stromberg 97s. Vic even guaranteed it would out-perform any other six-carb intake around at the time. According to the excellent book, “Merchants of Speed: The Men who built America’s Performance Industry”, the X1 was used to test Vic Jnr’s 339 inch Chevy powered ski-boat motor in 1961. WIth six 97s, it made 364 horse on the famous Edelbrock dyno. The following year it pulled 375 horse from a 283ci (!) motor when testing a new Polydyne profile camshaft over at Iskenderian Racing Cams.

So here’s the deal. The new X1 manifold is designed to run best at 2500 to 7500 (you wish!) rpm. The GM coil in cap style HEI will not fit. And it will stand you back about 450 bucks. You’ll need a shiny new oil fill tube to complete the nostalgic look. And six new Stromberg 97 carbs of course. You can get the new intake here at Summit Racing…

But wait, did someone say 6×2 linkage? Our super-cool new 6×2 and 4×2 TwoStep linkage range is ready to go! Launching at a dealer near you very soon. A modular range of direct and progressive linkage kits with a new low-line back-bar design that keeps the carbs as the star of the show, not the linkage. Here are some preview pictures. Email us if you need one right now. Plain and CHROME both available…..

New Edelbrock small block 3×2 Ford intake for Stromberg 97s

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You don’t need to be a hot rodder to know that old is now new – or should that be news – but even the most corporate of performance companies are now opening their eyes to nostalgia overhead valve motors. Edelbrock’s new 5412 3×2 intake for small block Ford is not just a reproduction of an old intake, but a brand new one! Click on the pics for a closer look.

To be fair, Edelbrock and Offenhauser have made 3×2 intakes for small block Chevy available for ever. Add three new 97s and our 9246S or 9246PRO TwoStep linkage and you’re just about ready to go. But if you owned a 260, 289 or a 302 Ford and wanted a cool 3×2 intake, you were pretty much out of luck. Until now, that is, as Edelbrock’s 5412 3×2 Ford intake brings 3×2 looks and power to exactly those engines.

Time for a short math note. We’re often asked whether three 97s provide enough air for a small bock Ford or Chevy. Here’s the deal. Engine size (ci) x max revs divided by 3456 is the maximum air your cylinders can handle if your motor is 100% volumetrically efficient (which is unlikely). So even for the bigger Ford, 302 x 5500/3456 = 480cfm. Most engines are nearer 80% efficient at the top end (so they need just 384cfm), but even if it is 100%, three new 97s can give you 486cfm max. And remember, you only need that much air at high revs. We haven’t dyno’d this intake yet, but the Chevy 3×2 dual plane intakes pretty much flatten out at 5000rpm anyway. Remember, for most of us, it’s more about mid-range torque and drivability.

There’s not a whole bunch else for us to say, except that the 5412 is claimed to be good for 5500rpm and costs just under 400 bucks. Our TwoStep 9253S (direct) and 9253PRO (progressive) linkages bolt straight on. And you can find out more at Stromberg dealer Summit Racing‘s website. As soon as we can get our hands on one, we’ll get better pics and get it on the dyno too.

New Stromberg linkages – small block Ford and more!

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It must be linkage week here at Stromberg. New 4-banger linkages at the start of the week, and now, more for the V8. If you’ve just stepped up for the long-awaited new Edelbrock 5412 small block Ford 3×2 intake, or you’re lucky enough to have found a cool old intake for three 97s on your vintage overhead valve engine, check these out. Our new 9253PRO is a 3×2 progressive linkage that places the carbs 4 7/8 inches from carb to carb to fit the new Edelbrock 3×2 intake for small block Ford, plus early Weiand 3×2 intakes too. The new 9251PRO works at 4 7/8 inches apart to fit Offenhauser 3×2 intakes for engines like Ford Y-block and 49-61 Cadillac. If you’re looking for direct linkages for these engines, simply choose our 9245S TwoStep kit and trim the linkage rod to suit.

In addition, our new 9249S 2×2 is a simple direct linkage with swivels for a traditional look, sized for a maximum 7 1/2 inches from carb to carb so it fits the cool intake from Edgy Speed Shop for Dodge/Plymouth 201/218 and 230 Flathead 6-cyl engines. We’re reliably informed it will also fit the vintage Edmunds intake for Plymouth 6 engines (with 7 inch carb spacing).

Moving up in size a little we have the new 9250S and 9250P 2×2 direct linkages (S for swivels, P for premium with rod ends). Both set the carburetors a maximum 8 5/16 inches from carb to carb and are designed specifically for the recently announced Offenhauser 1080 2×2 intake for 1949-63 Cadillac motors. Good news is, they also fit the Eddie Meyer 1932-48 ‘low-rise’ intake for Flathead Ford (at 8 1/4in carb spacing).

Prices are US$49.95 (and UK£26.43 + tax) for the 9249S and 9250S, and US$105.95 (UK£54.13 + tax) for the 9250P. Both 9251PRO and 9253PRO kits are US$175.95 (UK£92.46 + tax).

Designed and manufactured exclusively by Stromberg Carburetor, TwoStep linkage kits combine clean, traditional looks with maximum leverage. They come pre-assembled and install in just two simple steps, without the need for extended throttle shafts. Check out the following features:

    • Die-cast zinc SuperLink lever arms. All other parts stainless steel – even the rod ends and lock nuts.
    • Two new Stromberg ‘Snapback’ throttle return springs, which wrap around the end of the throttle shaft. These chemically blacked, stainless steel torsion springs snap the carburetors shut, yet virtually disappear from view.
    • For a smooth, lightweight look, 2×2 kit swivels are positively fixed by a small e-clip, and the small black set-screws have knurled ends for a strong fix on the stainless rod.
    • P kits have special swivels and bolts, developed to clamp the rod ends tight with a small blind hole in the head. Simply insert a small rod eg, a hex key, to stop the swivels turning while you tighten the lock nuts.
    • Progressive kits have opposite threaded rod ends for easy adjustment. Just spin the rod to adjust for the correct lever angles. The primary lever has three mounting points to change when the secondary carburetors open, and you can pull the front carburetor or push the rear one open to suit individual applications. On the top setting (as supplied), the linkage will start to open the secondary (end) carburetors at around 50% primary (center) carburetor throttle rotation. Lower holes will open the secondaries sooner.
    • Every Stromberg TwoStep linkage kit comes with full instructions, and further help with selection, installation and tuning is available at our Tech Center.

The So-Cal Streamliner

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We know this car has been all over the internet like a rash recently, but you don’t let something as cool as this go by. A lot has already been written about the original So-Cal Speed Shop Streamliner, and this fabulous new recreation by Dan Webb and his hugely talented team, so I’m not going to reinvent the wheel here – just concentrate on the important bits – like the Genuine Stromberg carbs! Let’s talk a little history first. Although it is best associated with So-Cal’s Alex Xydias, the original car was designed by Dean Batchelor with a body built by Neil Emory and Clayton Jensen at Valley Custom. It had a Model T Ford chassis, with a narrowed Model A front axle (to reduce wind resistance) from Dean’s previous Belly Tank racer. And get this. They ran this car at the FIRST EVER Bonneville Speed Trials in 1949. They took two engines. The tiny V8-60 (pictured) from Alex’s old Belly Tank set an A-class record at 159.39mph. With a Winfield A1 cam, Edelbrock heads and intake, it made a reputed 115 horsepower. In 1950 it ran 162.95 on just two Stromberg carbs.

The other engine (C class) was a ’48 Merc built by Edelbrock employee and flathead legend Bobby Meeks  – a 3 5/16th inch by 4 inch stroker with heads and intake by Edelbrock, a Kong ignition, Isky cam and three Stromberg 97s. See those tanks each side of the motor? That’s the water. There was no radiator. The hot new Merc ran 193.54 and 185.95 for a new Class C record of 189.745 mph, some 30 mph more than any hot rod had ever run before. In 1950, they hit an average over the two runs (they ran both ways back then) of 208.927mph. That’s why this car is so special. Right there. In two years, they raised the SCTA record for normally aspirated motors by 50mph. Now check the original plaque on the dash on this awesome replica…

In case you’re wondering, the original car did run without paint early on, and no wheel covers too (check the picture). Then it was painted Alex’s favoured white with gold lettering and numbers – gold leaf, no less. Check out the picture with all the blue sky. You can see the front end damage caused on the way to Bonneville that year. The trailer got away from Alex, jack-knifed and spun 180 degrees causing the front of the Streamliner to hit the rear of Dean’s ’39 Ford Convertible coupe. Look closely at the other pic of the guys repairing the V8-60 fibre timing wheel and you can even see the ’39’s bent rear fender. The cool picture of the Streamliner outside the So-Cal Speed Shop was taken for a feature article in Hot Rod magazine in 1950. Check out the Stewart Warner gauges counter display!

What to say about the new car that hasn’t already been said? Well, it has a fresh replica of the original Merc motor, built by Genuine Stromberg dealer H & H Flatheads in CA, (that’s Mike Herman with Alex X pictured) with three brand new, out of the box, Stromberg 97s on it. And it will be the centre-piece of a special party at the NHRA Museum during Grand National Roadster Show 2012 to honor Alex Xydias’ 90th birthday.

And by the way, I recommend everyone should read Mark Christensen’s brilliant book, “So-Cal Speed Shop..The Fast Tale of the California racers who Made Hot Rod History”…and get yourself to the Jalopy Journal for a great piece by Ryan who has written just the kind of things about the car that I would if I had more time and talent …www.jalopyjournal.com