Came on the dristro that I got off of epay. Just this one. I need the male fitting for the end with the female port for the vacuum hardline.
Warming Up A 260
- Thread starter tiger260
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Came on the dristro that I got off of epay. Just this one. I need the male fitting for the end with the female port for the vacuum hardline.
http://issuu.com/vamustang/docs/2012_virginia_classic_mustang_catalog?e=3767666/2601374
Page147 of Virginia classic mustang catalog part EG-432.
they have the screw in fitting as well.
AWESOME! Thanks!
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Got Some Of It
They are tired & wounded but have the inner spring w/shims and the correct male fitting for pipe installation.
They are tired & wounded but have the inner spring w/shims and the correct male fitting for pipe installation.
It also does not perform well at all compared to others. ~30 HP drop from the best.
Full article link on page two.
Warren
Gold forum user
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- 3,872
Cool factor
The LAT option ones that will squeak by in a show is a cool factor plus. The F4b is rather tall and forces the use "most often" of a small air filter in stock housing. The low rise Tiger one is cool too but is very similar in height to the stock FoMoCo unit.
Sometimes it's better performance at the gas pump or while standing still and looking good that matters most
Tiger260 do those weevil MOT types get thier paws on your build info? and demand more of a stock config?
In Cali we have free range on pre smog cars built before 1976 and the value suffers terribly on older yet cool cars. But that is why we have so many 5.0 roller motors laying about.
My car has a Weiand and it is rather scary over 80
The LAT option ones that will squeak by in a show is a cool factor plus. The F4b is rather tall and forces the use "most often" of a small air filter in stock housing. The low rise Tiger one is cool too but is very similar in height to the stock FoMoCo unit.
Sometimes it's better performance at the gas pump or while standing still and looking good that matters most
Tiger260 do those weevil MOT types get thier paws on your build info? and demand more of a stock config?
In Cali we have free range on pre smog cars built before 1976 and the value suffers terribly on older yet cool cars. But that is why we have so many 5.0 roller motors laying about.
My car has a Weiand and it is rather scary over 80
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260
I like the wow factor with the tiger manifold it was already
port matched to my 260 heads, just have to port my
289 heads to match the manifold. Don't have to have the
badest manifold as long as its set up right, I also have larger
valves (1.84/1.60) and screw in studs in my 289 heads.
My car had the tiger intake on it when I bought it plus being
a lower profile fits under the hood no problem. Kevin
I like the wow factor with the tiger manifold it was already
port matched to my 260 heads, just have to port my
289 heads to match the manifold. Don't have to have the
badest manifold as long as its set up right, I also have larger
valves (1.84/1.60) and screw in studs in my 289 heads.
My car had the tiger intake on it when I bought it plus being
a lower profile fits under the hood no problem. Kevin
It also does not perform well at all compared to others. ~30 HP drop from the best.
Full article link on page two.
Does better then the stock Ford manifold and the sad sack Offenhauser Tunnel Ram. Edelbrock Performer does really well for a low rise.
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- 221
Chart
Gentlemen,
That chart is extremely outdated, 1988. It was before the 180 degree dual plane manifolds came to market. They run much better at lower rpm than the non-180 degree and single plane manifolds, which is where most street driving occurs (unless you're Duke, of course, LOL).
For a mild 260, which was the original request, I would suggest an Edelbrock Performer (or equivalent), which is nowadays a 180 degree manifold (the one tested was not), or an Edelbrock F4b, if you want originality.
My 2 cents,
Gary
Gentlemen,
That chart is extremely outdated, 1988. It was before the 180 degree dual plane manifolds came to market. They run much better at lower rpm than the non-180 degree and single plane manifolds, which is where most street driving occurs (unless you're Duke, of course, LOL).
For a mild 260, which was the original request, I would suggest an Edelbrock Performer (or equivalent), which is nowadays a 180 degree manifold (the one tested was not), or an Edelbrock F4b, if you want originality.
My 2 cents,
Gary
Other than the Edelbrock Performer manifold, which others are still made today?
Yes, the diagram is from 1988 but the comparison between the obsolete manifolds still holds true. A Tiger lettered low rise will out perform a stock Ford low rise and no doubt the current Edelbrock Performer will outdo the other low rise manifolds.
Of course a modern high rise manifold will perform better than any listed in the graph.
Yes, the diagram is from 1988 but the comparison between the obsolete manifolds still holds true. A Tiger lettered low rise will out perform a stock Ford low rise and no doubt the current Edelbrock Performer will outdo the other low rise manifolds.
Of course a modern high rise manifold will perform better than any listed in the graph.
Weiand 7515 (#1 in performance) is still available. Had it on my 260 and now my 347. It did great on the 260 and is awesome on the 347.
http://www.summitracing.com/parts/wnd-7515?seid=srese1&gclid=CMzJ3v7BgsQCFe7m7Aodw0gASg
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Offy
My former Tiger, B9471929, had a built 302 with the Offenhouser Port-o-Sonic. I always wondered why it ran so good!... I considered Offenhouser an antiquated '50's brand, long since superseded. Apparently I was very wrong!
It would be interesting to see the test re-done with the current manifold technology.
Bob K.
B9471705
My former Tiger, B9471929, had a built 302 with the Offenhouser Port-o-Sonic. I always wondered why it ran so good!... I considered Offenhouser an antiquated '50's brand, long since superseded. Apparently I was very wrong!
It would be interesting to see the test re-done with the current manifold technology.
Bob K.
B9471705
TigerBlue
Gold forum user
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- 827
The package
The focus of this thread on manifolds seems to ignore the fact that harmony with the other parts of the induction is important with capital I.
Edlebrock makes it easy. Performer intake, 500 CFM Performer carbuerator and a performer cam. On our black Tiger, older Cat headers and 289 Hipo heads all come together with a rush from 4,500 to peak HP "over" 200 at 5,500 plus rpm
Tigerblue has the performer rpm high rise intake, a much wilder cam and 750 Holley. 302 peaks at over 1 Hp per cubic inch 6,500 rpm. Port matched World Products heads and the larger 1 5/8s primary headers.
Black is a good citizen when driven mildly but is lots more fun to run through the gears than it was stock. Blue has the lumpy high idle noise and fussy to drive even after it warms up. Best enjoyed on a race track.
Rick
The focus of this thread on manifolds seems to ignore the fact that harmony with the other parts of the induction is important with capital I.
Edlebrock makes it easy. Performer intake, 500 CFM Performer carbuerator and a performer cam. On our black Tiger, older Cat headers and 289 Hipo heads all come together with a rush from 4,500 to peak HP "over" 200 at 5,500 plus rpm
Tigerblue has the performer rpm high rise intake, a much wilder cam and 750 Holley. 302 peaks at over 1 Hp per cubic inch 6,500 rpm. Port matched World Products heads and the larger 1 5/8s primary headers.
Black is a good citizen when driven mildly but is lots more fun to run through the gears than it was stock. Blue has the lumpy high idle noise and fussy to drive even after it warms up. Best enjoyed on a race track.
Rick
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- 818
builds
Since we're tossing around possibilities, here's what's currently in my car...kind of an old school motor-
302 with breathed on '64 289 heads, screw in rocker studs and moly pushrods- good for about 6200 rpms, torquey cam of unknown origin, supposedly ground for the Tiger, headers, factory Ford mechanical dual-point distributor with flame-thrower coil, Edelbrock Performer RPM manifold with Carter AFB competition 625 cfm carb...hasn't been on a dyno, but 1HP per cubic inch feels about right compared to other cars I've known.
Since we're tossing around possibilities, here's what's currently in my car...kind of an old school motor-
302 with breathed on '64 289 heads, screw in rocker studs and moly pushrods- good for about 6200 rpms, torquey cam of unknown origin, supposedly ground for the Tiger, headers, factory Ford mechanical dual-point distributor with flame-thrower coil, Edelbrock Performer RPM manifold with Carter AFB competition 625 cfm carb...hasn't been on a dyno, but 1HP per cubic inch feels about right compared to other cars I've known.
How warm do you want it?
Back in the mid 70's my friend Mark got a stock Tiger for his birthday. He also wanted to "warm it up", but since the car was stock, he did not want to make major changes. A well respected Tiger mech. of the day, suggested he try a Holley 500 2 barrel, Corvair Turbo mufflers ( no Flowmaster then), and a recurved dist.Thats what he did. What a difference, great throttle response, and 20 mpg. About 3 yrs. later I got my Tiger. It was NOT stock. The PO had a pro built 289 block with 302 crank, rods, pistons, 4v heads, crane Boss spec. cam, Offenhouser intake, holley 600, and LAT headers. They also changed to a wide ratio gear set. My car was much faster than Marks, BUT the BIGGEST difference was first gear. A while back I was reading one of those mustang/hot rod ford fourms. A member was building a high power 351w, he asked about putting GT40p heads on it, one member responded with 302 parts= 302 power, well if your building a 351 that might be discouraging, but a 260 with 302 power, that's warm. A 302crank and rods will give you about 273, then a set of milled GT40p heads should be lots of fun. No matter what you do, the wide ratio first ,will make it faster. Of course you could do this.
http://www.hotrod.com/how-to/engine/1408-make-503hp-with-a-350-junkyard-302/
Back in the mid 70's my friend Mark got a stock Tiger for his birthday. He also wanted to "warm it up", but since the car was stock, he did not want to make major changes. A well respected Tiger mech. of the day, suggested he try a Holley 500 2 barrel, Corvair Turbo mufflers ( no Flowmaster then), and a recurved dist.Thats what he did. What a difference, great throttle response, and 20 mpg. About 3 yrs. later I got my Tiger. It was NOT stock. The PO had a pro built 289 block with 302 crank, rods, pistons, 4v heads, crane Boss spec. cam, Offenhouser intake, holley 600, and LAT headers. They also changed to a wide ratio gear set. My car was much faster than Marks, BUT the BIGGEST difference was first gear. A while back I was reading one of those mustang/hot rod ford fourms. A member was building a high power 351w, he asked about putting GT40p heads on it, one member responded with 302 parts= 302 power, well if your building a 351 that might be discouraging, but a 260 with 302 power, that's warm. A 302crank and rods will give you about 273, then a set of milled GT40p heads should be lots of fun. No matter what you do, the wide ratio first ,will make it faster. Of course you could do this.
http://www.hotrod.com/how-to/engine/1408-make-503hp-with-a-350-junkyard-302/
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