do u think i can use this bad boy? "carb"
02-06-07, 09:31 PM
#2
Senior Member
Thread Starter
Join Date: Mar 2005
Location: miami
Posts: 598
Likes: 0
Received 0 Likes
on
0 Posts
02-06-07, 10:03 PM
#3
Chicken Adobo
iTrader: (6)
Join Date: Jul 2004
Location: City of Angels
Posts: 1,729
Likes: 0
Received 0 Likes
on
0 Posts
pretty much anything will work with enough time an dmoney.
assuming the carb itself works
you will need a manifold made for it, it tuned properly, lower pressure fuel pump, figure out what ignition you would use
werent you the one with the wiring issues?
assuming the carb itself works
you will need a manifold made for it, it tuned properly, lower pressure fuel pump, figure out what ignition you would use
werent you the one with the wiring issues?
02-06-07, 10:18 PM
#4
I found this in the archives:
The Predator carburetor is of a complete variable venturi design. It is the most responsive, best low-end torque application carburetor available on the market today, with the added benefit of more c.f.m. as necessary. The Predator is capable of flowing up to 930 c.f.m.; but works strictly off of the air demand of the engine and meters the fuel in a direct relationship to that demand. In other words, if an engine requires 600 c.f.m. to pull a certain load, the Predator will, through the use of its variable venturi air doors, allow only this much air and a corresponding amount of fuel to enter the intake manifold. Therefore, the engine is never "under" of "over" carbureted at any given engine rpm or load. The primary benefits of the Predator are centered around appearance and function. There are no jets to change, no leaking power valves, no internal gaskets to swell (other than the accelerator pump diaphragm). Adjustments are easily mastered and rebuilding, when necessary, is a snap. The Predator 6000 is relatively maintenance free-one less thing to tune and repair.
Each 6000 series Predator is packaged with an air filter adapter, adapter installation hardware, a fuel line adapter, stud washers two alternate cam profiles and a height gauge. For those seeking maximum appearance, the Predator is available fully chrome plated. The standard finish is ball burnish. Also offered factory-equipped with special idle circuit, or set up for alcohol.Each 6000 series Predator is packaged with an air filter adapter, adapter installation hardware, a fuel line adapter, stud washers two alternate cam profiles and a height gauge. For those seeking maximum appearance, the Predator is available fully chrome plated. The standard finish is ball burnish. Also offered factory-equipped with special idle circuit, or set up for alcohol.
Predator carburetor...........................6000PXP
Chrome Predator carburetor..............6000PXC
Alcohol Predator carburetor..............6000PXA
Predator with Idle Circuit...................6000PXI
APPLICATIONS
The current day Predator is designed for practically any application including Drag Racing, Circle Track, Mud Bogs, Boats, Off-Road, Tractor Pulls, Show Cars, and Hill Climbs. The Predator 6000 carburetor is adaptable to a variety of four-barrel applications by utilizing a base plate with fastener slots. This design makes the Predator a universal fit for both Holley square-flange and factory-type spread-bore applications. In fact, the Predator can be mounted in any direction with respect to the fuel bowl; i.e. fuel bowl to the front, rear or either side. The primary mounting factor is the fuel pickup in the carburetor's bowl.
For street applications of the 6000PXP, where frequent braking is a consideration, we recommend that the fuel bowl be pointed to the rear to ensure fuel delivery under deceleration. Owners of drag race, circle track and off-road vehicles, on the other hand, will find that the Predator works best with the fuel bowl point forward (due to vehicle rise upon acceleration). In either case, a bell crank is required for proper throttle linkage hookup (see ). For owners of the 6000PXI, proper mounting position is fuel bowl forward and use a K5080 bell crank.
The Predator's flow and idle capabilities make it ideal for fueling 300 to 500 cubic-inch engines. When installed on an engine within this range the Predator will permit idle speeds as low as 800 to 1200 rpm.
While bountiful low-end torque will be felt after bolting on a Predator, the carburetor generally won't be as fuel efficient as your present fuel mixer. This is due to the fact that our factory-installed cam is designed to meter an air/fuel ratio of approximately 12.5 to 13:1 throughout the entire rpm range. This contributes to the Predator's high torque and smooth power band characteristics. Dual-purpose carburetors, on the other hand, are set up to deliver approximately 14:1 in the idle to off-idle range and enrich the mixture on the top end, a compromise at best.
SINGLE 4-BBL
The installation of a Predator 6000 on any performance-oriented application will produce a noticeable improvement in throttle response. A slotted base plate permits attachment to any four-barrel intake manifold. CARBURETOR SPACERS
Due to the Predator's use of a fuel-metering block positioned over two rectangular throttle blades, the air/fuel mixture flowing down the center tends to be richer than that on the outer sides. To provide additional manifold volume for the mixture to homogenize, we recommend the use of a carburetor spacer, especially on dual-plane manifold applications. We've found that a 1" or 2" spacer works exceptionally well. NITROUS
We've found nitrous oxide to be a perfect compliment to the incredible performance characteristics of the Predator. When a plate-type nitrous system is employed, the plate also acts as a carburetor spacer promoting better air-fuel mixtures for maximum horsepower. TUNNEL RAM
By combining the Predator's low-end torque characteristics with the top-end charge of a tunnel ram, the performance enthusiast can have the best of both worlds. Add to this the use of variable venturi carburetors and you can see why a Predator-topped tunnel ram application can be the perfect solution for street/strip excitement. BLOWER
Superchargers, whether of the 6-71, mini, or draw-thru turbocharger type, perform a dual-purpose function. In addition to their air compressing qualities, superchargers help to ensure complete homogenization of the air-fuel mixture.
FUEL REQUIREMENTS The fuel metering system in this Predator is designed for gasoline. That is, any blend or octane of gasoline. The normally aspirated Predator can breathe 930 c.f.m. (cubic feet per minute) of air, so the fuel requirement is very demanding, and it is absolutely imperative that the following requirements be met for maximum performance. Each Predator has a brass inlet fuel fitting and a 1/2" -20-thread inverted flare hose adapter (3/8" hose size). An A/N adapter (Predator part #5096) adapts to No. 6 braided hose (Predator part #5098) to No. 8 (see Accessory Page). Chart 2 ~ Fuel Flow Requirements for Maximum Performance Fuel Pump
70 GPH or 420 lbs. per hour
Fuel Regulator
6 or 7 PSI flowing (wide open throttle)
Fuel Line
Tank to Pump Pump to Regulator Regulator to Carb.
1/2" I.D. hose or #8 A/N 3/8" I.D. hose or #6 A/N
Fuel Filter
In-line will work but a canister high volume is best.
Multiple Carb Set-ups
Separate pumps, lines and regulators should be used.
The Predator carburetor is of a complete variable venturi design. It is the most responsive, best low-end torque application carburetor available on the market today, with the added benefit of more c.f.m. as necessary. The Predator is capable of flowing up to 930 c.f.m.; but works strictly off of the air demand of the engine and meters the fuel in a direct relationship to that demand. In other words, if an engine requires 600 c.f.m. to pull a certain load, the Predator will, through the use of its variable venturi air doors, allow only this much air and a corresponding amount of fuel to enter the intake manifold. Therefore, the engine is never "under" of "over" carbureted at any given engine rpm or load. The primary benefits of the Predator are centered around appearance and function. There are no jets to change, no leaking power valves, no internal gaskets to swell (other than the accelerator pump diaphragm). Adjustments are easily mastered and rebuilding, when necessary, is a snap. The Predator 6000 is relatively maintenance free-one less thing to tune and repair.
Each 6000 series Predator is packaged with an air filter adapter, adapter installation hardware, a fuel line adapter, stud washers two alternate cam profiles and a height gauge. For those seeking maximum appearance, the Predator is available fully chrome plated. The standard finish is ball burnish. Also offered factory-equipped with special idle circuit, or set up for alcohol.Each 6000 series Predator is packaged with an air filter adapter, adapter installation hardware, a fuel line adapter, stud washers two alternate cam profiles and a height gauge. For those seeking maximum appearance, the Predator is available fully chrome plated. The standard finish is ball burnish. Also offered factory-equipped with special idle circuit, or set up for alcohol.
Predator carburetor...........................6000PXP
Chrome Predator carburetor..............6000PXC
Alcohol Predator carburetor..............6000PXA
Predator with Idle Circuit...................6000PXI
APPLICATIONS
The current day Predator is designed for practically any application including Drag Racing, Circle Track, Mud Bogs, Boats, Off-Road, Tractor Pulls, Show Cars, and Hill Climbs. The Predator 6000 carburetor is adaptable to a variety of four-barrel applications by utilizing a base plate with fastener slots. This design makes the Predator a universal fit for both Holley square-flange and factory-type spread-bore applications. In fact, the Predator can be mounted in any direction with respect to the fuel bowl; i.e. fuel bowl to the front, rear or either side. The primary mounting factor is the fuel pickup in the carburetor's bowl.
For street applications of the 6000PXP, where frequent braking is a consideration, we recommend that the fuel bowl be pointed to the rear to ensure fuel delivery under deceleration. Owners of drag race, circle track and off-road vehicles, on the other hand, will find that the Predator works best with the fuel bowl point forward (due to vehicle rise upon acceleration). In either case, a bell crank is required for proper throttle linkage hookup (see ). For owners of the 6000PXI, proper mounting position is fuel bowl forward and use a K5080 bell crank.
The Predator's flow and idle capabilities make it ideal for fueling 300 to 500 cubic-inch engines. When installed on an engine within this range the Predator will permit idle speeds as low as 800 to 1200 rpm.
While bountiful low-end torque will be felt after bolting on a Predator, the carburetor generally won't be as fuel efficient as your present fuel mixer. This is due to the fact that our factory-installed cam is designed to meter an air/fuel ratio of approximately 12.5 to 13:1 throughout the entire rpm range. This contributes to the Predator's high torque and smooth power band characteristics. Dual-purpose carburetors, on the other hand, are set up to deliver approximately 14:1 in the idle to off-idle range and enrich the mixture on the top end, a compromise at best.
SINGLE 4-BBL
The installation of a Predator 6000 on any performance-oriented application will produce a noticeable improvement in throttle response. A slotted base plate permits attachment to any four-barrel intake manifold. CARBURETOR SPACERS
Due to the Predator's use of a fuel-metering block positioned over two rectangular throttle blades, the air/fuel mixture flowing down the center tends to be richer than that on the outer sides. To provide additional manifold volume for the mixture to homogenize, we recommend the use of a carburetor spacer, especially on dual-plane manifold applications. We've found that a 1" or 2" spacer works exceptionally well. NITROUS
We've found nitrous oxide to be a perfect compliment to the incredible performance characteristics of the Predator. When a plate-type nitrous system is employed, the plate also acts as a carburetor spacer promoting better air-fuel mixtures for maximum horsepower. TUNNEL RAM
By combining the Predator's low-end torque characteristics with the top-end charge of a tunnel ram, the performance enthusiast can have the best of both worlds. Add to this the use of variable venturi carburetors and you can see why a Predator-topped tunnel ram application can be the perfect solution for street/strip excitement. BLOWER
Superchargers, whether of the 6-71, mini, or draw-thru turbocharger type, perform a dual-purpose function. In addition to their air compressing qualities, superchargers help to ensure complete homogenization of the air-fuel mixture.
FUEL REQUIREMENTS The fuel metering system in this Predator is designed for gasoline. That is, any blend or octane of gasoline. The normally aspirated Predator can breathe 930 c.f.m. (cubic feet per minute) of air, so the fuel requirement is very demanding, and it is absolutely imperative that the following requirements be met for maximum performance. Each Predator has a brass inlet fuel fitting and a 1/2" -20-thread inverted flare hose adapter (3/8" hose size). An A/N adapter (Predator part #5096) adapts to No. 6 braided hose (Predator part #5098) to No. 8 (see Accessory Page). Chart 2 ~ Fuel Flow Requirements for Maximum Performance Fuel Pump
70 GPH or 420 lbs. per hour
Fuel Regulator
6 or 7 PSI flowing (wide open throttle)
Fuel Line
Tank to Pump Pump to Regulator Regulator to Carb.
1/2" I.D. hose or #8 A/N 3/8" I.D. hose or #6 A/N
Fuel Filter
In-line will work but a canister high volume is best.
Multiple Carb Set-ups
Separate pumps, lines and regulators should be used.
02-07-07, 10:08 AM
#6
Senior Member
Thread Starter
Join Date: Mar 2005
Location: miami
Posts: 598
Likes: 0
Received 0 Likes
on
0 Posts
because there are many carbed rx7 that would wop efi rx7. "carbs make less power and not efficient" ok go to puerto rico and see how many carbed mid 7's in a 1/4 rx7s there are.
i want to go with bp 13b, and going with efi like megasquirt will maybe gain only a few hp like 5-10 maybe at fly. my goal is to make 215-220 to wheels with a carb.
efi is expensive, plus a laptop, plus going to dyno or use a wideband. ($700)
carbs are cheap, and tune is by sound motor makes. ($150)
i want to go with bp 13b, and going with efi like megasquirt will maybe gain only a few hp like 5-10 maybe at fly. my goal is to make 215-220 to wheels with a carb.
efi is expensive, plus a laptop, plus going to dyno or use a wideband. ($700)
carbs are cheap, and tune is by sound motor makes. ($150)
Trending Topics
02-07-07, 10:34 AM
#9
You live in Miami, there are many carb gurus over there. Best bet is to get one of them to work on a Holley carb and tune to your engine. You are lucky to have so many "gurus" over there.
EFI is good for daily driving or stock engines. Even if you have a bad *** engine EFI is the way to go. A lot of the racers in Puerto Rico are EFI if you want to run quick.
Carb guys can run decent, less money and I don't think there is a carb'd guy running quicker than EFI. I think Siguel was running Carbs on a 3 rotor but I don't think he is doing it now. Dragracers or people who follow it more, please correct me if I am wrong....
I noticed a lot of 2nd gen RX-7s in Florida are being ripped out of their FI components in favor of a carb. A friend of mine bought one here in Va but formerly a Florida car had the FI ripped out. I don't think it's necessarily better. It is just cheaper for them. But money wise, a good carb for racing is better than stock FI and stock computer. Driveability for everyday would be an issue. Can you say Gas Hog????? Then again if you an have an RX-7 or other rotary engined vehicle and are complaining about gas, you picked the wrong system/vehicle.......
I kind of agree and disagree. How much money is always a factor like usual.
Just my 2 cents.
EFI is good for daily driving or stock engines. Even if you have a bad *** engine EFI is the way to go. A lot of the racers in Puerto Rico are EFI if you want to run quick.
Carb guys can run decent, less money and I don't think there is a carb'd guy running quicker than EFI. I think Siguel was running Carbs on a 3 rotor but I don't think he is doing it now. Dragracers or people who follow it more, please correct me if I am wrong....
I noticed a lot of 2nd gen RX-7s in Florida are being ripped out of their FI components in favor of a carb. A friend of mine bought one here in Va but formerly a Florida car had the FI ripped out. I don't think it's necessarily better. It is just cheaper for them. But money wise, a good carb for racing is better than stock FI and stock computer. Driveability for everyday would be an issue. Can you say Gas Hog????? Then again if you an have an RX-7 or other rotary engined vehicle and are complaining about gas, you picked the wrong system/vehicle.......
I kind of agree and disagree. How much money is always a factor like usual.
Just my 2 cents.
02-07-07, 01:19 PM
#10
Engine, Not Motor
iTrader: (1)
Join Date: Feb 2001
Location: London, Ontario, Canada
Posts: 29,789
Likes: 0
Received 108 Likes
on
91 Posts
To open this can of worms yet again...
Because as we all know, everything that works in racing is also perfectly ideal for street use. 
I suspect top end with either a carb or EFI will be very similar in most cases (all things like manifolds being equal, of course). HOWEVER, and especially with a bridgeport, there will be a MASSIVE difference in all the points in between. The EFI car will start easier, will not buck at low throttles (when properly tuned), won't have temperature dependant drivability issues, will get (dare I say it!) reasonable mileage, will have a lower idle, will be smoother and more responsive throughout the rev range and be easier to tune (remember that bridgeports produce wildly variable vacuum).
You can tune EFI by ear just as easily as you can tune a carb by ear. Easier, in fact since it can be done without disassembling things...BOTH tunes are going to require a wideband and/or EGT if you intend on it being more then guesswork.
Almost everyone has or has access to a laptop. If not, $20 on eBay buys you one.
Originally Posted by rx7vadim
because there are many carbed rx7 that would wop efi rx7. "carbs make less power and not efficient" ok go to puerto rico and see how many carbed mid 7's in a 1/4 rx7s there are.
i want to go with bp 13b, and going with efi like megasquirt will maybe gain only a few hp like 5-10 maybe at fly. my goal is to make 215-220 to wheels with a carb.
efi is expensive, plus a laptop, plus going to dyno or use a wideband. ($700)
carbs are cheap, and tune is by sound motor makes. ($150)
carbs are cheap, and tune is by sound motor makes. ($150)
Almost everyone has or has access to a laptop. If not, $20 on eBay buys you one.
02-07-07, 11:28 PM
#12
ROT8IN' SINCE 1991
iTrader: (1)
Join Date: Oct 2006
Location: RotaryEmpire, Ca.
Posts: 786
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by rx7vadim
efi is expensive, plus a laptop, plus going to dyno or use a wideband. ($700)
carbs are cheap, and tune is by sound motor makes. ($150)
Can't we all just get along?! It's just a matter of preference. Just like opinions, everybody's got one. 
It's-all-good! I've got an RX-2 with a TII EFI set-up and a REPU with a carburetor set-up. I love'm both! 
02-08-07, 12:59 AM
#13
Rotary Fan
Join Date: Nov 2006
Location: Eagleville, TN
Posts: 159
Likes: 0
Received 0 Likes
on
0 Posts
Can't we all just get along?! It's just a matter of preference. Just like opinions, everybody's got one.
Same thoughts exactly, I've had both. I'm currently running the Holly set up and love it. I absolutly just cant stand it when people make the remark "Going carbed is just a half assed way of making power". Just trying to be different and all I get is negative remarks from everyone.
Same thoughts exactly, I've had both. I'm currently running the Holly set up and love it. I absolutly just cant stand it when people make the remark "Going carbed is just a half assed way of making power". Just trying to be different and all I get is negative remarks from everyone.
Thread
Thread Starter
Forum
Replies
Last Post
