The All-New BIG97 Tri-Power. In Detail.
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1 The All-New BIG97 Tri-Power. In Detail. The all-new Stromberg BIG97. On the outside, it s Genuine 97 all the way. But on the inside, we re talking 250cfm, new improved fuel circuits, ported distributor vacuum and a whole lot more. Put together a Primary and two Secondaries and you ve got the ultimate 750cfm hot rod Tri-Power. Add our progressive linkage and classic 3-into-1 fuel lines and you re looking at old school carburetion with next level performance and drivability. BIG 750cfm airflow - 55% more air than regular 97s Signature 97 outside shape - No change! New power valve circuits improve fuel conditioning New 'early plenum effect' boosts top end power Ported distributor vacuum adds mid range torque Progressive linkages available with cable throttle and kickdown options Classic 3-into-1 fuel line available Runs out of the box. Pre-jetted for typical SBC/SBF
2 The All-New BIG97 Tri-Power. In Detail/2 Classic Primary/Secondary Tri-Power The BIG97 Tri-Power is the perfect bolt-on for your small block Chevy or Ford. Cruise economically on the center Primary, then punch in the Secondaries when you step on the gas. The BIG97 Primary features all of the typical 97 fuel circuits, though the power valve and accelerator pump circuits are significantly modified to improve fuel conditioning. It also provides ported vacuum for your modern aftermarket distributor (see more below). BIG 97 Primaries can also be used on their own or in multiples (with a direct or progressive linkage). BIG97 Secondaries have no power valve or accelerator pump circuits. Dummy accelerator pumps retain the classic 97 look. Secondaries are designed ONLY for use in multiple carburetor systems, connected to a Primary model with a progressive linkage. All three carburetors keep chokes, idle and transition ports for steady idle and good low throttle manners. The 750cfm Tri-Power - 55% more than regular 97s Stromberg Carburetor worked closely with Norm Schenk at Competition Fuel Systems, Tucson AZ, to maximise airflow without changing the classic 97 shape. Independent tests have rated BIG97s at 250cfm per carburetor. That's 55% more than our own regular 97s (162cfm). Here s how we did it: BIG 1.175in venturi with revised entry and recovery angles BIG97s move up to a 1.175in venturi with super-efficient 20 degree entry angles encouraging maximum pressure drop into the venturi, with minimum flow loss and excellent signal stability. Bigger, thinner 1.34in throttle plates work within offset throttle bores, while flared exit cones ensure good pressure recovery and low turbulence in the mixture leaving the carburetor. BIG97 accelerator pump discharge jets (Primary carburetors only) are smaller and located higher up, well out of the booster airflow.
3 The All-New BIG97 Tri-Power. In Detail/3 Early plenum effect A new, oval plenum shape, just under the throttle plates, helps the two separate barrels of air come together before they hit the intake plenum. This improves pressure recovery and increases airflow capability, but also builds power by slowing the mixture down to reduce turbulence in the transition from carburetor to manifold plenum. Coupled with our recommended intake manifold modifications, connecting the two manifold planes has further benefits as allowing any cylinder to draw from all six barrels brings the strong torque and easy drivability of a dual plane intake with a boost in top end horsepower more usually associated with a single plane. Improved fuel conditioning builds power and economy Revised fuel circuits help BIG97s meter a high quality, atomized Air/Fuel mixture for excellent combustion efficiency. With fuel supply capability close to 90lbs of fuel/hour and a BSFC (Brake Specific Fuel Consumption) of just lb of fuel/hr/hp, the BIG97 Tri-Power has the potential to support significant horsepower. Here s how we did it: New power valve circuits The BIG97 Primary carburetor has a new power valve. Located in the fuel bowl and activated by a new lever off the accelerator pump, it feeds top end enrichment directly into the emulsion tubes, significantly improving fuel conditioning at higher rpm. Why is this good? Because the more it emulsifies the fuel, especially at high rpm when manifold pressure is low and vaporization is harder, the easier it is to atomize, distribute and burn. In a regular 97, the power valve simply pours raw fuel through the accelerator pump discharge tubes into the booster venturi, so when it opens (at around half throttle) total fuel conditioning gets worse because you re using progressively less of the good emulsified 'main jet fuel' and more of the raw PV gas. There's no air bleed in the pump/pv circuit, either, so the mixture just gets richer as airflow increases. Worse than that, all this is happening at higher rpm when there is less intake manifold vacuum to help vaporization. It s a triple whammy that can only hurt horsepower at higher rpm.
4 The All-New BIG97 Tri-Power. In Detail/4 By directing that power valve fuel into the emulsion tubes, the BIG97 Primary improves the condition of the total fuel delivery, meaning more top end HP on less fuel. BIG97 Primaries retain a valve under the accelerator pump, but it shuts off once the pump has discharged. And BIG97 Secondaries also boast excellent fuel conditioning, as all of the fuel goes though the emulsion tubes. Retuned boosters for perfect signal Careful retuning of the BIG97 venturi booster shape and position has produced a very stable signal, whatever the cfm flow, with a curve that follows the mathematical equation to near perfection. A strong signal ensures the correct Air/Fuel ratio throughout the power band with good atomization even at low rpm. It can also boost fuel economy by allowing smaller jetting, especially in the Primary carburetor. The point in the venturi shape where the lowest pressure occurs (the vena contracta), is traditionally where the bottom of the booster is placed, but raising it higher in the venturi, with a radiused entry shape, helped air flow and made it easier to achieve a high quality booster signal curve. In addition, the mixture exiting the booster was then free to expand in the area where pressure is lowest, aiding fuel atomization and air/fuel distribution. Big bore emulsion tubes and new jetting BIG97s come with new emulsion tubes and revised jetting, compatible with their greater airflow capability. Along with a bigger bore, the new emulsion tubes have a revised tip angle, which improves the signal curve and stops the airflow curtaining' off the tube discharge hole, helping prevent high end lean out. The BIG97 Tri-Power is factory jetted to suit a typical Small Block Chevy/Ford crate motor. Jetting for Primary and Secondary carburetors is different, as marked on the carburetor box. Alternative jetting may be required for altitude, other and nonstandard engines; different multiple carburetion; forced induction or special fuels; and local and seasonal differences in fuel formulations. As with a regular 97, idle air bleeds and high speed air bleeds are fixed, though for the BIG97, a wide range of main jets and power valves is joined by a small range of alternative idle jet sizes for more sophisticated tuning. Ported distributor vacuum adds mid range torque The BIG97 Primary carb provides ported vacuum through a small brass fitting located just behind the kicker linkage on the side of the carburetor base (throttle body). The vacuum port (supplied) can be fitted in place of the small set screw (factory installed) to suit individual requirements. Ported vacuum has been seen to help engines improve combustion efficiency in cruising mode, running a little smoother and cooler, with moderate improvements in fuel mileage and more torque through the mid-range (typically 3 to 4 ft-lb).
5 The All-New BIG97 Tri-Power. In Detail/5 All Genuine 97! Everything that has made the regular new Stromberg 97 so popular over the past ten years has been built into the all-new BIG97: An early-style cast iron base for low heat transfer. A reinforced air horn casting to eliminate warping and leaks. A 97 logo and all the other correct markings. High tech cellulose/nitrile gaskets. Stainless steel levers, linkage and springs. Original-style riveted throttle and choke shafts. And more. Tuning the BIG97 Tri-Power On multiple BIG97 applications, we recommend that the idle circuits are kept operational on all carburetors (ie. do not blank off the idle circuits on Secondary carburetors). BIG97s are shipped with the top edge of the throttle plates set at the bottom edge of the transition ports, ensuring smooth low speed transition as the Secondaries begin to open. On a Tri-Power with progressive linkage, aim to keep the Secondary carburetor throttle plate positions set this way, linked so that they all close simultaneously. The idle speed is then set using the Primary carburetor throttle stop screw. Once the idle speed is set, check that the Primary throttle-plate position is still below the transition ports. If it is too high (at or above the transition ports), this may indicate low idle manifold vacuum - typically seen with longer duration camshafts - and some additional initial (static) ignition timing may be required. In extreme cases, the addition of throttle-plate air holes may be required to get those plates below the transition ports. This is even more critical where the vacuum port is used as this port MUST not be exposed to manifold vacuum at idle. Idle mixture is set in the usual way. Aim for matching idle mixture screw positions on both Secondary carburetors and not too much difference between Secondary and Primary. NOTE: Traditional carburetor balancing can help with a multiple carburetor setup on a direct linkage. However, on a BIG97 Tri-Power with progressive linkage, secondary throttle plate position is more critical than absolute balance to ensure smooth running (see above). Modifying your intake manifold The BIG97 early plenum effect brings the strong torque/easy drivability characteristics of a dual plane intake with a power curve more usually associated with a single plane. The simple intake manifold modifications explained in our Tech Center article How To: Maximise BIG97 intake flow enhance that effect, adding even more potential to your BIG97 Tri-Power. Put simply, BIG97s have bigger throttle bores than a regular 97 so some intake manifolds may need opening up a little on the carburetor mounting to match the carburetor. You can use the supplied manifold gasket as a template. The deeper you can take that porting, the better your BIG97s will flow. Finally, don t forget, the all-new BIG97 Tri-Power is available only from Genuine Stromberg dealers! Stromberg 2015
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