BP with predator carb?
10-07-05 | 12:48 AM
#1
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From: Oregon
BP with predator carb?
I might have a chance to pickup a low mile bridgeported 12a. The owner says he got it from a local reputable shop. He's telling me it has a predator carb with ported intake and dist. How well do you think this setup will go. This is going into my 66 baja possibly. I got a deal on my custom exhaust and will post some pics when its done. I posted here cause you guys know this better than me. Also how much would that be worth? thank you
10-07-05 | 07:14 AM
#4
I did a little search for you.
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 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.
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.
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.
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.
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.
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.
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
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.
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 Pump70 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.
10-07-05 | 09:09 AM
#6
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Joined: Mar 2004
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From: Calera, AL
The Predator is designed specifically for V8s, not rotaries. 930 cfm is too large, even for a bridge-port. I tried several setups on my current 13B bridge-port....Holley 770 street avenger, Holley 750 DP, a 58mm Weber IDA.....and nothing, I mean NOTHING, compares to the Racing Beat bridge-port Holley carb/manifold setup. The 650 seems as perfect as you can get for the 13B. A 930 cfm, V8 specific, carb on a 12A bridge-port should plain suck a$$.
10-07-05 | 10:01 AM
#7
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From: Oregon
2 wankel, I read that yesterday also. I heard that alot of the all out racers are using them also. blown 83, have you used one and had it properly tuned?? it is not just a 930cfm carb, it has variable venturi design, I read somewhere else that it is just like a 600 cfm or lower until it sees a need for more airflow and then it delivers it. it is never over or under carbureted, just read. I am just able to get a smokin deal on it hopefully. how much you guys think this setup is worth? just tryin to get some info, thanks
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10-07-05 | 01:04 PM
#10
Banned. I got OWNED!!!
Joined: Dec 2002
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From: wishing i was back in FL
Originally Posted by blown 83
The Predator is designed specifically for V8s, not rotaries. 930 cfm is too large, even for a bridge-port. I tried several setups on my current 13B bridge-port....Holley 770 street avenger, Holley 750 DP, a 58mm Weber IDA.....and nothing, I mean NOTHING, compares to the Racing Beat bridge-port Holley carb/manifold setup. The 650 seems as perfect as you can get for the 13B. A 930 cfm, V8 specific, carb on a 12A bridge-port should plain suck a$$.
thats why you get a standard holley 600cfm double pumper
model 4150 WOOOOOT!
10-07-05 | 05:01 PM
#14
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Joined: Mar 2004
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From: Calera, AL
Originally Posted by saltyslug
... blown 83, have you used one and had it properly tuned?? it is not just a 930cfm carb, it has variable venturi design, I read somewhere else that it is just like a 600 cfm or lower until it sees a need for more airflow and then it delivers it. it is never over or under carbureted, just read. I am just able to get a smokin deal on it hopefully. how much you guys think this setup is worth? just tryin to get some info, thanks
10-07-05 | 05:11 PM
#15
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Joined: Mar 2004
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From: Calera, AL
Oh, and before anyone goes to saying that something else could be wrong with both setups, I installed the RB carbs on boths setups and the Camden and bridge-port was back to life in full. I'm not trying to knock anyone trying different things. Go for it! Let us know your results.
10-09-05 | 12:16 PM
#16
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From: Oregon
I did not get the motor, I couldn't get ahold of the guy. I am not sure if he still has it but here is the link if any of you want to check it out. I ended up getting a 300zx turbo (dirt cheap)and will put that in my baja and put my current 12a into a street bug. I might just go ahead and port it when I do the swap.
http://portland.craigslist.org/pts/98919595.html
http://portland.craigslist.org/pts/98919595.html
