fbekholden.com

For the collection.

Which I keep pretending Im gunna start selling and stop adding too.

This is the first one Ive bought for ages though.

Dunno if that means Im healing or whether Ive just fallen off the wagon...lol

wot179 wrote: ..... stop adding too.....

It's addictive.

Ladies and gents,

Many of you will have known John Brown, a long term humpy enthusiast and collector of a wide assortment of early Holden gear (not to mention a great bloke). I have been fortunate enough to have visited John prior to him passing away… a trip to John’s place was like walking into Aladdin’s cave. An overview of the collection has been published previously in Street Machine magazine. John had been slowly cataloguing his collection, both by photographs and by hand-written notes.

For this first post, I will concentrate on John’s inlet manifolds. Exhaust manifolds to follow.

The photo below shows (from top to bottom):
1. A Thomas twin two-barrel carburettor inlet manifold to suit Holden grey motor. This manifold does not retain the original “hot box” exhaust gas heating.
2. A Gibson & Co. Gibson Superpower single two-barrel carburettor inlet manifold to suit Holden grey motor. WL 6354 relates to Gibson’s telephone number. This manifold retains the original “hot box” exhaust gas heating.
3. A Gibson & Co. Twin Superpower single two-barrel carburettor side mount Stromberg inlet manifold to suit Holden grey motor. Note the north-south orientation of the carburettor compared to the east-west orientation in the similar manifold above. WL 6354 again relates to Gibson’s telephone number. This manifold retains the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. A Gibson & Co. Grand Prix twin two-barrel carburettor inlet manifold to suit Holden grey motor. Note the phone number change to 856354 compared to the WL 6354 in the castings above. This manifold retains the original “hot box” exhaust gas heating.
2. An unbranded cast brass triple 1½-1¼” SU carburettor inlet manifold to suit Holden grey motor. Note the balance tubes between the three inlet ports. This manifold does not retain the original “hot box” exhaust gas heating.
3. An Arrowpart triple 1¼” SU carburettor inlet manifold to suit Holden grey motor. Note again the balance tubes between the three inlet ports. This manifold does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. Another view of the Arrowpart triple 1¼” SU carburettor inlet manifold shown above.
2. A Sonic triple 1½” SU carburettor short-runner inlet manifold to suit Holden grey motor. This manifold again has balance tubes between the three inlet ports and does not retain the original “hot box” exhaust gas heating.
3. Another view of the Sonic triple 1½” SU carburettor short-runner inlet manifold shown above.


The photo below shows (from top to bottom):
1. A Speco triple 1½” SU carburettor inlet manifold to suit Holden grey motor. This manifold has provision for balance tubes between the three inlet ports, though they have been removed from the manifold. This manifold does not retain the original “hot box” exhaust gas heating.
2. A Lynx triple 1½” SU carburettor inlet manifold to suit Holden grey motor. Again, this manifold has provision for balance tubes between the three inlet ports (though they have been removed from the manifold) and does not retain the original “hot box” exhaust gas heating.
3. An unbranded triple 1¼” triple SU carburettor inlet manifold to suit Holden grey motor. This manifold has balance tubes between the three inlet ports and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. An unbranded triple 1¼” SU carburettor inlet manifold to suit Holden grey motor. This manifold has balance tubes between the three inlet ports and does not retain the original “hot box” exhaust gas heating.
2. A Sonic triple 1½” SU carburettor short-runner inlet manifold to suit Holden grey motor. This manifold has balance tubes between the three inlet ports and does not retain the original “hot box” exhaust gas heating.
3. Another view of the Sonic triple 1½” SU carburettor short-runner inlet manifold shown above.


The photo below shows (from top to bottom):
1. A Sonic triple 1½” SU carburettor long-runner inlet manifold to suit Holden grey motor. This manifold has balance tubes between the three inlet ports and does not retain the original “hot box” exhaust gas heating.
2. Another view of the Sonic triple 1½” SU carburettor long-runner inlet manifold shown above.
3. A Lynx FJ-EJ triple 1½” SU carburettor inlet manifold to suit Holden grey motor. This manifold has balance channels cast between the three inlet ports and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. A Lynx FJ-EJ 1½”-1¾” triple SU carburettor inlet manifold to suit Holden grey motor. This manifold has balance channels cast between the three inlet ports and does not retain the original “hot box” exhaust gas heating.
2. A Warneford Design triple 1¾” SU carburettor inlet manifold to suit Holden grey motor. Like the Lynx manifolds shown above, this manifold has balance channels cast between the three inlet ports and does not retain the original “hot box” exhaust gas heating.
4. A Lynx triple 1¾” SU carburettor long-runner inlet manifold to suit Holden grey motor. This manifold has balance tubes between the three inlet ports and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. Another view of the Lynx triple 1¾” SU carburettor long-runner inlet manifold shown above.
2. An Armours triple 1¾” SU carburettor long-runner inlet manifold to suit Holden grey motor. This manifold has balance tubes between the three inlet ports and does not retain the original “hot box” exhaust gas heating.
3. Another view of the Armours triple 1¾” SU carburettor inlet manifold shown above.


The photo below shows (from top to bottom):
1. A Speco Manifold For Holden single 40-45mm Weber carburettor inlet manifold to suit Holden grey motor. This manifold does not retain the original “hot box” exhaust gas heating.
2. Another view of the Speco Manifold For Holden single 40-45mm Weber carburettor inlet manifold to suit Holden grey motor.
3. A Thomas twin 1½” SU carburettor inlet manifold to suit Holden grey motor. This manifold does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. An unbranded triple B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This is possibly a unit manufactured by SJ Brown. Note that this manifold orients the carburettors at 90º (float bowls pointing east-west) compared to the normal orientation. This would make the float chambers very susceptible to fuel slosh during acceleration or deceleration. Note the lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted. This manifold does not retain the original “hot box” exhaust gas heating.
2. A Cain triple B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold also has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
3. A Speco triple B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold also has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. A Speed O Motive (later John Cain) triple B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold also has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. A Hama IM 27 twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Note the longer runners in this manifold comparted to most B-model Stromberg manifolds. This manifold also has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
3. An Automotive Carburettors (later Warneford) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Note the address on the label of William Street East Sydney and a new phone number. This manifold also has lugs cast under the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. Another Auto Carburettors (later Warneford) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Like the Auto Carburettors manifold above, this manifold also has lugs cast under the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating. Note however the differences in the main plenum under each carburettor and the different runner shape.
2. An unbranded twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold also no lugs cast to allow a divorced throttle linkage bar to be mounted (i.e. is likely to run a married linkage), and does not retain the original “hot box” exhaust gas heating.
3. An unbranded twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Again, this manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. An unbranded twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Again, this manifold also no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. An Arrowpart (Grant Arrow, NSW) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast under the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
3. A Chaparral (Melbourne) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating. Note that this manifold has medium length runners (i.e. is slightly longer in the runner than most twin-Stromberg manifolds).


The photo shows (from top to bottom):
1. A Rowe (South Australia?) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. An unbranded twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating. Note the blank space where a nameplate may once have been affixed.
3. A Hi-Torque (Aunger) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. A Cain twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. A Power Pact twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
3. An unbranded twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. An I.K. Nedloh twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. A Cooper Equipment (South Australia) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
3. An unbranded twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. A Monaro motors Melbourne (late) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. The underside of an early Monaro Motors Melbourne (underside) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Like the later Monaro Motors Melbourne manifold above, this manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted. However, this earlier manifold retains the original “hot box” exhaust gas heating.
3. The topside of the above early Monaro Motors Melbourne twin B-model Stromberg carburettor inlet manifold.


The photo below shows an unbranded twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. An unbranded twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. A Firestreak twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
3. Firestreak twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Unlike the Firestreak manifold above, this manifold has no lugs to allow a divorced throttle linkage bar to be mounted, though again does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. A Lanspeed twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. A Lanspeed twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Unlike the Lanspeed manifold above, this manifold has a lug cast into the top of the manifold plenum to allow a divorced throttle linkage bar to be mounted, though again does not retain the original “hot box” exhaust gas heating.
3. An SJ Brown twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. A Speco twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. An Automotive Carburettors and Monaro Motors (South Australia) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
3. An early Warneford Design (early) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted, though does retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. An Armours twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. An MPG twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating. Note the similarity to the Armours manifold shown above.
3. A Speed o Motive (later John Cain) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. A Hanrahan Special (Melbourne) twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold has lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted and does not retain the original “hot box” exhaust gas heating.
2. A One of Two Arbies single or twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Either the mould wore out, or someone was having a bad day when the mould was made, as the letter “C” is missing from the word “Carbies”. This manifold has no lugs cast to allow a divorced throttle linkage bar to be mounted, though does retain the original “hot box” exhaust gas heating. This type of manifold allows either one or two Stromberg carburettors to be used. The unused positions are blanked off. These manifolds are often mistakenly advertised as triple Stromberg carburettor manifolds. However, the spacing between the flange centrelines is too small to allow three carburettors to fit – the float bowls clash with the back of the adjacent carburettor body.
3. An unbranded triple two-barrel carburettor inlet manifold to suit Holden grey motor. This manifold has no provision for balance tubes between the three inlet ports.


The photo below shows another view of the triple two-barrel carburettor inlet manifold shown above.


RIP John.

Cheers,
Harv

Some more photos from John Brown's collection.

The photo below shows (from top to bottom):
1. The Joker fuel shutoff to suit Holden grey motor. Whilst not a NASCO accessory, The Joker carburettor lock is a period correct accessory for early Holdens. The Joker was fitted between the carburettor and the insulating spacer, using extended studs. By closing the key lock on The Joker, a throttle plate closed, preventing fuel and air supply to the engine. The Joker also acted as a spacer, giving rise to the claims of better atomisation and performance (despite the thick-edged throttle plate being a fairly considerable obstruction to air flow). More information on the Joker is in the Stromberg Guide:
2. A Kleinig water heating plate to suit the standard Holden grey motor inlet manifold. When the exhaust manifold is removed (normally to fit headers), the connection between the exhaust and inlet manifolds (the “hot box”) is lost. The inlet manifold side is closed (i.e. no inlet gases can escape), so a blanking plate is not required. However, this removes the exhaust gas heating that helps with cold starting. The Kleinig water heating plate bolts to the bottom of the inlet manifold where the exhaust manifold would normally connect. Instead of using exhaust gas, radiator water is tapped to provide heating. This will be a lot slower to provide heat than the original “hot box”, and is unlikely to help much with cold start – the benefit of a water heating plate is more likely in better fuel atomisation once the vehicle is warm.
3. An unbranded cast iron exhaust manifold blanking plate to suit the standard Holden grey motor exhaust manifold. When the inlet manifold is removed (for example to fit a twin carburettor manifold), the exhaust manifold “hot box” becomes open (i.e the exhaust gases can escape). This blanking plate can then be fitted to the standard exhaust manifold to allow the standard exhaust to be run with the new inlet manifold. Note that this removes the exhaust gas heating that helps with cold starting. By flipping the blanking plate, it could also be fitted to the inlet manifold (similar to the Kleinig water heating plate shown above) for use when the exhaust manifold was removed… though in this case would serve no purpose other than making the bottom of the standard inlet manifold look smoother.


The photo below shows (from top to bottom):
1. An unbranded finned alloy exhaust manifold blanking plate to suit the standard Holden grey motor exhaust manifold. This is used identically to the cast iron blanking plate shown above.
2. A Peter Manton DGN Nikki adaptor used to bolt a 2-barrel Nikki carburettor to the standard Holden grey motor inlet manifold. I’m guessing here that the DGN cast into the adaptor stands for “Design”. There is some excellent background material on Peter’s go-fast gear manufacturing (and racing) here: http://www.miniexperience.com.au/filead ... Manton.pdf
3. A Lynx adaptor used to bolt a 2-barrel carburettor to the standard Holden grey motor inlet manifold.


The photo below shows (from top to bottom):
1. A SPECO adaptor used to bolt a three-bolt flanged Stromberg 97 carburettor to the standard Holden grey motor inlet manifold. Note the absence of bolt holes in the inlet-manifold side of the adaptor – this could be drilled out to suit the grey motor SAE-1 flange, or the later red motor SAE-2 flange.
2. Another view of the same SPECO Stromberg 97 adaptor.
3. An SAAS ram tube to suit SU carburettors. These are not a great design… testing published in Tuning BL’s A-Series Engine (David Vizard) shows that this configutation will flow some 1.2% less than using no ram tube. A well designed ram tube can flow up to 5.8% more than the bare carburettor.


The photo below shows (from top to bottom):
1. A set of Jack Myers cast iron four-into-two exhaust headers to suit Holden grey motor. John purchased nine sets of these in the 1970’s at a Bent Eights swapmeet for $9 (yes, $1 a set). The headers hadn’t sold on the day of the swapmeet, and so were put up for auction by the sellers. As one person noted, who wants to take that junk home. With sets now selling for $1000+ who would have believed. These headers were available in both plain cast and chrome. The ports in the Jack Meyers headers are not as large as the Lanspeed or Lyn headers.
2. A set of Kleinig cast iron four-into-two exhaust headers to suit Holden grey motor. These headers are well cast with good porting. John purchased them new from Kleinig when their shop closed in the late 1970’s. The plate on these were not on production items as these headers were part of a product display.
3. A set of Speco cast iron four-into-two exhaust headers to suit Holden grey motor. In John’s opinion not much improvement over the stock exhaust manifold. The headers have poor and small port design and a very small outlet. The headers appear to have a tendency to break near the outlet. John purchased these headers from an advertisement in the Trading Post, Sydney (NSW).


The photo below shows (from top to bottom):
1. A set of Lanspeed cast iron four-into-two exhaust headers to suit Holden grey motor. These headers were well cast, with good porting and smooth flow. The headers were part of a set of a twin carb manifold and rocker cover set that John purchased at the Canberra Nationals (ACT).
2. A set of unbranded cast iron four-into-two exhaust headers to suit Holden grey motor. These headers are similar to the Lanspeed headers shown above and may have been made when the moulds were wearing.
3. A set of Lyn cast iron four-into-two exhaust headers to suit Holden grey motor. These headers are also similar to the Lanspeed headers shown above. These headers have a matching Lyn-branded rocker cover and show good port size. John purchased these headers at a Footscray (VIC) swapmeet.


The photo below shows a set of Kleinig Motors Sydney Power Equipment cast alloy four-into-one headers to suit Holden grey motor. These headers were the prototype for the Kleinig cast four-into-one headers shown below. The alloy headers were used in the Kleinig display window set up on a grey motor, together with many of the Kleinig products. John purchased this set of headers, together with a set of cast iron headers, a magneto, a Mallory dual point distributor, a set of high-dome pistons and all-alloy muffler in the late 1970’s for $120… when you could not give away grey motor speed equipment. How times change.


The eighth photo shows (from top to bottom):
1. A set of cast alloy four-into-two exhaust headers to suit Holden grey motor. John purchased these headers from a Blacktown (NSW) swapmeet. John asked John Cummins (ex-Sydney Speed Shop) if he had ever seen alloy headers, to which John indicated that no-one ever made them… here’s the proof. The headers are well made with smooth flow and have been run, as exhaust burning is evident. The manufacturer’s name has been buffed off.
2. A set of Ron Daw cast iron four-into-two exhaust headers to suit Holden grey motor. These headers were made in the late 1970’s and 1980’s, with the earlier ones having Ron Daw cast into them. A later redesign of the casting mould eliminated the branding. Ron originally made them for his FJ Holden convertible as it was hard to find a set of headers (see Custom Rodder 95 for a feature on Ron’s Vauxhall-chassied convertible). More on Ron here: http://www.vvcaaqldinc.org.au/6.php. Another set of Ron’s headers (not owned by John) are shown at the photos below (from an FC panelvan project in 2008, and purchased at Toowoomba swap for $250):



3. A set of Kleinig Motors Sydney Power Equipment cast iron four-into-one headers to suit Holden grey motor. These were one of a host of products Kleinig made for Holdens and other vehicles. These headers worked well without the “tinny” sounds of most tube extractors. John purchased these headers from a Merrylands Mall (NSW) swapmeet in the mid 1970’s.


Cheers,
Harv

Great stuff, Harv.

Some rarely seen gear there.

Wow! Great post Andew

Another batch hot off the scanner.

The photo below shows (from top to bottom):
1. A Kleinig finned adaptor used to bolt a three-bolt flanged Stromberg 97 carburettor to the standard Holden grey motor inlet manifold. Note the way that the two-barrel bores are not centred on the single-barrel bore, with a large flat step in the way of fuel/air flow. This obstruction would lead to significant fuel drop-out.
2. A Kleinig two-barrel inlet manifold to suit the Holden grey motor. This manifold retains the original “hot box” exhaust gas heating. Note that the flange on this manifold has been drilled for both the rectangular pattern common in many two-barrel carburettors, as well as the third triangular stud required for the Stromberg 97 carburettor.
3. A side view of the same Kleinig two-barrel inlet manifold shown above.


The photo below shows (from top to bottom):
1. A Kleinig two-barrel Stromberg 97 inlet manifold to suit the Holden grey motor. This manifold does not retain the original “hot box” exhaust gas heating. Note that the tapping on the manifold top face, and the boss on the left hand edge, which are used to supply radiator water to/from the manifold - this manifold is water heated.
2. A side view of the same water-heated Kleinig two-barrel Stromberg 97 inlet manifold shown above.


The photo below shows (from top to bottom):
1. The side view of a Kleinig triple 1¼-1½” SU carburettor inlet manifold to suit Holden grey motor.
2. The top view of the same Kleinig triple 1¼-1½” SU carburettor inlet manifold shown above. This manifold has balance tubes between the three inlet ports and does not retain the original “hot box” exhaust gas heating.
3. A Kleinig twin 1½-1¾” SU carburettor inlet manifold shown above. This manifold does not retain the original “hot box” exhaust gas heating.


The photo below shows (from top to bottom):
1. A Kleinig triple B-model Stromberg carburettor inlet manifold to suit Holden grey motor. Note the absence of lugs cast into the outside of the manifold plenum to allow a divorced throttle linkage bar to be mounted. This manifold does not retain the original “hot box” exhaust gas heating, but is instead water heated (another photo is posted below on this one).
2. A Kleinig twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold does not retain the original “hot box” exhaust gas heating, but is instead water heated.
3. Another view of the same water-heated Kleinig twin B-model Stromberg carburettor inlet manifold shown above. Note the presence of only a single absence lugs cast into the bottom of the manifold plenum to allow a throttle linkage to be mounted.


The photo below shows (from top to bottom):
1. Another view of the water-heated Kleinig triple B-model Stromberg carburettor inlet manifold shown above.
2. A Kleinig twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. John has labelled this one up as suiting EK-EJ. This manifold does not retain the original “hot box” exhaust gas heating.
3. Another view of the same Kleinig twin B-model Stromberg carburettor inlet manifold shown above. Note the presence of only a single absence lugs cast into the bottom of the manifold plenum to allow a throttle linkage to be mounted.


The photo below shows (from top to bottom):
1. A Kleinig twin B-model Stromberg carburettor inlet manifold to suit Holden grey motor. This manifold does not retain the original “hot box” exhaust gas heating, but is instead water heated.
2. Another (clearer) view of the Kleinig water heating plate shown in previous photos.
3. The bottom side of the same Kleinig water heating plate shown above.


The photo below shows (from top to bottom):
1. A Kleinig Products Mist Master water/alcohol injector. The injectors bolted between the carburettor and the manifold, and allowed water or water/alcohol mixture to be injected into the engine to stop pinging. This is a common technique used today for supercharged engines. Interestingly, the injector was also advertised as being used to inject power kerosene, probably in response to fuel shortages. Power kero has a really poor octane rating (15-15 RON). Interestingly that the Mist Master could be used to prevent pinging, or inject something that would lead to more chance of pinging. The advertisements shown below the photographs (not from John's collection) are from Sydney’s Sunday Herald newspaper of the 29th of March 1953, an unknown source in 1951, and the Australian Motor Manual of April 1953. If anyone has one of these Mist Masters and wishes to sell it (or even loan it to me so I can understand it better), please PM me... I'm looking at period water injection for the Norman superchargers.
2. A Frank Kleinig Motors Super Sports oil bath air filter.
3. A Kleinig Equipment Power Economy Carburettor air filter.





The photo below shows a Frank Kleinig Motors Equipment Sports air filter.


The photo below shows (from top to bottom):
1. A Kleinig two-barrel Stromberg 97 inlet manifold to suit the Holden grey motor. This manifold retains the original “hot box” exhaust gas heating.
2. A top view of the same Kleinig two-barrel Stromberg 97 inlet manifold shown above.


Cheers,
Harv

The stuff below is a little offtopic (not inlet and exhaust manifolds) but close enough.

The photo below shows (from top to bottom):
1. An unbranded alloy side plate to suit the Holden grey motor. Note that the holes have not been drilled for the mounting screws.
2. A similar unbranded alloy side plate to suit the Holden grey motor. Note that this one has been drilled, and fitted with an alloy road draught tube (walking stick).
3. A JWL Equipped alloy side plate to suit the Holden grey motor.


The photo below shows (from top to bottom):
1. A Wade chrome air cleaner. This air cleaner is heated, with a heating element and fan inside the casing. The fan would give a minute version of supercharging, though not sure what the performance benefit of the air heater would be (other than easier cold starts).
2. Another view of the same heated Wade air cleaner shown above.


The photo below shows (from top to bottom):
1. An MPG air cleaner to suit twin carburettors.
2. Another view of the same MPG air cleaner to suit twin carburettors.


The photo below shows (from top to bottom):
1. A Cooper Equipment air cleaner.
2. Another view of the same Cooper Equipment air cleaner.


The photo below shows (from top to bottom):
1. A finned alloy cover to suit the Bosch generator regulator.
2. An unbranded finned upper thermostat blanking plate to suit the Holden grey motor. These blanking plates replace the upper thermostat cover, preventing water flowing out of the cylinder head. A common modification in grey motors is to drill two or three holes in the cyulinder head top surface, down to the water jacket. The holes are tapped, and piping connected to the tappings. With the thermostat cover blanked off, water now flows through the two/three tappings back to the radiator instead of via the thermostat cover. The two or three individual outlets are considered to give more even cooling to the cylinder head than the single flow via the thermostat cover.
3. A finned alloy breather.


The photo below shows (from top to bottom):
1. A finned alloy steel fuel pump blank off plate to suit Holden grey motor. The grey motor fuel pump is mechanically driven off a camshaft lobe. When the fuel pump is removed (for example to fit an electric fuel pump, or a fuel injection pump driven by the camshaft end, crank pulley or distributor bore), this type of plate is fitted to cover the ensuing hole.
2. Alloy valve spring caps to suit Holden grey motor. These caps were used to replace the standard steel caps, lightening up the reciprocating valve train.


The photo below shows (from top to bottom):
1. A Carburettor Service Company Burwood (NSW) cast alloy air cleaner. This company continues in operation today, and are still damn good with early Holden carurettors 240 Parramatta Road Burwood, NSW 2134 Australia, telephone (02) 97474066, internet http://www.carburettorservice.com.au)
2. Another view of the same Carburettor Service Company Burwood (NSW) cast alloy air cleaner.
3. A Dor Super Sports Economy chromed air filter.


Cheers,
Harv

One more from John's collection. The photo below shows (from top to bottom):
1. A Power Gain manifold. Interesting in that this manifold provides additional connection between the centre and outer runners, presumably to work on inlet pulsation harmonics.
2. Another view of the same Power Gain manifold.


Cheers,
Harv

How common were those finned alloy Bosch regulator covers? Do you see many around?

Not very many around.

Love this thread guys - Harv you are a Genius.

Couldn't help myself and picked up a Speco twin carb inlet manifold and Speco rocker cover today in good nick.
Question for the brains trust

Are strombergs the best option for a twin carb set up?
Did Speco have an exhaust manifold or side plate or other bits that can complete the kit?
May not do it for a while but want to yank the motor and dress it up a little.

I have a set of Speco headers , inlet manifold and rocker cover on my ute .

And yes , Harv IS a genius

FJWALLY wrote:Love this thread guys - Harv you are a Genius.

Couldn't help myself and picked up a Speco twin carb inlet manifold and Speco rocker cover today in good nick.
Question for the brains trust

Are strombergs the best option for a twin carb set up?
Did Speco have an exhaust manifold or side plate or other bits that can complete the kit?
May not do it for a while but want to yank the motor and dress it up a little.

There were 2 Types of Speco Tappet covers
2 Types of Speco headers
Speco fuel blocks
Speco Air filters.

I'll gather some pics.

Headers, these are the early type:


The later type ( no cast emblem only the SPECO stamp tiny and impossible to see in this pic ture.)



Speco Tapet cover Older style

Newer style:




Speco Fuel Block:



I can't find the older speco cover right now but I will post when I get a picture.