Chevy 194-230-250-292;

52-0011 Street Rod Shorty type headers $359.00 includes Header/Intake Gasket and Street hookup kit.

              Made to bolt up to any Nova, Street Rod or Truck with an Inline Six Cylinder engine and add 18% more power      and torque than stock.

52-0768 Is our Truck full length Dual Header. Add 18% just bolting them on. Std or Auto Transmissions. $439.00.

42-4501WH. Is our 6=8 Cast Aluminum Two or Four Intake Manifold. Nothing comes close to this upgrade for your Inline. Bolt it on with a Weber 38 carb kit and you will be shocked. Throttle response and tuneability is the best in the World.

Pick your adaptor for the carb of choice. Turn the carb in any direction you need for best linkage connection.


08-1014 $48.00 Four Brl Adaptor. Made to fit all Holley or Edelbrock carbs.

08-1013 $89.00 Two Brl Adaptor. Weber Two Brl Carbs.

42-4650WH 6=8 Dual Two or Four Brl Cast Aluminum Intake Manifold. Just change the adpator and run the carbs of choice. $449.00


08-7000 Dual Weber Carb Kit $1,189.00.


08-7001 Dual Weber Carb KIt includes, Two Weber 38/38 Carbs, Two 08-1013 Carb Adaptors, Two Air Cleaners

              Custom made Linkage & Fuel Regulator. $1,395.00.


CHEVY 235-261 NEW PRODUCT! $1,389.00.

The Chevy 235/261 Dual Weber Carb KIt includes, Two Weber 38/38 Carbs, Two Carb Adaptors, 2 Air Cleaners, custom linkage & fuel regulator as you can see in the picture.

52-0768 is our Truck header made to run with any transmission. 18% power and torque gains are normal with this header and it will fit with your stock intake. Add our -X- pipe and you will add another 6%. -X- pipe gets welded on to down pipes with 2 1/4 inch pipes anywhere you desire.

*NOTE: Your engine will create more horse power at 4,300 rpm's with this long tube header and -X- pipe.

Street Rod headers will make the same horse power and torque when hooked up to your exhaust system.

Do not dyno without a total of 44 inches of exhaust pipe.


All INLINE engines will run better with our single plane, open plenum, cast aluminum Intake Manifold. It also includes a water jacket cast into the bottom of the intake manifold for air and fuel atomization. When you install your new Clifford Intake, make sure you hook up the water jackets from the water pump to your heater core.

CHEVY 194-230-250-292. Use 42-4501WH is the part #. You have to make a decission what carb you want to run and purchase the carb adaptor for that 2 or 4 brl carb.

*You can turn the carb in any direction for easy linkage connection. 6=8 iNTAKES HAVE AN OPEN PLENUM FOR THIS PURPOSE.

Lokar makes a universal linkage kit for the best quality product you can buy.

Contact Summit Racing 800-230-3030.

The single most important addition to your Chevy 250-292 is our 264 camshaft. It will deliver a flat torque curve, off idle to 4,500 rpm's.

Clifford Rebuild Kit and Build Directions;
1 Aluminum Alloy Pistons w/Pins .030, .060
2 Chrome Rings .030, .060
3 Clifford 264 Camshaft
4 Springs w/Dampers
5 Chrome Moly Retainers
6 HD Valve Locks
7 Chrome Moly Pushrods
8 Complete Gasket Set
9 Clevitte Main Bearings .010, or .020
10 Clevitte Rod Bearings .010
11 Clevitte Cam Bearings std

The Chevy Engines have a swirl problem. –0- deck the block to fix this problem.

Order 6=8 High Flow Swirl tipped Valves to 1.94 int 1.50 exh. *No bigger $130.00 per set.
Mill .060 off the cylinder head.

Do not port/polish or port match this cylinder head. We need the velosity for the daily driver.
Do not use high volume or high-pressure oil pumps, they will destroy your cam gear and cause endless oil realated problems.

CHEVY 235-261


CHEVY 235-261

Clifford Rebuild Kit and Build Directions;
1 Aluminum Alloy Pistons w/Pins .030, .060, 080 Flat top.
2 Chrome Moly Rings .030, .060
3 Clifford 264 hyd or 268 mech.Camshaft
4 Springs w/Dampers
5 Chrome Moly Retainers
6 HD Valve Locks
7 Hardened Pushrods (3160 material)
8 Complete Gasket Set
9 Clevitte Main Bearings .010, or .020
10 Clevitte Rod Bearings .010
11 Clevitte Cam Bearings std

Building your new engine takes some doing and to get 320 ft lbs of torque, unless you follow these simple instructions:

Please do not let your machinist talk you out of milling the cylinder head .100. It is O.K. to do.

1. Use Clifford rebuild kit with chrome rings, .060 or .080 over pistons.

2. Use 264 hyd camshaft.

3. Mill .100 off the cylinder head, SINK INTAKE VALVE ONLY, blend runners, pocket port and polish valve pockets, cut the top of the Intake valve .100.

We stock custom made intake oversized valves. Order them and you will gain over 60% horse power and torque.

4. Install Clifford High Lift Springs and retainers on the  lowest valve groove at 1.700.

5. Use Clifford 6=8 Headers and Intake manifold with a Weber 38 carb kit or 390 Holley 4 brl carb.


If your speed screw is turned out more than 1/2 turn, you are bypassing your low idle circuit. This will cause power loss.

Take the PVC valve off and do not use it with Weber carbs. This will cause a vacuum leak. We use a push in breather.

If you do not set the float bowls at 17.5 mm, you will not be able to tune your Weber carb.

Your fuel regulator must be set at 2 1/2 lbs. More fuel pressure will cause your Weber to flood out.

38DGAS Tuning


Base line Settings

Speed Screw 1/2 turn in

Mixture Screws 1 turn out

Final Settings Engine Running



set float bowls at 17.5mm

It is important to verify all linkage and levers are installed without binding and the linkage opens to full throttle and closes to the Idle Speed Screw. The number one and two reasons for tuning errors are improper linkage installations and over tightened linkage nut, causing a binding in linkage assembly.



1.      Start set up by confirming carb base line settings. Do not depend on the existing settings.

2.      All settings are done with choke disengaged or warmed up so that the choke is fully opened and disengaged. This is done on automatic choke carburetors by first opening the choke butterfly by hand and inserting a wood block or wedge of some kind to hold open while the linkage is cycled (linkage operated through its full movement ) to clear the choke cam. (You will hear a metallic click as the choke cam is released. You can check the choke fast Idle screw under the choke assembly to confirm that it is not in contact with the choke fast idle cam.)

3.      Set the Idle Speed Screw by backing out the Idle Speed Screw until it is not in contact with the throttle stop lever. Cycle or Snap the linkage again to be sure that the linkage comes to close without any assistance. (Checking for linkage bind)  Now bring screw back into contact with the lever and continue to open or screwing in, no more than 1/2 turn in, maximum.

4.      Set the mixture screws by turning each screw in until it lightly seats. DO NOT FORCE OR BIND AS THIS WILL CAUSE DAMAGE TO THE SCREW AND IT’S SEAT IN THE BODY OF CARBURETOR.  Back out the screw 1 full turn.



2.      Start the engine, the engine will run very slowly more like a tractor. As long as the engine stays running idle speed is not important at this point.

3.      The first thing, do not set “up” the idle speed, set the Idle mixture screw to lean best idle setting. First, turn in the mixture screw until the engine dies or runs worse, then back out the screw (recommend turning ¼ at a time). The engine should pick up speed and begin to smooth out. Back out 1/4 turn more, or until the screw does nothing or runs worse then turn back to the point where it ran its best.

4.      Use your ear, not a scope or tuning instruments at this point. You want to tune the engine by sound. Adjust to best, fastest and smoothest running point.

5.      Now that the mixture screw is at its best running location, you can adjust the Idle speed the screw. The idle speed screw will be sensitive and should only take ¼ turn to achieve the idle speed you like.

6.      Check and set idle to your driving preference. Put the car in gear and  apply slight load, (AC on) and set the Idle as you like it. Don’t set it too high, as this will cause causes excessive clutch and brake  wear. The Idle only needs to be 650 to 800 RPM with light load or AC on.

7.      Recheck timing and vacuum hook ups. Recheck mixture screw to lean best idle again. If all is still best and smoothest idle then confirm and note the final settings.

8.      To confirm settings with the engine running. Start by screwing in the mixture screw and count the number of turns it takes to bottom out and note if the engine dies. If Idle Mixture screws are with in ½ turn of base line setting then all is well. Also check the speed screw and note how many total turns from initial contact. You may have opened (turned in) the speed screw. Your final setting should be under 3/4 turn in. Reset the screws (back in) to the best final settings (Per your notes) and go on a test drive. If the settings are other than described then you may want to recalibrate the Idle circuit (low speed circuit) to your engines needs. This is done by following the rule of thumb BELOW.

  Simple Rules for low speed calibration

If the mixture screw is more than 11/2  turns out turns then the Idle jet is too lean (too small). When the mixture screw is ½ turn or less, then the Idle jet is too rich (too large). These assumptions are based on the fact that the speed screw setting is not opened more than 1/2 turn in. If the speed screw has to be opened1/2 or more turns then this is also an indication of a lean condition usually requiring greater change. At times it may appear to be showing signs of richness or flooding it is really a lean condition. Please understand the need to keep throttle plate as near to closed as possible so as not to prematurely expose the transition holes. This is what causes the visible rich condition, and confirms the need to increase the jet size. JET KITS are available if needed.

EXAMPLE     With the idle speed screw set at no more than 1/2 turn in after contact with the stop lever; and the best idle occurring with the idle mixture screw set at 1 1/2 turns from lightly seating, indicates the need for a larger Idle jet. Achieving the best idle at less than 1/2 turn indicates the need for a smaller idle jet.