250 2V head info and pictures needed (not crosflow)

[Hot 6t Falcon]

Howdy,

Dave and I have decided to add a section to our Falcon 6 Performance Handbook that covers "non-USA" heads, and another section that covers the aftermarket head. (i.e. Inline Classics aluminum version of a modified Australian head). I need info on the 250 2V head info and pictures needed (not crosflow). The 250 2V will bolt to a US block.

So... I thought to start looking for info from this forum. Do you have any pictures and info about your 250 2V Australian head we could use in our Handbook?

What I am looking for is pictues of the intake port configuration. Same for Exhaust port configuration. What does you intake manifold look like? What did the combustion chambers look like? Combustion chamber cc's.

We will give you full credit for the pictures and info. I'd like to write about 2 pages to go into the "How-To" section. It would be good to let people know of your efforts and that the Australian head is out there.

Don't worry about grammar and punctuation. I taught 9th grade English for 35 years, so I'll probably put it into my own words anyway.

Thanks for your help...
Dennis Schjeldahl (say shell-doll)
Grand Forks, North Dakota
falcons@gra.midco.net
http://falconperformance.sundog.net/

 

[addo]

2V heads and manifolds seem to have been made in three basic iterations of production. It may be that in fact they were only founded on a few occasions, and thus the moulds were re-used.

Casting ID prefixes, head and manifold
ARD1DA (71 design year)
72DA (72 design year)
74DA (74 design year) - rarest.

Most people believe that the 2V was only fitted to Falcons, from 1971 (the XY series, then XA) through 1975 (XB series). However, there remains some dispute over whether the 2V heads were also installed to Ford's Cortina model in the same period.

I don't believe there were any intrinsic changes to the nature of what they did in terms of valve sizes, port volumes and so forth. Perhaps a few adjustments to cores occurred. Chamber volume is around 56-58cc as measured by myself - have not seen more than 58½cc, from memory.

Standard equipment on a 2V motor included headers with a Ford part number, a vapour separator in the fuel line between pump and carb, and linkage-driven Stromberg WW twin-barrel carb (local product rather like the Carter BBD but slightly more refined). Choking was controlled by a heated air loop in the heads siamesed centre exhaust ports.

The water jacket of its intake manifold was always connected; considering that Australia does not really experience freezing conditions it can be seen better as a temperature control device, aiding a stable operating temperature.

2V motors appear to have no difference from standard in cam specifications, or ignition. Transmissions were all types, depending on model specs and vehicle ordered. It should be stressed that all 2V motors were originally 250s - none a 200.

Coolant temperature senders were a different size to that found on US "log" heads of the era, and on some early installs were screwed into thermostat housings rather than the head. This may have been to tie in with a V8 wiring harness.

 

[addo]

Another snippet or two. The 2V came with a drop-base air cleaner housing (painted medium orange) that was clearly designed to aerodymanic principles; primarily the Coanda effect.

Even in their prime, the 2V was perceived to be undercarbed and the most frequent modification was a Holley 500CFM 2V carb attached via an adaptor or reworking of the manifold pad.

Second most common modification was upsized exhaust valves, leaving the inlets standard.

 

[Hot 6t Falcon]

Posted: Mon Nov 03, 2008 2:28 pm Post subject: thanks

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Thanks Addo,

That was some good info. I got a big grin when I read your second post about Ford exhaust - is there a production Ford that doesn't need a bigger exhaust valve?

Dave and I suggect a 1.5 exhaust for the US cast-on log-manifold head too. If you can't get the burnt out, then you can't get fresh in.

Dennis Schjeldahl.