Ah Ken, you beautifull performance loving innovator! And your ideas are about 5 years years ahead of anyones.
First, a little background on the way Ken has set up his carbs....
For everyone here, Ken posted photos back in what, 2011, of his three wedge adaptors linking three Carter Weber 5740 carbs, which are ex Langdon Stovebolt, and are exceptionally reliable and easy to tune.
Kens picturessadly dropped off the net four years ago....
They are called Carter Weber 740's on the net, but they are a US made Weber 32DFT and 32DFTA with 32/32 mm Throttle bores and 22/22 mm chokes. They flow less than the typical 227 to 280 cfm at 1.5 ' Hg range of the 23/26 and 26/27 mm choke 2-BBL Webers, but they are a nicer, very modern carb. Ford Europe and Ford Dearborn had a huge hand in this carbs development, so its practically as Motorcraft as any 80's or 90's Ford or Mazda carb, but 100% US made only for FoMoCo.
Its a world appart, and another two carb generations ahead of the already complicated and not well understood 1969 to 1982 Weber 32/36 DGAV, 38 DGAS/DGES and Holley Weber 5200/6500.
In addittion, Ford USA enginners requested a few new time honoured US emissions tricks to eliminate engine run on, the air bleed clogging, dirty fuel and float level problems Weber 32/36 DGAV, 38 DGAS/DGES and Holley Weber 5200/6500 traditionally renown for and regularly suffer from.
My wife had a stoush over band width, and for that reason I never copied the photos Ken posted. and they quickly dropped off tri-power 250s link. For two years I stopped copying FordSix stuff.
But it was impressive, simple and of great quality and Ken has put a lot of smarts into it.
IIRC, Ken has taken the normal tripower log intake idea, and mixed the stock 3 bbl Offy/Edlebrock Log Six tripwer intake with another 3 holes to make a 6 bbl intake.
In the old 1960 to 1971 days, the common Holmon Moody or Ak Miller style staged 3bbl has been the favoured method of getting triples to work.
Ken's system is halfway between the log head tri power and this kind of intake.
The normal kit Tom sells for 235/250/292 Chevy in line Six guys is this...
Ken has turned the carbs around from the way everyone else does it.
These carbs are 2-bbl staged with the float bowl and chokes all higgilty piggelty compared to:-
any other 1-bbl Holley, Autolite or Carter tripower,
and different compared to any normal 2-bbl other carb (any kind, Holley 350/500 cfm, Holley Weber, Weber 32/36 or 38...)
The E0 intake with Ken's alloy wedges is one of the neatest and nicest system I've EVER seen.
It was soley Kens idea, but others, like
InkaholicMike
from
http://www.chevytalk.org/fusionbb/showt ... id/333302/
So a word to the wise, if there is a will, there is a way! Don't give up! If it was easy, everyone would drive these old cars! This is hot rodding, you have to be willing to do whatever it takes to make it work...because when you are cruising down the road, it is so worth it!
Thank you again to all of the responders, I have learned a LOT from this and I am a better hot-rodder for it!
have done this too. Only its twin carb, not triple
If you have any tuning issues, give me a call.
Now, lastly, that harmonic dampener.
I'd bite the bullett, and grab something 100% reliable and proven to work. Ford I6 engine ancillaries are kind of limited to 100% stock, or 100% modified, nothing in between.
Fisher used a reworked 1.375" spigot damper. The 250 six damper is a half bread of the small six pulley size and foward spacing, but with Small and M and Big Block Ford crank spigot. Its not 300 or 240, but a 200 and SBF/BBF hybrid.
You might be able to rework the 1994 to 1998 small six dampener by having someone grabbing the Austrlian 4.0 EFII/EL SOHC serpentine belt, or Modular dual mass dampener and using a broach out via CNC, but the difference is 127 thou in that spigot diamater.
Taurus 3G alternators are similar to F150 EFI 4.9's, and fit where the 1977 and 1978 Maverick 250 put its A/C and alternator. IIRC Granads swapped over the the drivers side for alternator for a few years.
There are serpentine water pump pulleys.
There are serp power sterring pulleys too.
If you want A/C, Mercedes Benz used a serp drive on the York A/C for a few years.
One Complete Solution should be using a serpentine belt, and spending a just a little extra using the more modern serpentine belt pulleys with two or three pulley fulcrums.
Stock 250
Modified 200 still with A/C, ALT, PS and functioning water pump.
Care of
67Straightsix
memberlist.php?mode=viewprofile&u=217805
Some SOHCcrank pulley gear is easy enough to fit in modfied form, and since your quality is so exceptional, I'm sure you'll beat the cost of sourcing a belt drive if you are keen to make it work.
On f150forum.com, the EFI set up comprises just a passenger side low mount air pump, then 3G alternator, tensioner, drivers side Ps and an A/C unit which was optional. There is a common EF and EL Falcon balancer which, if roted out 127 thou, allows the whole set up to blend into a US 250.
The stock 4.9 balancer might come out to far for the 250.
I'd like to make sure you get this project nailed down. Its so nice.
Incidently, if you wanna email me your three old photos, I can link them in here again and post them for eveyone else to see.
In terms of interest level, and being able to help, I'm 110% interested.
I think the USA has just been waiting for older guys with some spark to have a go with proper modern Ford Escort carbs and Tom has sold 2000 of these carbs oaver the last few years, and he's just such a neat old school guy.
I'm 47 this year, am I old enough to help?.