2V Manifold Differences - Whatcha got?

addo

addo

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Just borrowed a 2V rig to spec out :twisted: , and noticed a couple of odd things. Thought if posted it might bring out a "roll call" of who's got what.

Both this manifold and the last have the same cast number: 72DA-9425-AA, but this one has two oddities. The normally undrilled bosses on 5&6 runners are tapped for 3/8" UNC bolts, and the carb pad is milled way down (about 7/32" lower than the last one).

Also, a series of punch "pecks" in the manifold say "2V" on the #1 runner.

I'm curious as to whether this is a one-off mod or an install for a particular vehicle. How high is your carb pad? Are the raised bosses drilled?

Thanks, Adam.
 
We have two 2V's here and have raised pads 3/8's aprox height, and nothing drilled out other than the PVC plug at the rear of the intake!
BTW both of our 2v's are 72DA-9425-AA . From what I 've heard and read they only made 10,000 to 15,000 total pruduction of the Aussie 250 2v"S looks like they may have made all the intakes at one time and used them thru out their production run from 1970-1976? ANy way our 2v's intakes are just normal stock looking.
 
Wow. I have never listed the three 2V's I've seen for part number, but two were 1972 vintage. The other was a 2v in a TE cortina with a factory C4 trans, and it was out of an XA. So I've never seen a pre 72 DA casting, either. Oh, and it suffered a leaking exhast gasket, too, as it had a stock 250 log exhast, as the extractors wouldn't fit the Cortina TE chassis rails and suspension tie rods.

In my opinion, the first 2v production number would have been 71DA-9425-AA. The first year of minting was 1971 with the XY, unless it was a late inclusion. The reason it existed was the 185 to 195 hp 1970 245 and 250 cube Track Pack Pacers, the 185 hp 253 Holden 2-bbl, and the emasculated base model Canadian engines imports of 2-bbl 289 and 302 Windsors, and the fact that the local production on new Cleveland 302's at Geelong didn't happen until 1972. After 72, Ford Oz failed to push sales. Lots of need for it from1970 to 1972, but nothing thereafter.

Heck, no-one builds American V8's in Oz to have them outsold by a 2-bbl 250.
 
I just dug out the pics of the original XY 2V. It's a 72DA manifold, no threads. Can't positively ID the carb base detail. The motor was so late into the XY range that it only made the XA spec sheets, from my understanding.

The Corty headers had a different P/N to the Flagon ones.

I'll post pics of this odd one tomorrow.

Adam.
 
I have three manifolds. One I can't check because its at work bolted up to a motor on a stand. But I have two here at home, one is a 72DA, the other is a 74DA. Both look the same, and no 2V stamping in the runner on either.
 
Execute (or others)
Just curious, I noticed you said the 2V was to compete agianst the 245s etc (as my info states also)? How does the 2V head compair to the hemi 6 head (both non crossflow)? What makes the hemi head as good as they are? And why has it taken this long for some of the technology to catch up to those power levels?.
Why didnt Ford take a good look at them and incorporate some of the design into the 2V head, or did they really think they could do better? Im not certain but Ive heard the rod ratios were not ideal in the Hemis either.

Ado, sorry to digress, Ill have a look at my manifold this weekend.
 
Just curious, I noticed you said the 2V was to compete agianst the 245s etc (as my info states also)? How does the 2V head compair to the hemi 6 head (both non crossflow)? What makes the hemi head as good as they are? And why has it taken this long for some of the technology to catch up to those power levels?.
Why didnt Ford take a good look at them and incorporate some of the design into the 2V head, or did they really think they could do better? Im not certain but Ive heard the rod ratios were not ideal in the Hemis either.

Primary reason was Chrysler Aussies boldness to go for much wider bore spacings and the better polyspheric head. It is a combo which allways gives more power. (Lima 385's, Rat Chevies, 426 Hemi, 429 Shot Gun...engines with huge free breathing heads and wide spaces between the bores)

Taken together, the old Hemi 6 had:-

1.piston area ( all bar the 215 were over square, not undersquare)
2.slightly less parasitic losses (2" pins, not 2.126, slightly better rod ratio 1.5 vs 1.56)
3.Much better exhast ports (even though they weren't often fitted with headers, the dual outlet Pacer exhast was very efficient)
4.Better combustion chamber shape to promote flame travel.
5.Intake manifold was well shaped with better Carter 2-bbl carb.
6.The ports were the right shape on the Chrysler. Fords were round, at 2.17 sq in, the Chrysler were rectangular at about 2.7 sq in, 25% bigger, but it still had great torque because the short turn raduis was very well shaped.
7. Better thermal conductivity. The 4.4" bore spacing (verses 4.08 for the I6) placed the cylinders further appart so the ports and cylinder head were able to run an aggressive advance, better cooling.
8. Valves, even on the non R/T 215 and 245 engines, were huge. The 265 and R/T had greater than Chevy 350 valve sizes yet with a bore not much bigger than a 307.

Another thing. The step up option for a 250 2V was the Cleveland 302. A good choice. An engine which, in its early form, was sweet as as, frugal on the super, and sounded really nice. The step up option on the Chrysler was the breathelss woefully undercammed 235 hp 318 2-bbl, an engine caned by any 265.

Its just like the Capri and Cortina's Pinto 2000, no-one even thought of hotting them up as Ford had many better V6's and I6's to sub-in.
 
Thanks Execute, just what I was after.
My 2V head is a 74DA-9425. I guess that means its was made in 1974. I do recal that the writting on top is different than a friend of mine who also has a 2V.
 
74DA-94265-AA.
Addo, that manifold does look a bit unusual, especially where the carb mounts to it. Someone has attacked mine with a grinder in the past in the same place that the one above has matterial removed (above the brass plug).
I presumed this was done to mine in the past for it to gain more clearance and that it had been in a Cortina as the 2V manifold tends to hit the Brake booster if the booster is not shortened a bit. I had to get mine repair welded as they had removed enough material for the wall thickness to be paper thin. Yours appears to be molded like mine has been modified?
 
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