Advantages of the H/W 5200

[64.5 TX Stang]

Out fo curiosity what would be the benefit of upgrading to a 32/36? I am assuming better high end compared to a 1 barrel, but is that it? What do those of you that have them think about the swap is it worth it? Thanks for any help, I realize this is a pretty broad and general topic, I just want peoples opinions.

 

[Anonymous]

Better top end, and many people report better mileage too, if you don't have a lead foot all the time. The primary side is smaller than your stock carb.

I haven't had mine together long enough to report mileage (or a working speedo or gas gausge) but it feels at least as good as the stock carb down low, but much better as the RPM's increase.

 

[Anonymous]

im in the middle swaping the carb...

im swaping it because with the inside engine work once you start doing cams you're going to want to upgrade the exhaust and carb so u get better overal performance

 

[jamyers]

You get the possibility of having the best of both worlds, according to how heavy your foot is...

Smaller, more efficient primary side = better economy
More overall cfm with secondary side = more flow (possibility of more power)

Once I jetted it, the one on my stock 200 has terrific throttle response and low- to mid-rpm torque. Makes 2nd gear a real blast, and passing cars in 3rd is no problem at all. But I'd think that with a stock 200, you won't get much more useable rpm (horsepower) unless you make some changes (header, cam, etc).

 

[Anonymous]

My first upgrade to my car was a H/W 5200 from Stovebolt and a Duraspark 2.

The carb was not jetted correctly for the 6 and bogged really bad on initial WOT acceleration.

It did dramatically smooth the engine out, but I'm sure the Duraspark had a lot to do with that as well.

My next upgrade was installing a D7 250 log with the works, three angle, back cut intakes, port polish, mill, big valves, port divider, etc. and a H/W 5200 that had been tuned to the six. WOW!!! Big difference even without a cam or headers. Like jamyers said much better low to mid range torque, keeping up or entering the freeway is a breeze. Plus you can really hear it sucking when the secondary opens.

Remember flipping the air cleaner top over on Pop's 350 to hear the carb roar when the secondaries opened? Like that.

When you do the cam and header you start to get into real fun.

Bob

 

[MercuryMarc]

+68coupe+
I am a curious about the jets that work with your HW5200 on your 250 since I have not had much luck with my 5200. I can't get it to outperform my Holley 140 1B with the larger bore (1 11/16 for a truck I think).
I have a 2nd HW5200 from a Vega on my car now - I am still messing with the idle mixture and choke settings.
Thanks-

 

[Anonymous]

MercuryMarc,

Hi,

I have a 68 200ci with a 77 250 head. When I bought the head it had already been professionally built-up and came with a tuned H/W 5200. I have rejetted the first one I bought from Tom Stovebolt with the jet sizes recommended in Stang200's post.

6 cylinder
Primary Main Jet 160
Secondary Main Jet 160
Primary Air Corrector Jet 190
Secondary Air Corrector Jet 180
Primary Idle Jet 075
Secondary Idle Jet 065
Pump Jet 060

Courtesy of Stang200. It runs great on my engine as well. I originally planned to try 2 H/W 5200's with the Eaton supercharger but I chicken out and went with a 350. I had to remember KISS. Keep It Simple Stupid.

Jamyers tried the above jet sizing on his and was happy except his idle jets where a bit too lean. --Bigger numbers-richer idle ---smaller numbers-a more lean idle.

Hope this help some.

Bob

 

[MercuryMarc]

thanks!