choke question
- Thread starter 79granada
- Start date
Should be a tubing thread (like a brake line has).
Sure you could do that or they also make kits that clamp onto the manifold
I have not tried that as yet (headers with air) but been thinking about some upgrades for my 77 Maverick 250 a set headers and bigger or more carbs, swapping in some different pistons, cam. etc. I am sure there is a way to do it with some minor bracket reworking.
Fixed the post on headers. See viewtopic.php?f=1&t=67303
You should be able to shift the A/C unit to suit, or go the the Tech/York/Motorcraft eight bolt octangonal head item used on early L-code 250's.
If that won't work easily, I am working on an upgrade (an XU1 GTR Bathurt style port divider) on the football style converter used on the 1980 onwards B and C code 3.3 and 4.1's, as seen below on a low mount 3.3.
The theory established back in 1971 with the Hemi 265 Pacer and Holden 3300 GTR XU1 was that a big outlet six cylinder manifold flowed even more when divided internally to effectively make two V6 exhast systems. Picked up 10 hp on a 200 hp engine, so its a 5 percenter for a start,before the advantages of lower restriction come in to play. Most headers with a good exhast yield a 12 to 18% power boost if sized right.
It basically takes a stock late Fox body header, and divides it to copy the known good charateristics of the Holden 3.0/3.1/3.3/179/186/202 L6 exhast.
The later iron manifold is really low restriction, easy to get, so backpressure is nothing. Adding a fabricated steel plate divder, bolted on to the huge four bolt flange, but dividing it into two 2" outlets will bring the port velocity up, possibly eclipsing a good header system.
If you can't go any further with your heades, I should have it finished by March.
You should be able to shift the A/C unit to suit, or go the the Tech/York/Motorcraft eight bolt octangonal head item used on early L-code 250's.
If that won't work easily, I am working on an upgrade (an XU1 GTR Bathurt style port divider) on the football style converter used on the 1980 onwards B and C code 3.3 and 4.1's, as seen below on a low mount 3.3.
The theory established back in 1971 with the Hemi 265 Pacer and Holden 3300 GTR XU1 was that a big outlet six cylinder manifold flowed even more when divided internally to effectively make two V6 exhast systems. Picked up 10 hp on a 200 hp engine, so its a 5 percenter for a start,before the advantages of lower restriction come in to play. Most headers with a good exhast yield a 12 to 18% power boost if sized right.
It basically takes a stock late Fox body header, and divides it to copy the known good charateristics of the Holden 3.0/3.1/3.3/179/186/202 L6 exhast.
The later iron manifold is really low restriction, easy to get, so backpressure is nothing. Adding a fabricated steel plate divder, bolted on to the huge four bolt flange, but dividing it into two 2" outlets will bring the port velocity up, possibly eclipsing a good header system.
If you can't go any further with your heades, I should have it finished by March.
yeah x im not real sure what you said but im just wanting to bolt on header and move/swap the a/c compressor, but keeping a/c is more important to me right now as ive had 27 cars and 2 with a/c and i cant really afford to buy parts and have them shipped from australia
