differences between 2305 & 2300 series 350 and 500 cfm carbs

[xctasy]

I'm looking for a supply of some 2305 carbs.


Anyone here know about or have the later staged 2-bbl Holley carbs? They use the stock 2-bbl Holley 350 and 500 cfm casting with a special Weber style mechanical secondary baseplate. The throttle linkage is not in the normal spot, its behind the back.

They were often used as a replacement for some Holley Weber 5200/5210/6200/6500/6510/6520 and Weber DG series carbs like the DGAV32/36 and DGAS38.

They were a flash in the pan, something that TBI and CFI, and lack of any OEM use, put paid to. After Ford Australia pulled out of the Turbo Falcon project in 1984, Australian Ford Mustang and Falcon racer Dick Johnston used one on the Aussie XF 1987 SVO Falcon project in his development ute and made good power with 196 hp using it, but it never caught on.



Plenty of cross flows, slant sixes, and 235 Chevy engines by Tom at Stovebolt used it, and Slant guys like Reed Speir and Chevy in line nuts like the 12 Port Advisor, tlowe #1716 on inliners international and at Autowerks have done 2300 to 2305 conversions since it just uses Mechanical secondary Holley 4-bbl parts. It has a unique metering block, but is bascially a 4150 4-bbl cut length wise.The fuel bowl and metering plate is mounted on the side of the carb not the front like the 2300. One jet feeds the primary and the other feeds the secondary.


http://www.inliners.org/ubbthreads/ubbt ... 5ee777a963
http://www.slantsix.org/forum/viewtopic ... bd708cbe94

 

[80broncoman]

I think Those are somewhat rare here in the states. I've seen pics of them but NEVER seen one in person.
I do like the concept though.

You said you are looking for a "supply" Just how many are you looking for? ?

 

[xctasy]

About 200 in used or NOS oughta do it. Converting a stock 2300 to 2305 looks like it would be a lot of work on a regular basis. There are 1:1 links for 5200 Holley Webers, and conversion between the DGAV and DGES/DGAS staged to 1:1is easy, but the 2305 has quite a lot of very smart changes to the 2300's perenial mixture bias problems.

I like the 80095 and 800120 part number set up a lot, and it suits where I'm going with port on port log head carburation for a lot less cost.

Been skulking around researching this for an age

http://www.fordsix.com/forum/viewtopic.php?p=220465

 

[chad]

along w/the pic above the older separate post will have a chance of locating:

* 2305 upgrade in the 98 to 141 hp Pinto, Cortina and Falcon. It was designed as a carb for little US VW engined Rabbits (Golf) and Plymouth Omins, and also 2.0 or 2.3 Pintos and Chrylser K-cars.
* 2305 series 500 is better than a 38DGAS or 40 DCD carb as used on the 140 to 175 hp X-pak Capris, and was designed for the 2.6/2.8 Ford V6's, Chevy S10 and Camaro 2.8's

The 2305 series 350 cfm has Part Number 80120, has standard primary jet 52, secondary 65, power valve is 8.5, and used to have a 37-749 renew kit.
The big bad 2305 series 500 above was part numbered 80095, has standard primary jet 55, secondary 73, power valve is 8.5, and used to have a 37-749 renew kit.
Don't get it mixed up with the older 2300 series as found in old AMC's, International Trucks or as a huge aftermarket replacement for any 2-bbl on a V8 or I6. They are different to the 2305.
The so called 350 and 500 are common, and often end up on 265 Valiants, 302W's, 302C's, many 351's and 327 or 350 Chev's. There is even a rare as hens teeth #6425 650 cfm 2300 series speedway carb.
______________________________
esp the two stared 1st paragraphs (yrs those were made would assist too).
Good Luck!
(do U think even 200 are left?)

 

[CNC-Dude]

I think Tlowe gave up on the Holley 2305 idea since the progressive Webers are readily available from Tom Langdon, and the 2305 didn't really show any advantages over the regular 2300 series carbs.