extractors for pre-crossflow 250

[Anonymous]

yep found some at the local wreckers. They cost $150. They are 3 into 1 then 2 into one. One muffler in the middle of the car and look to be about 2 or 2 and a quarter inches.

Will this give me anything? Will they be much louder (bad thing for me)? I dont know if I could be bothered. I still only have the original carb on the log head.

Id love to go 2v (and impco ca 425) but the bloody brake booster is too close on the TC cortinas.

What do you guys recon?

 

[xctasy]

The exhast 'sounds' okay to me!

The answer for the nasty brake booster is o use the Mark 1/2 Escort Van or 2-dr wagon brkae booster. It is on a remote extension which should give you Just enough room.

The Impco CA 300 (348 cfm or 432 cfm depending) will fit if you use the remote snorkle. The gas carb can be run upside down, and over the spark plugs with the factory alloy Impco extension. Very, very easy, very safe. Theres no risk of gas exploding. The bonnet bulge allows for the snorkle to curve up over the rocker cover.

Given the space on the lhs,

The stock Bendix 1-bbl can stay, or you can make up an alloy spacer to replace the existing carby float bowl and venturi. If you remove the venturi, the stock ~200 cfm flow limit goes up about 30%.

In my experience, the CA 300 is the best Impco carb for performance verses dollars. It can give up to 216 hp, or 280 hp depending on the version. The only bottle neck is the 1.5" restriction at the log. With a little planning, you could do a 2-bbl throttle body coversion, or even run three ex Toyota forklift Impco CA125 or LPF 150 carbs. They will package like the American Offenhauser or Clifford Tri-carb set-up.

 

[SONNY]

i think i hate talked to you on the cortina site?anyway i had a 250 2v in my te cortina,to fix the brake problem its simple.i put the mounting bracket and brake rod of a tf cortina on my booster.the tf bracket is around 2 and half inches shorter than the rest,its that easy.or you can cut a few inches out of the bracket etc you have then weld it up.i done this and it works perfect.

 

[Anonymous]

i think i hate talked to you on the cortina site?anyway i had a 250 2v in my te cortina,to fix the brake problem its simple.i put the mounting bracket and brake rod of a tf cortina on my booster.the tf bracket is around 2 and half inches shorter than the rest,its that easy.or you can cut a few inches out of the bracket etc you have then weld it up.i done this and it works perfect.

Thanks for the tip sonny.

And I dont remember any "hate talk" from you on the other cortina site. . I thought we got along well.

 

[Anonymous]

The Impco CA 300 (348 cfm or 432 cfm depending) will fit if you use the remote snorkle. The gas carb can be run upside down, and over the spark plugs with the factory alloy Impco extension. Very, very easy, very safe. Theres no risk of gas exploding. The bonnet bulge allows for the snorkle to curve up over the rocker cover.

Do you mean this carb will fit on the stock log head manifold? Or on the 2v manifold?

How much would a CA 300 cost from the wreckers roughly?

The stock Bendix 1-bbl can stay, or you can make up an alloy spacer to replace the existing carby float bowl and venturi. If you remove the venturi, the stock ~200 cfm flow limit goes up about 30%.

How do you do this?

thanks.

 

[Anonymous]

Xtaxi,
Both those LPG systems on those V8 fords would be considered to be illegal in this state.
The plastic bodied thermoquad carbie has a history of fractures in the composite material. This can and does cause under bonnet fires.
The second has a holley carbie, by the look of it.
These use gaskets that are usually in contact with petrol in normal operation. When used in a duel fuel system, the carbie can go for long periods without petrol in a hot environment.
This causes the gaskets to shrink. With petrol leakage problems as you can imagine.
Just thought I would pass that on.
Noel.

 

[DYNOED250]

They would not be illegaial...... As long as there is a fuel lock as there would be then there is no prob if its getting used as a straight gas set up...

All you need is youre 5 second safty switch, flexi line from chassis to body if its a rubber mounted body, and fit tanks and run lines in accordance with the aafrb.

i can see no reason why these set ups would be illegal, the one on the v8 there is very comomn

 

[xctasy]

I didn't respond because I've got very polar (bi polar?) ideas on dual fuel vehicles. 99% of conversions will work, and 100% of certified LP gas cars would be legal if the owner or installer hasn't been dodgey. I only trust Impco gear, because they go gorilla balls with the research and development, and the Impco service bulletins cover all the Thermoquad and Holley risks by telling you to follow the rules, and biff every thing away bar the throttle body. Blunt, yet blimin' simple.

The GRA stuff, and Century and Lavato, Landi Hartog, etc etc, well, if you want to save bucks, then you must learn all about them on your own or pay the experts. Personally, I think GRA have got the things well sorted, and any Aussie who pays for one will never, ever loose out. I mean, its trick, its well designed, and everyone wants it.

As long as people think they can cut corners, and cut out the middle man by not getting them to sort out the conversions, then they will continue to be out of the hands of backyarders.

LPG is very simple, and the good thing is that the certifier has the final say. Nothing shoddy should ever get a 'pass' unless the certifier is a drop kick.

Personally, I think dual fuel is a crock of dog turds, especially on a fire ridden Cortina with a tendancy for things like the steering shaft to short the starter, the fuel line to rupture or form a conductive path. How the heck car makers were able to legally build fuel and electical trash like that is beyond me. Each of the four Cortinas I've had has had the stock systems picked up and thrown.

Cortinas rock with propane. You can biff away the petrol tank, shove dual pipe exhasts on it, fit a 71 liter tank in the boot, and you may swear over the loss of boot space, but it won't torch down with five fail-safe devices manadated by law.


Enough of my rant.

The TQ 9800 with plastic body is indeed a trashy low point in carbs! The Holley is a bad item for a dual fuel carb, and Noel, your right. About legality, I don't care...I wouldn't advocate either carb.

There is a design I made up in 1998 for the Stromberg WW conversion which guts the carb just like my old XE Falcons gutted Holley 2-bbl. It's on a piece of paper, and it was for a 2V Falcon XA Sedan with a C4. It was a direct mount CA 300, and allowed the use of a K&N air filter. It fits, and it would work. Only thing is, if the WW 2-BBL gets mounted to a log head, it won't fit. Little details on Falcon sixes screw up good plans. The simple option is to use the adaptors above, and make sure the carb is run every week.

In my opinion, the stock Bendix Stromberg is able to be dual fueled. Its a reliable but lame petrol carb, and passable as a dual fuel carb. It would work well with the CA 300 A1, A2 carbs. NZ Police used these with Impco gear years ago on XD Falcons.

The best option is to cut into the log like the Schendahl Bros suggest, and bolt on one simultaneous opening 2-bbl carb, like the Autolite or Stromberg 2-bbl used on 2-BBL 302's. These have horizontal bowl lines, and aren't likely to dry out gaskets like Holleys do.


I've said LPG suffers fools gladly before. It does. But dual fuel, unless it's electronic, its a dead loss, and I'd never put my name to anything but a properly reasoned out conversion.

 

[Anonymous]

Yep i dont really want to run the dual fuel anymore. I want to go straight gas.

Will I have to do anything to the head to make it suitable? Anything other mods required to take straight gas?

So you would recommend either a ca 300 or a gra carb for the job? Will these fit on to the log without mods?


thanks

 

[xctasy]

The log head needs an upper cylinder lubricant like Moreys or Flashlube.

The best option is to get three forklift carbs of a Nissan L15 forklift engine. LPF 150, or CA 125. Just one is a 126 hp, 202 cfm carb, but its progressive, so can operate well under that with excellent ecconomy. Then link it to one Impco E or L converter.

Do your own triple carb conversion via welding on couple of extra flanges, and thats about it.

I'd look at doing the head with inserts, and K-line the guides.

Another option?

Get some Weber, Holley or Nissan LPG throttle body patterns adaptors and bolt them to the log, like this.

(I messed with a famous moderators picture.... )

Once you have the linkage purchased, like this, you can then run 606 cfm of carb without hurting your fuel consumption.

The weekest link in the Log head isn't the exhast, or single jug carby...its that the carbs aren't port to port matched, and there are multitudes of 90 degree bends. Soon as you place 3 points of discharge, the efficency increases. The stock log looses 40% of flow due to the log head. Adding two additional holes lowers it to 25% loss. Going for 3 2-bbl holes, its practically port on port, and could be less than 10% of a flow loss. The means a 30 hp power boost, without shelling out on a 2V head. The ports are big, the carbs are easy to tune.

The Impco stuff is progressive, you don't need to buy a manifold, and its all covered in the LPG certificate!

Heck, if you gonna do it, lets get some bang for a buck!

 

[Anonymous]

Dynoed 250'
Thanks for your responce.
The systems as pictured on a dual fuel systems would be considered unsafe and therfore illegal.
The AAFRB, is the advisory body for the conversions of road registerd vehicles to operate on L.P.G.
This body in its recomendations has listed that it is illadvised to use the composite plastic bodied carburettor and a carburettor that has gaskets retaining the fuel bowl area, on a dual fuelled sytems.
These are both fire risks.
But if the vehicle is converted to a L.P.G. use only, as in the removal of the original petrol tank.
Then yes this system can be used.
But it would be better for the owner to invest in a dedicated L.P.G carburettor, to obtain the best from the system as fitted.
Noel.
XTAXI,
mate I love what you have done with that head, the three carburettor openings would look fabulous, if the system could get up and running.
Dedicated lpg would be easier to get the engine to operate correctly.
At the 1998 Early falcon nationals.
There was an XL with three GRA lpg mixers hooked up to a 2V head on an early engine. This looked great but it had the original exhaust manifold an I couldnt help thinking that all that work to get the system fitted and restrict it with a manifold.
But I know you will put in more thought

 

[Anonymous]

Thats awesome xtaxi. I like the one where the log itself has been modified. Is especially cool how fuel effeciency is not compromised, with the increase in performance.

How much do you think these carbs would cost? Where would I get them? From a forklift wreckers.....is there even such thing?

What else is involved in getting them to run?

Would they work coming off a Lovato convertor? Because thats what I have.

How do you use the upper cylinder lubricant? Is it expensive?

thanks

 

[xctasy]

The upper cylinder lubricant is a 100 buck-er. There is a 500 mpg drip feed needing new fluid every now and then.

The Lavato stuff I'm not partial to at all, as I have pro American alegiences.

At the (Australian run) mine I worked at, all the pickups and forkies were Propane. You'll have to let your fingers do the walking. Best option is Buicksix (or whatever ???), the guy with the triple CA225 265 Chrysler.

Converters: Use only Impco E or L. Or OHG X2

Carb: with a CA Impco 125, 225, 300, 425.

Or LPF 150 with OHG x1 or X2 copnverter

Other options. Pay some other sucker, and use Dutch, Italian or someother stuff. The Impco stuff works, promise!