Holley 2300

[Guest]

I was just wondering about a few things concerning the Holley 2300 Carb. First, if a person was looking at the local salvage yard for one that could be rebuilt, what would be the cars to look in? Second, is there a easy way to tell if it is 350/500 cfm? Any help would be appreciated.

 

[xctasy]

Some 351windsors ran the only Emmisson s Holley 2-bbl #2300 carbs of about 280 cfm. There was the 5.0 GT Mustang which ran a 2-bbl in 1982.
Early 1964 V8 Ramblers with 327's, then there were the rare as hens-teeth Tripower set-ups by Chrylser, Ford and Chevy, where three are used. IH used them on some 345 V8's, I believe.

The Autolite and Motocraft 2150 carbs are almost as good, but they are no-where near as adjustable as the Holley 2-bbl.

 

[Anonymous]

IH used them on some 345 V8's, I believe.

Yes, they did. Our fire dept. has a junked '62 IH Loadstar with this carb. I'm thinking about trying it on my car. Do you know anything about the ones used on the IH engines? Too much carb for a 200, or just about right?

 

[xctasy]

Heres a little rule. The peak power determines if a carb is the right size on a six. If that 345 does 200 hp gross, and your 200 is likely to do 155 hp net like MustangGeezers must be close to, then it'll be fine. Engine size has little bearing on it, as most garden variety US engines are undercarbed from the factory. That gives good economy to the user.

Where it may suffer is in the idle adjustment when idling, and the squirter jets under acceleration. But in most cases, resetting the idle screws will take care of it. Some throttles have progression holes drilled in. These can be filled in if needed, which may help the idle. The power valve should be okay as it is, but it can be a pain to fit newer ones to the older float bowl.

Best thing is that there are jets around for it, if its jetted too large. The venturi sizes are quite okay as it comes if its a 350 cfm carb with 1.375" throttles. If its a PN 4412-style 500 cfm, then the 1.6875" throttle may be too big on a stock 200, but perfect if its warmed over in the cam, compression and exhast. Economy suffers with the 500 in most cases, but the performance increase is a good trade off if the engine is built to suit.

The earlier carbs were quite small. 280 or 320 cfm on AMC's about that era, and IH may be the same. No matter, the 200 would most likely lap it up. Some earlier ones were not 2300-seires, but another type.

There is some information around which can put you on track.

 

[addo]

All this board cross-pollination is getting weird. We have people on a Ford 6 site discussing IH V8 carbs, and folks on the IH forums discussing Jaguar V12 cranks... The world is getting smaller; XE will end up answering all the carb questions for EVERY board. :NZ:

 

[Anonymous]

I did some searching last night and found that some 304's and 345's used a 2210 or 2245. Some also used the 2300. I'll get some numbers off of it today and post them here for the carb. expert to decode.

 

[Anonymous]

I took the carb. off today and found the "LIST" number along with the original IH part number stamped on it. The LIST number is 3865-2. The throttle bores are 1.5"

 

[xctasy]

ah wahhhhhhhttt plllllllllllllll!!!!!!. I aint no carby expert, just know where to look for the answers. Its just that Kiwis :NZ: have to read because quite often you can't run down to your F150 and see if its 351 Windsor is equiped with a #2300 Holley 2-bbl stamped 3XXX-something.

(Hey everyone, addo PM'd me a few months back needing International 345 help on the carby. Boy addo, you must be pi$$ing yourself laughing as you've been working on a IH 345...blimin' things are All Over The Earth!)

The 3XXX numbers on Holleys are usally production carb items, and SuperMag posted me a link a while back to a site which covers some of them. They are not public domain as yet, and cover all Detriots wide and wonderfull years from 1962 to 1972. After that, they seamed to use another stock sequential number in the 4XXX to 9XXXX range.

Any 1.5" throttle bodsy should work nicely as long as the venturi is not too small. It is most likely a halfway house of about 380 cfm, as it will have the truck-style venturis in it. They restrict the cfm a little, but make the carb work very well at low-rpm. Perfect for a 200.

Since parts are IH 345, I'd stick with it as it is, and if it is rich at idle despite all your efforts to tuned it, get a jewler to make some pushfit 21 thou power valve channel restrictions to suit.

Oh, and all information I have on carbies is from Dave Emanuel and David Vizard, and from magazine articles that are reputable, such as Hot Rod, Car Craft, and the like. The rest is by mathematic checks on the calibrations. And working with my neighbour on his 265 Valiant from 1993 to 1997, who put every carb from a 390 66 Galaxie Autolite2-bbl to a Holley 650 4-bbl on it. Then there was a 63 Chev with a selection of 650 and 3310 750 cfm carbs, and a 34 Ford with dual quad 390's. All good fun!

Carby tunning is nothing but enjoying the detective work. A good genius reveals their sources, so people like us can use their information.

 

[Anonymous]

Just got off the phone with the Holley tech line. They said it is a 2300 and that it flows 260 cfm. I opened it up and found that it has #52 jets.

Is this good for my application? Do you think the jets will need to be changed?

 

[xctasy]

Note 1

took the carb. off today and found the "LIST" number along with the original IH part number stamped on it. The LIST number is 3865-2. The throttle bores are 1.5"

Note 2

Just got off the phone with the Holley tech line. They said it is a 2300 and that it flows 260 cfm. I opened it up and found that it has #52 jets.

Is this good for my application? Do you think the jets will need to be changed?

First thing is first. The total the carb delivers with two 53 jets is only 424 cc/minute, or 424/3.7 hp, which is in fact a puny 115 bhp SAE net from a mighty 345 Inter. That is only 150 hp gross.

Secondly, I personally know that 61's are common for 350 Holley 2-bbls, so I think it is way too low in size. I'm now going over my information

Your data may if fact be proving I' m not as crap hot on carbs as I think I am. Mustang Six (Jack) noted this too last night.


A few notes if you are able to cope with it. (Please bail out now if you get confused easy!).

How I did that is by this method, in which I stated that I have a 95% hit average with the formulaes posted in this link

http://fordsix.com/forum/viewtopic.php?t=8106

Below Holley 2300/2305/4150/4160/4180 jet sizes of 60, there is no data I've been able to get on absolute certainty.

What I have got is this :-

212 cc/min or 52 thou nominal, 53 call size jet

Owing to the formulae, I predict the carb delivers only 424 cc/minute, or 424/3.7, or in fact 115 bhp SAE net. Since a 260 cfm carb is small, it atomises fuel into the air stream very efficiently. Hence there is 3.7 cc.minutes discharge for each net flywheel hp. On a 750 4-bbl, its more like 6.6 cc/min per each net hp. I don't know how much extra the power valve adds to that. It could be 34 hp of enrichment at wide open throttle (two jets adding 8 call numbers to the fuel supply) .


I do know that to 53 jets cannot flow more than 500 cc per minute. I know this for a fact as some guys use jets as restrictor feeds for other equipment, and that a liquid fuel is practically incompressable, and reaches a critical speed which it cannot excead under any vaccum condition.

Further to Jack Collins statement about the issue with jetting on big engines with small carbs, I've gone over some more information to ensure that this is a correct method.

1. I could be wrong over the additinal fuel flow a power valve adds.

2. Just last night, looking at 2150 2-bbl Motorcraft carbs I found 351M 2-bbl's ran 53 thou jets on the 1978 cars, and they gave 164 hp sae net on some variants. I found the 1982 5.0GT Mustangs got 58 jets for 157 hp. And one guy, Bubba 250, got his 369 cfm 2-bl fitted out with 63 jets. All these may be different line sizes to Holley, but they look much smaller than what I've calculated for Holleys.

 

[Anonymous]

Wow.

First thing is first. The total the carb delivers with two 53 jets is only 424 cc/minute, or 424/3.7 hp, which is in fact a puny 115 bhp SAE net from a mighty 345 Inter.

No argument here. It was a puny performer before it was taken out of service. I thought it was a 345, but now I have reason to believe it might have been a 304. I'll try to find the numbers that are stamped on the block somewhere.

So would this carb. be much of an improvement over my current Holley 1946, or would I just be wasting my time with it?

 

[xctasy]

It will be perfect, provided you consider a few things.

1. The throttle bore is an intermediate between the 350 and 500.

2. The so-called 260 cfm carb is likey to be a 360 cfm carb, in my opinion. The signal must be really strong on that carb, with a big restriction looking down the throats.

3.If its stock, it may be just fine on a big log with the 1.75" hole, but it would need to see service on a machined flat top log head of the 69 on vintage.

4. The Ford Six book authors covers off some realtive sizes. To paraphrase, they say the Ford 2300 Pinto/Mustang/Fairmont/Capri Holley Weber 5200 is good for a stock 1.5" log. The 350 (two 1.375" holes) is good for the 1.75" log. Any thing more, and its time to do one of the Schendahls direct mount #2300 set-ups, which opens up the later bigger 1.75" log heads to suit a big carb. For the 500, which has two 1.6875" barrels, Mustang Geezer has gone a step further, by dividing the log up.

I'd suggest you look at those two last options if you can organise it.

5. The 1946 is a great little carb, and you must retain the good balance of flow rate and drivability. If done correctly, a carb swap will give you good economy and performance.