All Small Six Holley EFI and Ignition in 200

[Stuffsarebeast]

Hi all!

This is my first time posting here! I am currently planning on installing the Holley 2300 EFI onto my currently bone stock 66 mustang 200. I am pretty new to the whole engine modification journey so forgive me if I ask any dumb questions. I am looking at the Duraspark 2 ignition to use to save some cash by avoiding the Holley Hyperspark system, and even through my hours of looking through these forums I am still a little confused. Should I be able to source this and all of its parts from most late 70s to early 80s Ford 200 i6 engines? And apart from that setup is there any modification needed to adapt it to the EFI? I am also looking at the eBay HEI distributors and am wondering if they will also work.

Also, regarding the EFI system, I am thinking of buying the 2300 over their newer 1100 sniper replacement as I don't want to restrict myself if I want to do further performance modifications down the road (and it's on sale for the same price) is this reasonable or should I stick to the 1100?

Thanks in advance!

 

[bmbm40]

A member here on fordsix.com, wsa111, can provide a DSII distributor custom curved for your use and advise on balance of parts regarding what to use and where to find them. I don't have any experience with efi.

 

[Rev.LowBuck]

Double thumbs up on wsa111. Bill is very knowledgeable, friendly and helpful. He can steer you right regarding Duraspark vs HEI and, as bmbm40 mentioned, can sell you the right parts the first time. The ignition module doesn't care how many cylinders you have so, yes you can source parts from 70's and early 80's.

Sniper 2300 vs 1100 is an interesting question, I don't see any CFM ratings for these systems. Matching the CFM capability of the carb or injector body to the demands of the motor with the velocity of the air/fuel mix in mind are all to be considered. Pose your questions to the folks at Holley regarding which Sniper and it's compatibility with DS 2.

Here's what you'll find as you research, the heads for these engines are the limiting factor with later heads being superior for performance mods.
So a later, large log head is the best starting point for a performance build.

As you begin your engine mod journey, understand the basic principles and keep in mind that all conversation stems from these things.
1- Atomize the fuel and get it evenly distributed to the cylinders-
Fuel injection is certainly an efficient way to do this but a properly tuned carb works too.

2- Burn the fuel-
a DS II certainly gets it done. I think you have to work pretty hard (and spend a lot) to build a street motor that a Duraspark 2 can't handle.

3- Get rid of the spent gasses.-
A well designed exhaust system completes the process. Most of us like headers into a single or dual arrangement.

And yes, we're all trying to help each other do all of the above with a bunch of different perspectives, ideas, resources and experiences.

 

[Frank]

Hi all!

This is my first time posting here! I am currently planning on installing the Holley 2300 EFI onto my currently bone stock 66 mustang 200. I am pretty new to the whole engine modification journey so forgive me if I ask any dumb questions. I am looking at the Duraspark 2 ignition to use to save some cash by avoiding the Holley Hyperspark system, and even through my hours of looking through these forums I am still a little confused. Should I be able to source this and all of its parts from most late 70s to early 80s Ford 200 i6 engines? And apart from that setup is there any modification needed to adapt it to the EFI? I am also looking at the eBay HEI distributors and am wondering if they will also work.

Also, regarding the EFI system, I am thinking of buying the 2300 over their newer 1100 sniper replacement as I don't want to restrict myself if I want to do further performance modifications down the road (and it's on sale for the same price) is this reasonable or should I stick to the 1100?

Thanks in advance!

The one barrel sniper has several advantages: 1) it will flow more than the carb, there will be enough of a performance increase to notice on a 200 inch engine. 2) Being correctly sized for the engine, it will tune itself easy and be efficient. 3) it bolts to the engine as is- this is big. Throttle linkage mods can quickly snowball into a headache. 4) no restrictive adapter on the intake. 5) Your stock air filter housing works. The 2300 requires a 4 barrel size filter. 6) The 1100 will have better throttle control under your foot. The 2300 is so big that light throttle take off is difficult to achieve, very small movement of the pedal will have rapid engine acceleration. The 2300 is "huge" @ 570cfm. It will work but unless performance upgrades- cam, exhaust, etc are done, it will never use over 20% of it's potential.
I would wager there would be no performance difference between the two on a stock 200 engine with the log intake.

I'll give you an example that is a reasonably close comparison: my son has the 4 barrel Sniper on a stock 318 cubic inch V8. He can not take off smoothly, 1/4" of pedal travel will spin the tires. He ended up changing the linkage to "gear down" the pedal-to-throttles-ratio. Over 3/4 inch of pedal travel the Sniper/ engine is at full power. All driving has to be done with a very gentle, sensitive touch of the foot. Continuing to mash the gas does nothing more. The Sniper data shows it has never delivered over 18% of it's air/fuel capacity at any time. He strongly regrets getting the 4 barrel, and plans to change to the 2300 eventually. The reduced pedal travel also de-tuned the auto trans kickdown linkage. A longer lever to attach to the sniper linkage had to be fabricated to restore correct travel of the rod to the trans to get it to shift correctly again.

 

[xavier296]

Concur that the 1100 sniper is perfect for a stock 200. It will also work with a cheap HEI if you lock out the mechanical advance, use the magnetic pickup to trigger the sniper, and buy a $130 holley coil driver (556-150).