Holley Weber 5200, Any suggested jet sizes for stock 200

[Anonymous]

so the 65 idle jets are in milimeters, correct
so 65mm for the idle jets, and 150mm for the main jets

 

[Mustangaroo]

Their may be two different sets with numbers for the Holley 5200, but the 375 numberd one is much larger than a 140!

So nothing has changed, you still have to start somewhere and if the 140 jets are too small you'll have to find larger ones no matter what you call them and you'll need to know your air fuel ratio to maximize your HP or MPG's. It will run with the stock jetting, it just run much better when tuned using the proper jetting for you engine!

 

[Anonymous]

going to be getting a rebuild 5200 from stovebolt and i was just wondering if there were any suggested jet sizes for the carb being on a 78 200 with an 80 head and 78 exhaust log, i remember seeing a site with some jet sizes that were used before, itd be easier for me to start out close, preferably with something that would run and then adjust it from there

RougeS, was wondering what jet size you and anyone else ended up running on the 5200. Mine is bogging pretty bad on the primary at low rpm but runs well once the rpms are up. I seem to be getting about 10 miles per gal so I'm just a bit rich. Also has anyone experimented with changing the air jets?

thanks,
don

 

[Anonymous]

i havent even been able to run mine , right now it has 65 idle jets and 150 primary and 135 secondary, hopefully it runs allright, dont have tranny hooked up yet, so we'll have to see

 

[FastRonald]

8) Okay.what was the final out come? of this thread? Using the Weber / Ford / Holley two barrel? I'm about to drop a two barrel of this type on my Son's 200. I'll be using the Clifford adapter. If it's too lean..............we'll find out in a big hurry.

 

[Anonymous]

FastRonald,

Check to see what jets you have before you put it on. The one's mine came with were way to small in the 125 area. I'm running 346/325 now so thats in the 150 range but I have the OZ head. Be a good idea to check your idle jets too. mine had a 90 in the primary.

don

 

[FastRonald]

8) I was given two carbs.so I'll rebuild the besy of the two and compare jets in each and go from there. I have not built or raced a 200 since 1968. So it's a learning curve again for me there.

 

[barishiman]

This might be a stupid question but how do you tell what jet size you have? Is there a number or something?

Andrew

 

[FastRonald]

8) On most jets there is a number stamped on the face / outer edge to inform you of it's inside diameter.

 

[Anonymous]

I'm going to take mine apart and note the sizes also...

I would rather make sure I am close to what I need for the 250 2v than starve it from the get go. I know this carb is small for my setup.. so I am sure I need more than what is there...

 

[FastRonald]

8) The Clifford adpater is the only way to go!

 

[FastRonald]

8) Well......I found 150 jets on one side and 180 jetts on the other. The other jets are so small...I have not found any number on them. Looking at the chart....they may do well on a 200.

Any thoughts?

 

[xctasy]

Yep, lotsa thoughts. The 200 2V head and headers and 264 cam and good ignition can really wake up a 3.3 liter engine. On Aussie 12 port head Holden 202's, there is up to 200 hp minimum with a big 500 2-bbl carb and a 280 degree cam. I'd say 175 hp at 4800 rpm isn't out of the realms of possibility. But even a 350 cfm @ 3.0"Hg carb can't easily yield more than 155 hp without becoming a restriction itself.

With the 32/36 and #5200, there isn't the flow to top more than 125 hp. I've never seen it done. Ford of Europe looked at the 38 Weber at the 110 hp level for the Pinto engined RS 2000 Escorts in 1975, and then decided twin Solexes would be better. This on a engine that only touched 110 hp. David Vizard, in an 1980's publication said if you expect to get over 130 hp, get a 350 cfm Holley. And a 500 cfm Holley can yield up to 170 hp on a 2 liter engine.

I personally recon that 125 is it. If you can pull the vaccum, then perhaps 155 is possible if you do some airflow mods. The total jet requirement would be 853 cc/min from both primary and secondary circuits, using the rule of thumbs I have from this post. http://fordsix.com/forum/viewtopic.php?t=8106

400 cc/min=165 microns, or 64.96 thou
425 cc/min=170 microns, or 66.93 thou
450 cc/min=175 microns, or 68.90 thou

A 175 main, and 165 secondary together give the required 850 cc/min. That's what I'd use.

Even getting savage with a flycutter and dremel tool to raduis the air horn and drop the choke, you won't raise the power any more than 20% from the 125 hp figure. So even the 150 hp level is a hard ask with this carb.

I'd say a 350 cfm carb runs out of puf at 155 hp too. It would need a set of 60's at this level.

The 500 cfm Holley carb could do 175 real easy with 72 jets.


[b]Edit alert.xecute messes up. ooops. Jet size isn't Microns, :duh: , its 100 ths of a millimeter. Jolly French units, have me screwed up all the time.[/b]

 

[Anonymous]

I have had trouble with the power enrichment circuit (power valve) opening on these carbs with hotter cams in the engine. The older webbers had some adjustment in this area others I modified to make them adjustable. My only other problem is my son lost the jets to a webber 5200 I had dialed in and under the new jet system never found a match. I do have quite a few webers of this style from Fiats though some bigger and smaller that might work great on a 6 or 4 cyl.

 

[FastRonald]

8) Okay..with jets sizes of 150 - and 180 with the smaller jets at 179 and 199, would these work on the average 200 with out a header? Could the lean / bog condition be due to low fuel pressure?

 

[xctasy]

FastRonald:-

Okay..with jets sizes of 150 - and 180 with the smaller jets at 179 and 199, would these work on the average 200 with out a header? Could the lean / bog condition be due to low fuel pressure?

Stick with what you have. The engine will be the restriction, not the carb. You'll not torch the engine if its lean because the engine won't need more than 125 hp worth of carb.

Webers like exactly 3.5 psi of fuel pressure. If you work out the cc/min and divide it by 5.5, you'll see the hp is way over 155 with these jets, simply not possible with this carb on a 200.

I'd say a 200 log just can't suck enough air to use those jets. Problem may be idle ciruit, power valve or some more simple thing. Don't over jet, just look at the obvious. The #5200 and 32/36 is a top piece of gear. In a milder 200, it's not going to do your engine any harm at all.

 

[FastRonald]

8) Okay...using the Clifford adapter, do they offer a bracket to use the factory trans kick down lever?

 

[xctasy]

FastRonald, copy the 1972-74 Pinto 2.0 set up. These cars got C4 options. Check either a factory manual, or duplicate the rolled steel rod I think they used. If you do it right, the kickdwn lever will work.

There is no kit I've seen.

I can remember seeing only cable linkages working on this forum. The set up Okefenokee Comet uses is neat, but the earlier systems used rods, which are better for Holleys if you can go the extra miles bending them up to suit.

See this :arrow: http://fordsix.com/forum/viewtopic.php?t=8285&start=0&postdays=0&postorder=asc&highlight

 

[hotrodbob]

I know this topic gets a lot of debate, but I guess I just need some opinions here.

I have built a 200 with 250 head. bowls blended and valves unshrouded, port divider added, .040 off the head and block. Isky 262 cam and a 6 into 1 header. I'm also planning on using the stovebolt adapter as Cliffys is just to darn expensive as with their carbs, etc. and it faces side ways.

Will the carb from stovebolt be sufficient?

 

[FastRonald]

8) I may just cut and weld the linkage so it lines up the way I's like it.
The stovebolt adapter maybe cheaper....and that's just the way it looks to me as well............the clifford is worth the extra expensive to my mind.