We've talked about it, never done it. The perenial "there's so much choice, what to do first" isn't thought about.
Finding three alike which are blueprinted to the same jetting, venturi sizes, secondary accelerator pump system is another. Then the float and fuel pressure settings knock it about worse than any other carb.
The 32/36 Weber and Holley 5200/5210/5220/6200/6500/6510/6520 are handed versions of the DGVA, or a straight copy of the Weber 32/36 DFEV. The problem with them is that, rather like the 1-bbl I6 carbs on small and Big sixes, they don't like dirt. On a 2-bbl Holley Weber, the secondary is mechanical, and if the full range of movement is not used on occasion, the carb channels and air correctors and idel bleeds fill up with crud,
In a tripwer setting, that the onus is on getting them all running at idel, then making sure the secondary circuit is enegized early.
The Power valves vary from the stock 3.6, to a range of special Ford 2.3 versions which are often 8.5. The well tubes (emulsion tubes) changed a lot, although they are more messed up by fuel pressue and float setting than anything else.
CFM ratings were at 2"Hg for those Holleys, so it just makes everything such a cluster of cattle excrement to chart.
Chart 1:
Carb Airflow Chart 1 VW carbs from Tom Bruch wher in read is the Holley Weber and the Weber DGV. The HW flows 157 cfm at 10" H20, but is 224 cfm at 1.5"Hg. The DGV flows 166 cfm at 10"H20, and flows 237 cfm at 1.5" Hg.
At 2" Hg = 259 and 274 respective cfm (A nominal 26/27 Holley Weber is 280 cfm at 2'Hg on the Holley list chart, but there are also 235 cfm versions and they didn't quote the 1980 23/24 mm versions, and Holley quote all carb venturis in inches, so I'd be here all day converting them to mm's, charting the Holley lists, and its all just a bit too much for me today)
At 3" Hg = 317 and 335 repective cfm
Chart 2:
See
http://www.scribd.com/doc/26804743/How- ... vid-Vizard
CHAPTER FOUR
Air Filters, Carburation & Manifolds
PAGES 63-78, but FG 4-3 on page 68 is the best info.
*Source:How to Modify Ford SOHC Engines (Pinto/Cortina/Capri/Sierra 1.3- 2.0 litre 1970 to 1982) by David Vizard, published 1984 by Fountain Press.
ISBN 0 86343 9856, Dewy Decimal No 629.2504 Viz
He quotes that with all the flow mods, it can eclispe 350 cfm at 3"Hg, which is 247 cfm at 1.5'Hg or 20.3 "H20. My considered response is that the flow test for the chart was at 1.5"Hg or 20.3 "H20 based on that comment, and the other evidence from other American flowbench operators.
It cannot be 25 inches of H20
David Vizards SOHC Pinto book, which misquotes the standard test pressure as 25"H20, but its actually 20.3" H20.
This is a Trans Atlantic book from a guy who had both a 2 door 1972 TC Cortina 1600 GT 2V and a Pinto Automatic 2000. One had a DGV 32/36, the other a 5200 Holley Weber.
It has the Holley Weber at 227 cfm which he reported on, and then does some sums which verifiy a modest publishing error. He quoted the 38 DGAS and 40DFAV as 300 cfm carbs, and the 40DFI5 Ferrari 2-bbl as 330 cfm. All at 1.5"Hg. You won't get better figures than tahr+---
Chart 3
David Vizards Mini A series which shows the flow rates at 1.5"Hg of some carbs. I'm sure that will help you. Its got a DCD Weber, an early Ferrari type item Ford used, and its a 32/36 with 26/27 venturi carb which flows 225 cfm, just like the 227 cfm 5200 32/36 with 26/27 venturi. A 32/34 DMTL, a European CVHH carb, is down to 195 cfm, then a 40 DFAV AT 342 cfm, a 3liter Essex 60 degree V6 carb.
There are three or four primary venturi and three secondary ventri sizes. There were three air horn configuartions, which differ from the DFEV and DGVA, so the field tested cfm on a flow bench is not often the same as the Holley part list. I've read all the details from Gene Berge, David Vizard, Duane Essliger. Then you've got people who can take them out from where they are to 30 and 31 mm venturis.
There were a range of stock venturi size changes in 1980-1981 2.3 Limas, so the flow rates changed, and the Chevy Chevette and Vega versions that looked the same had different primary and secondary accelerator pump circuits. The four different types of jets were
std Weber micron, then
Weber cc per minute discharge, then
Holley Weber call size in thousanths of an inch, and then
close limit jet sizes in cc per minute to three significant figures.
Some were green anodized. Often, they get soldered up a redrilled, so there are a few issues when you try calibrating them. They are not hugely responsive to air corrector sizes.
