Info on 250 2v engine in 74 falcon.

[Stumps]

I would love your opinionS on an engine I am rebuilding for my 1974 XB Futura.

The car is an M code 250 pre xflow and is missing the carb. The gearbox was missing as well but as the car is floor shifted I am fitting a T5 from an XG falcon and the 3.27 LSD from the same ute.

The engine has already been rebuilt and is bored 30 thou over with a 214@50 thou speco cam. The head has been fitted with oversized valveS and I have the factory 2V inlet manifold available to use.
The car has pacemaker extractors and a dual 2.5 inch system already fitted.

My Question for you is what carb would you recommend?

I have a rebuilt autolite 2100 1.14 dia throttle and an ADM34 from an XE falcon.
I also have a Carter BBD from a 302 XB and an WW stromberg I think from an XY or XA.

I would assume that the WW stromberg and the Carter would be very similar in terms of fuel economy and performance and the 2100 offering the best performance while the ADM would offer the best economy.

Which is the better carb, the carter bbd or ww stromberg?

I will be modifying an XE dizzy to suit the earlier engine and will run a MSD 6AL CDI module.

What would you suggest or change for this build?

I would really appreciate all the info you guys could give me.

 

[Jmustang_65]

I would go with the 2100 1.14 flows about 300 cfm. Which is good for your combo of parts mentioned. A 1.08 venturi 2100 flows 287 cfm if I recall and that's what users down here run on a 2 bbl converted log head or a 350 cfm holley. So your in the ballpark.

Sounds like you have everything ready cam, extractors, 2 bbl carb, electric dizzy with msd box for a nice build.

 

[Stumps]

Thanks for the info.

I'm trying to avoid running a Holley, most of the recommendations that I get is to ditch the 2bbl setup and go for an aussiespeed 4bbl manifold and run a 450 quickfuel or something similar.

I'm trying to balance performance with fuel economy. Which is why I'm staying away from a Holley, been there, done that on later crossflows which do respond well to a 4bbl.

I'm not sure how the 2V would cope with a 4bbl, I think something like a 4100 would probably be pretty good but they are hard to find here in Australia and bloody expensive as well.

I've already got the 2bbl's so might as well stay with those until enougth coin can be gathered up for something like a sniper efi setup.

 

[Jmustang_65]

I would test what you have and go from their. I think you have the parts to balance performance with fuel economy with the 2100.

 

[Stumps]

I have never used a 2100 before, they arent all that common here is Australia, i picked up the one I had about 10 years ago and had it reco'd for another car that I had with a crossflow in it, but never got around to fitting it.

How do the 2100's compare to the ADM 34 weber,? I have used heaps of those in the past so Im very familiar with ADM and how they perform.

 

[aussie7mains]

I'd run the two barrel Autolite as a start you have with an adapter, you dont need the MSD, just run an Australian made Bosch electronic setup, far cheaper and just as good. Otherwise all sounds good, t5 will work well, you may need some brake work to run the rear discs from the XG, otherwise its straight forward. I would run a heavy duty 9.5 clutch, or a 10incher from the V8, the 2v has a lot or torque and might push a standard 9.5 a bit beyond its limit, this is easy to do in any event. You might run a foul with getting the clutch to work, the XB will be hydraulic, whereas the XG will be cable, a bit of DIY might be in order, I would keep with hydraulic and adapt up the release lever and bellhousing to work with that.

 

[Stumps]

The XB still had it's old clutch and bellhousing attached so we have fitted an XF flywheel with a heavy duty 140mm Exedy clutch assembly. The Bellhouse was drilled to suit the T5 and it all seems to line up and function correctly.

The XG diff fitted with out too much issue, we setup a portioning valve to stop the rear discs from locking. The only issue we seem to have run into was the nipples on the caliper fouling with the 15inch wheels. Going to shave a few mm's of them so they clear the rim.

We are also taking the powersteering from the XG and fitting it up.

The original intention was to use an AU VCT 4litre in the car that came with the ute, but after examining the 2V engine it just seemed way too good to dispose of and from what I understand, not to many M code XB's were ever produced, they seem to be the rarest of the falcons with the 2V engine.

 

[aussie7mains]

The XB still had it's old clutch and bellhousing attached so we have fitted an XF flywheel with a heavy duty 140mm Exedy clutch assembly. The Bellhouse was drilled to suit the T5 and it all seems to line up and function correctly.

The XG diff fitted with out too much issue, we setup a portioning valve to stop the rear discs from locking. The only issue we seem to have run into was the nipples on the caliper fouling with the 15inch wheels. Going to shave a few mm's of them so they clear the rim.

We are also taking the powersteering from the XG and fitting it up.

The original intention was to use an AU VCT 4litre in the car that came with the ute, but after examining the 2V engine it just seemed way too good to dispose of and from what I understand, not to many M code XB's were ever produced, they seem to be the rarest of the falcons with the 2V engine.

All good, I think you mean a 240mm clutch, When you drilled the bellhousing how did the bottom bolts go, I thought that you ran out of material there? I run a single rail in my car, but I would like a T5, as Im always looking for a 5th gear, I have a blown 200 X flow and 3.25 axle. You might not need the proportioning valve. How did you go with handbrake cables? I run XD rear discs on my XP ute with no valves and no lockup, You do need to check the master cylinder has enough capacity to allow the rear discs to allow for pad wear, an engineer will ask for this. You could run 16 inch wheels.

 

[Stumps]

Yeah sorry, 240mm...lol

We had plenty of metal for the bottom holes, the car is a L code tranmission which indicates a 4 speed so I'd assume it'd be a single rail originally, pretty sure all 250 and 302 xb's were BW's but it may have been upgraded to a toploader at sometime which what I assumed had happened as the box and all the shifter bits were missing but the bellhousing and clutch was still attached.

 

[Stumps]

The hand brake cable bolted straight up to the xb's linkage. I was able to take everything from the ute as it was a runner before getting stripped for the XB.