falcon fanatic":3q8s262b said:
Definitely a carb issue in my case.
Yep, its that the 38 seires is a copy of the handed version of the 5200 Holley Weber, so if you mounted them in the variety of piossible ways, the 38DGAS and 32/36DGV without the fuel return line might cut out in different hand turns. So be aware of that. The Holley Weber is a DFEV/ DFAV derivative with a cluster of changes, and the 38DG series follows the 32/36 DG series choke arrangement.
Its the little thinks like that that make the versions of this crb so versitle, but so darned hard to track and trace. That's why I produce the information in its totallity/
turn cutout fixes, the saga continues...
I just spent three hours looking for the full images of the US V6 5200 Holley Weber set up with this,
the factory 90 degree adaptor for 2.6 and 2.8 Cologne V6's but to no avail.
The 1974 to 1977 Capris before the advent of the variable venturi carb and 2150 versions had the worlds wackiest adaptor set up, but it worked, and a poor flowing version is made by Clifford and Stovebolt. I use a version like this on my triple carb conversions, but space is limited on 250's due to height.
In essance, you have 2 (two) choices to fix the problem with fuel slosh.
1. It was as far as I can tell, eliminated in domestic US versions on the D4RY-9510-J onwards 5200 Holley Weber by some form of return line or mounting practice for Capri and Mustang II applications. The geometry of the US 5200 Holley Weber in the US market 2.6 and 2.8 Capris needs to be copied and used in the 200 i6.
2. The other option is to swing the carb back 90 degrees like these ones (Thanks CrashBob and 250mav, you saved my life, but I wasn't able to remote link your photos due to photobucket restrictions, and its vital I have photos to explain this)
http://i13.photobucket.com/albums/a255/ ... rChoke.jpg
NB// Unlike Holley 1bbl , 2bll 2300 and 4bll 4150/4160 carbs on I4 and I6 applications, the Weber and Holley Webers are all designed to flow to the centre of the 2-bbl centre line, so no matter which way the carb is turned, fuel flow is not biased front to back cylinders
Problem is details are hard to find, but bear with me, because its the key as Ford USA fixed the fuel surge/slosh with this particallr carb, and since the 38DGAS and 32/36 DGV are similar castings, but mirror imaged to the US made 5200 Holley Weber, you just have to get your head around the geometrics of the problem to find a solution.
Details:
The standard application for the 38DGAS Weber was the Cortina, Taunus, Capri and Granada engines, both Essex 60 degree and Cologne 60 degree V6's, in various sizes from 1990 cc to 2994 cc, from the late sixties to the late 80's, from England, Germany, South Aftrica. The Cologne had 2.0,2.3,2.6 and 2.8 liter variants, the Essex 2.5 and 3.0's.
In some markets, it was the Solex 34 and 38 2-bbl version of it, but still basically the same 2-bbl simultaneous opening carb.
European practice had the carb turned around like the 1979 versions of the 2150 Motorocraft and Variable Venturi Fox Capri and Fox Mustang, and some 1980 versions of the Pinto. In this, and the 2000 and 2300 versions on the Pinto, Mustang II and Fox, the carb was facing the 'right way' in respect to the original designers intent.
Below is the stock application for the 38DGAS Weber, an 83 European Ford Granada with funny V4 exhast manifolds and the similar to 2600 and 2800 intake.
With the 38DGAS Weber mounted, the European, South African and English variants had a carb mounting like this on the Cologne V6.
In North American applications, the Cologne Capri got a 32/36 Weber or Holley Weber 5200 with return line on the 1972 to 1977 2600 and 2800 V6's. The Pinto and Mustang II 2.8 was a German import used in domestic models. Ratings and the accuracy of magazine articles vary, but they were always net hp ratings of 93 to 109 hp depending on the use of Duraspark ignition and the 5200 Holley, 2150 or variable venturi carb in 1979 Mustangs, Pintos and Capris.
In these, it used a small adaptor to spin the carb around 90 degrees. The change was made for emissions sake, as the 38DGAS is a performance orientated carb, with a large gain in power with the 2.8 making 135 hp net, while the best US Capris were 93 to 109. US emmisions were heaps stricter than Germany and England and US fuel grades forced a deap drop in compression ratio, and the US variants of the 2800 had 3 branch heads while the German and English Cologne V6's ran the V4 two branch exhast systems. There was still a good gain horsepower wise in running the bigger 38DGAS.
Fuel slosh and right turn wasn't a problem in the US market Capri, Pinto and Mustang II, as the US market V6's with the 5200 Holley Weber had a mirror image carb mounted.
Every US 2.6 or 2.8 'Mercury' Capri and 2.8 Mustang II in existance seams to have its 5200 Holley Weber removed for a 2150 or 350 Holley 2-bbl,
so pictures are had to find
http://images.thetruthaboutcars.com/201 ... nkyard.jpg