I need some tech advise on installing a holley 2300 on my 65 mustang w/200. I purchased the Clifford carb adapter 08-1641 (and I have a clifford universal adapter for sale if any one needs it) I also purchased a Holley 2300 500CFM carb. But when I called Clifford he said that the carb butterflys were too large on the 500 and I should get the 350 CFM. This is the only mod i have made yet but I do plan the duel exhauste, cam, etc later. What should I do and has anyone done this conversion before? I really need help.
NEED HELP installing Holley 2BBl carb
- Thread starter 2Blew2B
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A
Anonymous
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how much for the universal adaptor and what 's the difference ebtween the two adaptors?
Howdy 2blew2B:
The 350 has throttle bores of 1.375", while the 500 has throttle bores of 1.69". The Clifford adaptor can be modified to accept the 500 Holley by grinding or relieving the area where the butterflys interfere. It can be made to fit as the bases for the 350 and the 500 are the same. The carb hole in your '65 head is only 1.5" in diameter. That's the bottleneck. You will lose some idle quality and low speed transition, but will increase WOT and top end. You'll be going from a carb rated at 185 cfm to a 350 cfm carb, using the same rating. That's almost a 100% increase. Will your intake, head and other systems be able to take advantage of that kind of increase?
What will you do about your Load-a-Matic distributor. It is designed to work with the Spark Control Valve in your stock Autolite Carb. If you haven't planned for an upgrade to a later distributor, add that to your list.
A 500 Holley is alot of carb for an otherwise stock 200- and through a funnel. But then a 350 will likely be overkill too, until you get more mods done. Holleys are very tuneable. You'll need to learn how it works to get it to work. Have you checked hood clearance? The adaptor will add about 2" to your air cleaner height. What will you be using for an air cleaner?
Linkage is also a concern. What are your plans there?
What trans is in your car?
Enjoy the adventure.
Adios, David
The 350 has throttle bores of 1.375", while the 500 has throttle bores of 1.69". The Clifford adaptor can be modified to accept the 500 Holley by grinding or relieving the area where the butterflys interfere. It can be made to fit as the bases for the 350 and the 500 are the same. The carb hole in your '65 head is only 1.5" in diameter. That's the bottleneck. You will lose some idle quality and low speed transition, but will increase WOT and top end. You'll be going from a carb rated at 185 cfm to a 350 cfm carb, using the same rating. That's almost a 100% increase. Will your intake, head and other systems be able to take advantage of that kind of increase?
What will you do about your Load-a-Matic distributor. It is designed to work with the Spark Control Valve in your stock Autolite Carb. If you haven't planned for an upgrade to a later distributor, add that to your list.
A 500 Holley is alot of carb for an otherwise stock 200- and through a funnel. But then a 350 will likely be overkill too, until you get more mods done. Holleys are very tuneable. You'll need to learn how it works to get it to work. Have you checked hood clearance? The adaptor will add about 2" to your air cleaner height. What will you be using for an air cleaner?
Linkage is also a concern. What are your plans there?
What trans is in your car?
Enjoy the adventure.
Adios, David
A
Anonymous
Guest
I think you should get your money back for the 500 and order the h/w from Stovebolt for 60$, it's a progressive 2-bbl better suited for your setup.
im planning on putting a new 2brl on the 200 which is otherwise stock except for true duals but i do plan on a new head probably OZ maybe next year i just need some more boost from now until then. and im wondering if anyone has any suggestions. Holley or Weber? i have a buddie who know webers like the back of his hand if that helps also hood clearance issues and throttle linkage issues? anyone care to help a relative newbie out?
Hello, to get the full benifit you need to modify the log.
http://fordsix.com/forum/viewtopic.php?t=17205
The adapter will help over the stock set- up but the restriction still exists.
If you can't affort the oz head from mike @ www.fordsixparts.com at least have a compedent machine shop modify the log.
Good luck with your efforts, either way you will get more power. william
http://fordsix.com/forum/viewtopic.php?t=17205
The adapter will help over the stock set- up but the restriction still exists.
If you can't affort the oz head from mike @ www.fordsixparts.com at least have a compedent machine shop modify the log.
Good luck with your efforts, either way you will get more power. william
Howdy back 2Blew2B:
Your stock '65 distributor is a vacuum advance only unit. It is called a Load-a-matic distributor. The vacuum advance built into the distributor works off of a modified vacuum signal from the Autolite 1100 carb. There is a Spark Control Valve on the carb that sends the modified vacuum signal to the distributor. Read the sticky at the top of this forum for details.
If you change carbs to one without the SVC you will need to swap to a '68 or later point type distributor or a '75 and later Electronic (no points) ignition system. Both will have a dual advance system built in Both will be better for performance and economy than your OEM '65 distributor.
There are many opinions about the pros and cons of each type along with much info on this forum. Do a search and study up.
Adios, David
Your stock '65 distributor is a vacuum advance only unit. It is called a Load-a-matic distributor. The vacuum advance built into the distributor works off of a modified vacuum signal from the Autolite 1100 carb. There is a Spark Control Valve on the carb that sends the modified vacuum signal to the distributor. Read the sticky at the top of this forum for details.
If you change carbs to one without the SVC you will need to swap to a '68 or later point type distributor or a '75 and later Electronic (no points) ignition system. Both will have a dual advance system built in Both will be better for performance and economy than your OEM '65 distributor.
There are many opinions about the pros and cons of each type along with much info on this forum. Do a search and study up.
Adios, David
I just did this same swap in my 66. I used the Clifford adaptor and yes I did need to grind some material off the inside of the mating surface to clear the butterflies but it was no big deal. You may also need to grind a little off the outside edge where your throttle linkage may bind. It wasn't noticable on mine untill the carb studs were tightened down. Also no big deal. As far as linkage, you will need a little time and some creativity/adaptability but in my opinion it was well worth it. I didn't change anything on the dizzy, I'm even still running points. The idle is perfect and drivablity is great. No stumble, no bog no flat spots.
This swap took me a while because of other things I had going but actual time invested in just the adaptor and linkage I'd say an afternoon tops. Go for it, you won't be sorry!
This swap took me a while because of other things I had going but actual time invested in just the adaptor and linkage I'd say an afternoon tops. Go for it, you won't be sorry!
A
Anonymous
Guest
I put a Holley 350 on my kids 67. You can look at pictures of it at www.texasaero.com/users/jporter It's a pretty cool setup. I used brake line to run from the fuel pump to the carb, just bent it, cut it to length, and reflared it. As for the vacuum from the distributor, did the same thing only used rubber tubing to connect to the carb. The toughest part of the job was figuring out the the hood clearance. I had the top and bottom of the spacer milled down enough so the hood would clear the carb and air cleaner. As for the linkage, it was easy and works perfect. I have alot of pictures of the setup now that are on my computer, just e-mail me if you want to see any of them or if you have any questions. (jporter@texasaero.com). I have owned this car since I was 16, (1976},my first car, and now my son is driving it. It has never run so good, smooth and powerful.
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