I didn't, and don't respond to exactly what Holley 2-bbl jetting changes you should go to becasue the ones that are there are liley to be close to perfect, with just a jet or two up or down call size likely to give you splendid results. Unlike the 4412 part number 2300 series 500 carb, the 80095 was probably designed for a 200 hp six cylinder engine just as it comes. It was probably designed for Fords Log headed six, because there has always been unsubstantiated rumor from former FSP member and 1981 Mercury Zephyr 3.3 owner and tuner
Mark P that Ford had a 2-bbl Campus/ Police Interceptor Fairmont for domestic use after the Iranian Revolution put the second fuel scare on OPEC gasoline production. Its existence been repeated again recently on other forms.
Stormin' Norman":14g4djg7 said:
.....a friend of mine in California, US Navy, also a rare 1982 Cougar wagon owner, has followed my threads on FordSix forums. Anyway he seems to recall that Ford made a police special Fairmont with a 2 BBL manifold 200 CID 6-banger, all cammed up
autoX65":14g4djg7 said:
more along the way next week and next weekend will be dedicated to the engine break in and running I'm sure ill have to get a wide band or o2 sensor to get this carburetors dialed in. the more I hear about it the more trouble it seems like people have with it.
Lets back up. The 2305 is a great carb, but having a mechanical secondary Holley 500 cfm carb is totally different to any other2-bbl Holley, as its not the same as the 2300 in fuel requirements in any way at all. Its not a vacuum secondary carb, either. Its pretty much a downdraft 43/43 mm Weber carb with 35 mm throats (venturis), or like having a really big Holley 1904/Holley 1940/Autolite 1101/Carter YFA primary carb linked to another Holley 1904/Holley 1940/Autolite 1101/Carter YFA mechanical secondary. As such, the 1.375 venturi, 1.6875" throttle is exactly like the biggest single carb found on the 226/261 or 240-300 or 250 engines, and that means the first barrel can make 108 hp, and both open can make 216 hp at 1.5 inches of mercury.
The only thing like it in the Ford empire is the 1982 to 1992 Aussie X-flow 200/250 cubic inch Weber mechanical secondary 34/34 ADM 320 cfm carb with 28/28 but the Holley 2305 500 has with 26% oversized throats (venturis) and throttles. As a carb, the Weber mech sec ADM 34 is a very, very good carb with great fuel economy and very nice primary to secondary modulation. They made big heavy 3000 to 3500 pound intermediate Falcons do 110 mph top speeds, 17.6 to 17.9 second quarter miles, and even when thrashed, they still gave over 20 us mpg. It did service in unleaded 3.3 engines with as little as 117 hp and 174 lb-ft, or high compression leaded fuel engines with as much as 148 hp and 233 lb-ft.
in 1987, Australian Dick Johnston found 197 hp (147 KW) with the 2305 series Holley 500 cfm carb when the 280 degree cam upgraded 2-bbl intake XF SVO engine was being developed by the Brisbane Engine Center. He used a 4.1 engine from his Falcon pickup as the development mule, with x-flow head, Genie headers and it was planned to use 95 ron/mon over 2 octane Shell Optimax (your US 93 AKI) in an unleaded gasoline engine with the earlier 9.35:1 compression ratio car with 2.77 axle and T5 according to Wheels Mag January 87 Dick Johnson's SVO XF Falcon reporter Mike Stahl. The car couldn't meet the cost, 200-215 HP performance targets, emissions and durability targets as a carb unleaded car, so they then went to EFI unleaded, and the project then stalled. Two were built. Ex English F1 engineer Peter Harden's rework of the EFI engine with a better cam and carb made the machine quite a lot quicker, and fun to drive, even with a tall 2.77 axle. In context, the 2-bbl carb Dick Johnston used wasn't a performance limit, it was the 87 US aki (91 ron/mon over 2) fuel, and 1987 emissions regulations that stopped it being made as a warmed up 4.1 with Holley 2-bbl. It ended up with Ford Motorsport branded EFI snorkel and parts, and maybee 6 cars in total were made, but only the first had the modified SVO 4.1 EFI six with Peter Hardens 280 degree cam.
if you extrapolate it out, a mech sec carb with 56% more cfm should give up to 230 hp with ease if its set up right. In actuality, we've seen 289's with 500 cfm 2300 Holley 2-bbls make 352 hp with the right kind of NASCAR style cam in Historic C Carerra Panamerica 65 Mustangs.
http://www.hotrod.com/techarticles/engi ... to_12.html
http://www.hotrod.com/techarticles/engi ... to_06.html
And single 2-bbl Weber IDA 48's make 390 hp in Argentina's Tourismo Catterra's with 183 cubic inch I6's. So its not unrealistic to see more than 205 hp
Crosley's 15 second early round body log head 200 cube I6 Falcon makes, just using what you have.
The little 2305 350 cfm should be as good as the Weber 34 ADM, and the 500 cfm 2305 should run away faster than any mistreated servant. Holley's base jetting and settings for each will be very close to optimum. Colt Industries Holley brand might have taken a real quality bashing to its good name with the roll out of the cheap and nasty horizontal shut line Motocraft 4350c syle 1976 to 1988 4360, 4010 and 4011 4-bbl carbs, but all the 2305's used great design and lots of 2300 series commonality, and Holley's engineers also made the Ford Carpenter 370 cid 2-bbl 2300C and Mustang 5.0GT 5.8 CV/MM Police Interceptor /5.8 & 7.8 liter F250/350 4180C series emissions carbs in the same 1982 period where the 2305 appeared. These were all top notch Holley's.
The 500 cfm 2305 is no turkey, it's just a rare, not well understood 2-bbl carb which still drips fuel from its vertical shut line float bowl.
You should in theory be able to put a US $26.50 1:1 linkage from the 390 cfm 6895 cfm carb on it, and run a 2300 series float bowl or a primary front float bowl Edelbrock or Weber or TMP Power Plate, and set it up like the primary barrels of the 650, 700 or 750 4150 series double pumper. The base 2305 casting is still 100% 2300, but it has the main body drilled differently for a special PVCR and idle jet arrangements.
Although the Weber kit has its detractors when used in the stock front float bowl setting, in your i6 instillation, the intermediate circuit and power valve would never be exposed under acceleration, and the changes in float level still allows the whole existing recommended emulsion tubes to be used, and are are good for a 4-bbl 400 to 500 hp engine, so that's 200 to 250 hp of calibrated power right there. Though these kits are considered flawed, they were used extensively in our Improved Production and oval tract 308 to 351 race engines in Australia , the kit allowing 308's to get to 400 hp, and 351's to get 450 hp. Full jet changes with the engine running, and none of the traditional Holley vertical float bowl split line to slow down jet changes.
Its been acknowledged for years that there are more than one way to tune Holley carbs. Forum exports like Wsa111 use the best air bleed and pvcr kits, with booster and other blueprint changes to his 4412 2300 series 500 2-bbls, but you ca also fall back to the time honored Weber IDA methods of emulsion tube, jet and air corrector changes, along with the stock power valve. Either way, if the stock Holley 2305 500 cfm calibration doesn't make 200 hp, its pretty easy to make one that will.