New Engine installed

[P100 Ute]

Engine is in... had to come in form side coz crane legs wouldnt fit under the front of my car... had to jack up the side and take wheel off

to finally get it under.. Damn low cars and big equipment

Engine Bay Painted

Engine with T5 Belllhousing behind it

Engine before

Engine now

Engine before

Engine now

 

[xctasy]

Magic, mate! I love what you are doing!

I'm behind you in my progress, but your ideas on carburation and vehicle choice are way ahead of the pack.

For me, my 4.1 gets an EFI lower intake, Twin 500 cfm carbs, AOD transmission, dual exhasts, custom sump, custom fuel tank.

In a Cortina wagon.

Lets clean up the Jap car posers with Hi Po Henry's on a shoe-string budget! They won't know what hit them!

 

[DYNOED250]

come on guys... .the 250 powered cortina has been doing that for years

 

[P100 Ute]

twin 500cfm ?
lol ur crazy man. thats a bit overkill on a 250 xflow i recon.. make sure your bottom end is all done with like a EF crank (fully balanced) and good rods n shit. and everythign internal brand new.. coz u dont wanan throw a leg

i was gonna slap on twin 34adm's (700cfm) for a test @ drags to see how well it went

as a guy there had a 770 demon carby backed onto a ausie 4 spd single rail and standard 2.92 diff and he was running 13's

and i got a vid of a corty with 250 and a toploader running 11.9

front passnegers wheel comes up and changed gears like a monster 351
ass end kicks out and shit

 

[gassed250]

I have a friend that used to have twin XE carbs atop an EFI manifold
they stuck out the middle of the bonnet

He persisted with them for a month with no luck he pulled them off and just fitted a 4bbl in the end
Less stuffing around and heaps better performance

The twin falc webber onto 250 has been done 100's of times yet you'll never see one coz the setups dont stay on the engines for very long

 

[xctasy]

The twin 500 carbs are just like twin DCOE 42's with 35 chokes.

As long as the power valve, channel restrictions, and pump squirters are the right size, , it'll be just fine. People use a modified side draft Holley 500 90 hp 1340 cc Harley Davidsons without a problem, and the Weber ADM 34 has been replicated by the old BMW 3.0s and some MB 280'S.

Fiat 2300S's ran twin DCOE 40 and 38's with there little 139 cubic inch I6 engines way back in the 60's. The reason this works is the same reason a single Weber DCOE works on a Mini. The fireing impulses and 'sucks' of the engine dont overlap enough to create cross scavenging between cylinders, or any major issues with fuel distribution. If you can get the fuel to the engine quickly, you can then run more advance, smaller pump jets, bigger venturis, bigger jets. Everything gets easier with dual carbs on sixes, not harder.

http://www.pbase.com/adriank8/silnik_f2300scoupe_po_remoncie

Twin carbs are easy to tune as long as you don't make a swan neck intake mainfold which sloshes all the fuel air mix against the walls to create a puddling, stageering mess. The stock EFI upper intake is on too much of a curve, and the mix will condense around the 90 degree bend. The 12 inch runners are 5 inches too long. Generally, the best runner lenght for a six is about five to seven inches, but most runners are limited by packaging constraints.

The alternatives either won't package
(This is very common with triple Webers)


, or

the outer cylinders run lean 2-bbl staged


or

2-bbl unstaged.



You have to be ability to run from rich to lean easily without too much fuel having to be sloshed around the intake manifold. That way, it'll lean cruise at 14.7:1 on the open road, while it will richen up to 12.5:1 in all cylinders when the jandall is given.

I wanna see P100's machine work well. If little DGV 32/36 carbs from Cortinas can work on anything from 1275 Minis to 200 Falcon engines, two willl work sweetly on a 250, esepcially with that manifold. The stock 1600 2V Cortinas did about 88 gross hp with this carb, so putting them on a 162 hp EFI engine won't be a problem.

 

[DYNOED250]

twin 500's arnt as big as it sounds as there measured at a differnt vacume then 4 barrle carbies.. im pretty sure 2 barrles are measured at 3 inches and 4 barrles are at 1.5 inches of vacume.... its somthing like that.. so a 750 dp holley is nearly as big if not bigger than a 2 500's

 

[xctasy]

I love this stuff. Zip right on by if its too 'head up butt'

Everyone who looks at it logically thinks 1 plus 1 is 2.

In carbs, 1 plus 1 is 1.414.

That's because carb area may double when you go to another extra carb, but it is then used only to 50% of it's capability, plus a little extra becasue adding carbs improved volumetric efficiency quite a lot. Going from one 1-bbl carb to three DCOE Webers will elevate volumetric efficiecny from about 75% to over 88% in most cases, mostly due to the better manifolding, the rest due to pluse tuning. A twin 2-bbl carb is therefore a halfway house, where there may be 7% rise in efficency.

It all comes down to a 250 engine not being able to become a 500 cube engine when you stick another carb on it!


Here are flow figures for Triple DCOE carbs with the best trumpets fitted to the ends.

45 DCOE , 40 mm (E49 Charger), 444 cfm at 1.5" Hg
45 DCOE , 38 mm (E37 Pacer), 438 cfm at 1.5" Hg
45 DCOE , 36 mm, 418 cfm at 1.5" Hg
45 DCOE , 34 mm, 376 cfm at 1.5" Hg
45 DCOE , 32 mm, 324 cfm at 1.5" Hg
40 DCOE , 36 mm, 350 cfm at 1.5" Hg
40 DCOE , 34 mm, 346 cfm at 1.5" Hg
40 DCOE , 32 mm, 336 cfm at 1.5" Hg
40 DCOE , 30 mm, 316 cfm at 1.5" Hg
40 DCOE , 28 mm (Fiat 2300S), 279 cfm at 1.5" Hg
40 DCOE , 26 mm, 241 cfm at 1.5" Hg
40 DCOE , 24 mm, 202 cfm at 1.5" Hg

The thing is a Charger can't do more than about 300 hp with 1332 cfm of Weber's becasue the engine can only pull about 428 cfm of air through them. That's less than 0.85 inches Hg of vaccum.

The Weber ADM 34 is rated at about 268 cfm at 1.5"Hg, or 378 cfm at 3.0 " Hg. It is capable of about 150 hp tops. The Weber DGV is 226 cfm, and capable of only 125 hp maximum. The point is that when you put two together carbs together, they don't deliver twice the cfm.

That little Fiat 2300S ran two DCOE carbs with a rated 556 cfm all up at 1.5" Hg. In practice, it only gave 130 Hp net, and the engine saw only 188 cfm, or 0.87" Hg.

The airflow of a 4.1 six runing to 5000 rpm is about 300 cfm. Two Weber DGV carbs will only see 150 cfm each, which was how much it saw in the Cortina 2000 at 6000 rpm. Each carb needs less acclerator jet, less idle jet, less progression, and can still run a smaller main and primary jet without over loading the big 4.1.

Basically, running two DGV's on a 250 six is just like running a 390 cfm vacum secondary carb, becasue its two 226 cfm carbs which are not able to flow 452 cfm if the engine is only able to suck 300 cfmat 5000 rpm.

 

[MRJLB84D]

heres 2 things every xflow needs!

nice big juicy inlet with nice plenum

and..... something to help fill it with air


love what ya doing with yours tho, keep up the good work and keep those pics comming!!!!!!

 

[DYNOED250]

haha boost is cheating man.... but once i kill this NA motor im so going to either turbo a nice 250/4.0... or cough 302 wheasor it ...