Sideways 2Bbl?
- Thread starter powerband
- Start date
Yes, it can be clocked either way. Holley 2-bbls throttles are set up/arranged different to Holley, Autolite and Motorcraft 1-bbls, and this hurts accurate fuel dilivery to each cylinder when the flost bowels are arranged frontwards. The stock US log adaptor is best, as it moves the carb to a sideway position anyway, fixing fuel distrubtion to suit the way the throttles open. Does10's didn't have any problems drag racing his 250 with the carb mounted as per your picture, neighter does Crosley, Gene or Mustang Geezer. Good company to have. Jet extenders are around to cope with fuel slosh when the float bowel is under extreme acceleration.
As a counter point, Ford Argentina used to race SP 221 engines with its Holley 350 cfm 2-bbl set up like yours. No issues with fuel delivery under acceleration.
On the other hand, Ford Australia used to race I6's with the 2-bbl carb mounted far out on the side, with its float bowel mounted forward. No issues despite technically poor fuel distribution figures, typical of any I6 installation that has the Holley 2-bbl accessing fuel non uniformly from one side. V8's don't have issues when mounted with the float bowl forward, but I6's do. Its technically wrong, but Ford Australia with all its 2v 250's and Chrylser Australia with all its 2-bbl and 4-bbl 245 and 265's mounted the csrb the wrong way, yet it worked perfectly.
so the float bowel faces the front. It often is on the overseas Aussie 2V 250 and Argentina ME 188 conversions. But then the standard 2300 series linkage is hard up against the rocker cover. Some guys turn the carb backwards towards the firewall like the early tripower Holley 352/390, 406, 427 and 289 engines.Unlike the Weber DG series and Holley Weber 5200/6500 series, the Holley 2300/4150/4160/4180 series is best mounted parallel to the crank on six cylinder engines, or the "rooster tail" of atomised fuel will be poorly distributed so the back cylinders get too much fuel and the fronts starve, as the air fuel mixture has weight and inertia as it tumbles down into the log head.
The only pro for forward or backward mounting the float bwel of a 2-bbl Holley on an I6 is under off raod conditons, where fuel can spill on certian versions. The competition float bowels and lemans float bowels and jet extenders which Does10's used on his log headed version of his Turbo 250 sort those problems out, and its not normally a problem.
The throttles on the Weber DG series and Holley Weber 5200/6500 series tip into port, but on the Holley 2300 series it is biased to the float bowel. 4-bbls are biased to the front float bowel on primary, and the back float bowel on secondary operation.
There are other reasons, and the 1972 2V 250 and 2006 onwards Classic Inlines Aluminum head have been designed with enough plenumb area to rectify the flow bias, but it still exists anytime you use a Holley 2300 2-bbl. The Holley 2305 series was released to eliminate this characterstic.
As a counter point, Ford Argentina used to race SP 221 engines with its Holley 350 cfm 2-bbl set up like yours. No issues with fuel delivery under acceleration.
On the other hand, Ford Australia used to race I6's with the 2-bbl carb mounted far out on the side, with its float bowel mounted forward. No issues despite technically poor fuel distribution figures, typical of any I6 installation that has the Holley 2-bbl accessing fuel non uniformly from one side. V8's don't have issues when mounted with the float bowl forward, but I6's do. Its technically wrong, but Ford Australia with all its 2v 250's and Chrylser Australia with all its 2-bbl and 4-bbl 245 and 265's mounted the csrb the wrong way, yet it worked perfectly.
so the float bowel faces the front. It often is on the overseas Aussie 2V 250 and Argentina ME 188 conversions. But then the standard 2300 series linkage is hard up against the rocker cover. Some guys turn the carb backwards towards the firewall like the early tripower Holley 352/390, 406, 427 and 289 engines.Unlike the Weber DG series and Holley Weber 5200/6500 series, the Holley 2300/4150/4160/4180 series is best mounted parallel to the crank on six cylinder engines, or the "rooster tail" of atomised fuel will be poorly distributed so the back cylinders get too much fuel and the fronts starve, as the air fuel mixture has weight and inertia as it tumbles down into the log head.
The only pro for forward or backward mounting the float bwel of a 2-bbl Holley on an I6 is under off raod conditons, where fuel can spill on certian versions. The competition float bowels and lemans float bowels and jet extenders which Does10's used on his log headed version of his Turbo 250 sort those problems out, and its not normally a problem.
The throttles on the Weber DG series and Holley Weber 5200/6500 series tip into port, but on the Holley 2300 series it is biased to the float bowel. 4-bbls are biased to the front float bowel on primary, and the back float bowel on secondary operation.
There are other reasons, and the 1972 2V 250 and 2006 onwards Classic Inlines Aluminum head have been designed with enough plenumb area to rectify the flow bias, but it still exists anytime you use a Holley 2300 2-bbl. The Holley 2305 series was released to eliminate this characterstic.
xctasy,
... well thanks for the encouraging information, I'll try to post some pics as I get it together.
while I was working on the 1904's setup, I used a 7448 on the Clifford 258 with a 2X1 adapter and blocked off the outers. The 1904 progressive setup works well for street but I'd like to try a simpler setup for consistency on the track.
have fun
... well thanks for the encouraging information, I'll try to post some pics as I get it together.
while I was working on the 1904's setup, I used a 7448 on the Clifford 258 with a 2X1 adapter and blocked off the outers. The 1904 progressive setup works well for street but I'd like to try a simpler setup for consistency on the track.
have fun
FalconSedan Delivery stated that the tri power isn't consistant. I think its becasue there are three variables. If you go back to running a central four barrel with one kerb idle via the 1.75" hole from the primary side and then mechanical secodaries to the outer two 1.4375" branches, that should be the best way to make air and fuel delivery. Your on the right track. I think that's what this engine has needed for a long time, a true, simple, effective Detriot carburation solution. If you can modulate the air fuel delivery to meet the individual cylinders, performance comes in abundance.
The 2V 250 head shows what great induction can do with that 45% boost with just the intake. Over and above that, the Classic inlines 3.3's with 4-bbls shows 235 to 266 hp verses the 181 hp of the best Tripower with the same cam. Its 30% better at air flow. With a great 4-bbl adaptor, I know you can eclipse the best stock 3-bbl set with a good 4-bbl. Farons does 220 hp with 250 cubes, the head is the limiting factor with 450 cfm of Tripower carburation.
The 2V 250 head shows what great induction can do with that 45% boost with just the intake. Over and above that, the Classic inlines 3.3's with 4-bbls shows 235 to 266 hp verses the 181 hp of the best Tripower with the same cam. Its 30% better at air flow. With a great 4-bbl adaptor, I know you can eclipse the best stock 3-bbl set with a good 4-bbl. Farons does 220 hp with 250 cubes, the head is the limiting factor with 450 cfm of Tripower carburation.
My combo wasn't consistent ( still to test this ) because of fuel slosh !!, 60 fts in the 2.0's are fine get down in the low 1.9s and quicker and you discover a fuel movement problem the designers of this carb The autolite 100/1101, never had to worry about , My Tri Power is for sale and I have interests , but money talks , if it doesn't sell I may run it in my 68 till the refresh on the Blown 390FE is done ( its sitting in it anyway ),Just to sort that inconsistency out , will let you and all know
8) fuel slosh isnt as much of a problem with 2bbl conversions as it is with the 1bbl carbs due to the larger fuel bowls with the 2bbl carbs. one thing to be aware of though is the float pivot location. a center pivot float is nice normally because it damps down the fuel level changes. but when a center pivot bowl is used in a sideways situation, it can cause issues of fuel starvation at times.
Not sure where you are getting your Facts ? No offense , Since the early days of Pro stock the Holleys were mounted Sideways , and DO NOT have a problem with it , on the contrary , mounted inline with a side pivot is the other good way , The Factory cars used as Carb orientation were NOT Drag Specific , more corner carvers, I stand by my Carb orientation for a Drag oriented app
FalconSedanDelivery":3e41nfi0 said:
i get my information from practical experience doing the very sort of racing you are talking about. and note i didnt say it was a problem, i said it could be a problem. we had many friends who used sideway mounted holleys, and the ones that used the center pivot float bowls tended to have fuel slosh issues, and when tehy swapped to the side pivot float bowls they went away. it wasnt all the time, but on occasion.
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