The final word on carbs..please

[Anonymous]

OK gang. I've read and searched and read s'more on what 2V carb to slap on my ride. I want someone that has had excellent success results to chime in here and point me in the right direction! Also sounds like the Clifford adaptors are the way to go...right?

I've got a '68 block with a '69 head with the 1.75" intake bore. The cam and all the internals are stock and other than headers and this carb upgrade, that will probably be the extent of the upgrades.

I have a Carter YF 1V on there now and the car is quite peppy so i greatly fear overcarbbing. I did it to my F100 w/292 Y block and don't want to do that again.

I've read the Six Cyl. Performance Handbook (what a great resource!) and they discuss the Autlites, Holleys, and Carters. Now, I just need to know which is the best choice for my application.

I'd love to be able to shell out $500 for the Weber "kit" from Clifford, but that's just not in the budget. If I do decide to go with a Weber, do I go with a Progressive style or synchronous? Is the 38 the right size?

I've heard that certain later model cars (Pintos, Mavs, etc) used carbs that were essentially the same Weber downdrafts..true? There are bunches of rebuilts on eBay all the time. I just need to know what I'm looking for online or if I jut go to a parts house.

In the end, what I want is someone that has done this on a similar car/motor setup to say "I went with carb brand X model Y with this adaptor and it's been amazing".

Thanks again all!

 

[CobraSix]

I've had great success with Autolite 2100s. They are about bullet proof, you just need to get one that is sized about right to your needs. for you set up, I'd guess one with a 1.08 or 1.04 venturi.

Autolites are solid carbs. require very little tuning. They are great for daily drivers.

Slade

 

[mustang6]

I think I have tried almost every 1, 2, and 3 (1x3) bbl. combination on a 68 block with 69 and 70 large log heads over the years. See the details of the engine in my profile list below (the Mustang engine), it's not too far from your configuration, and my 252 cam is not too far from stock. In most of these combinations I used more than one carb so as to make sure particular issues weren't unique to that physical carb. Here's how I'd rate them.

Stock large bore Autolite, OEM Ford Adapter: Basic all-round average performer, good in mid-range, not that great on top end performance, always seem to have idle smoothness issues in hot weather (prone to overheating fuel bowls?).

Stock Carter YF, OEM Ford Adapter: Basic all-round average performer, better than autolite on high end, also smoother idle, not as strong in mid-range- never seemed to have the "pull" if you floored it in the midrange (probably due to fuel mixture rod design vrs. Autolite's power valve design).

Ford 1.08 Autolite 2 bbl, Clifford Adapter: Good in midrange power, decent top-end performance, always had idle stability problems, not sure if the airflow at idle was enough "signal" for the idle circuits, researched but never followed through on changing idle passageway characteristics.

Holley 500 cfm 2 bbl, Clifford Adapter: Very good top end power (only the tri-power (1x3) was significantly better), decent idle characteristics despite being a bigger carb than the Autolite 2 bbl. (probably due to different idle circuit design), always had "bog" in the midrange even though I played with different jet and accelerator pump shot sizes.

Holley 350 cfm 2 bbl, Clifford Adapter: One combo I never tried and wish I did, just couldn't find one of these carbs cheap enough. Might have had the good idle like the Holley 500 and strong midrange/decent topend of the smaller Autolite 2 bbl.

3 Autolite 1 bbls (center carb large bore, 2 end carbs small bore) on Offenhauser tripower intake with progressive linkage: Surprisingly decent idle (through center carb only), good midrange, strongest topend of any combination BY FAR. Only combination where I felt I could put the pedal to the floor and the engine would rev on the high end until it blew up. Only combination that easily pulled my Mustang to 110 mph, most others struggled to get to 100 mph. Downside was complexity, constant adjustments, carbs having minor problems (flooding, leaking, etc.) Drove with this on a daily driver for about 3 months, but it was too high of maintenance so I eventually removed and sold the head complete. Perhaps if I could have afforded new carbs all the way around it would have been managable.

Weber 32/36 progressive 2 bbl, Clifford Adapter: Had to convert to cable linkage for this one. I had the older Clifford adapter, which mounted to the top of the Ford OEM adapter and made the total package very tall, barely fit under my hood. This was by far the most responsive, best all-around combination I ever ran. Excellent idle (probably due to smaller primary than stock Autolite), smooth, strong midrange, good "kick" when you stomped on it in the midrange (especially if you put enough foot into it to open the secondary), very respectable topend (about as good as the Holley 2 bbl). Never surged, bogged, ran rich, or needed much adjustment at all. I stupidly sold this combination for $75 when I thought I was going to sell the car and started reverting things back to stock.

Now that I have changed my mind and am keeping the car, I'm trying to get back to the Weber 32/36 configuration or something like it. I bought a Holley/Weber 5200 2 bbl. with Stovebolt adapter from this board but haven't installed it yet. I'm thinking about getting the newer Clifford adapter instead to position the carb correctly and still keep a low profile under the hood. If the Holley 5200 doesn't work like my old Weber DGAV 32/36, I think I will be back in the market for one of those.

The only other log head combo I haven't tried is the Autolite or Holley 2 bbl on a head that has been directly modified for a 2 bbl. More airlow through the carb might fix the idle problems of the Autolite, or provide more airflow for the Holley. If I had an OZ head, I think all of this would be moot however.

 

[Anonymous]

arty: OK, see now THAT's the kind or response that make this board the place to be! Dude, you freakin rock!! I can't thank you enough for taking the time to write all of that out!!

TO the MODS, this post needs to be saved somehow. I think Mustang6's reponse would eliminate LOTS of reduntant questions on carbureation.

again, hats off man! I just hope I'm not the one that snipes you on the next Weber 32/36 progressive that hits eBay!!

Oh, final question along this line, was this carb ever used as a stock item on a later model vehicle (Pinto, Mav, etc)? I read this:

===============
US version built by Holley. 5200 series. Same as Weber DFV, mirror image of DGV. Used on: English Escorts, Cortinas, 70-80 Pinto & Mustang 4cyl & 2.8 v6, 79-82 Ford Courier P/U 2.0L 79-82 Ford 2.3L 4cyl. in Mustang, Capri, Granada, Fairmont etc. Chrysler 1.7, 1.6 & 2.2 eng.s Chevy Vega, Chevette, Pontiac Sunbird & Astra
===============

 

[CoupeBoy]

mine came off a mid 70's mustangII 2.8 V6 I found lying on the ground still bolted onto the motor in a wrecking yard by Greeley CO. But in the barn we have 2 (or 3) '78 Mustang II 2.3L 4cyl and only 1 of the 3 has the holley/webber that does not have the extra emissions controls stuff. I can get a pic if you need one but it might take a bit.

-ron

 

[Anonymous]

they never came on mavs or comets or the inline grandas

 

[Billr57]

Well I just installed a Holley 350cfm carb and all I can Say arty: WOW did that wake up my 250 Duel exhaust with 2 1/4" pipe all the way out the back with Flowmaster 40's mufflers.

 

[Anonymous]

cool! Does the 250 intake need an adaptor? Which did you go with? Which model Holley did you go with (new, vintage, etc)?

 

[ruckus68]

If you can have it direct mounted ah la mustang geezer. take a look and his site and you can see what he did. he seems to be leading the way with log head heads.

good luck
John