Trying to mount Holley5200 to a 250 2v?

[Anonymous]

So I am finally getting all of the little tid bits worked out... and I was playing with the carb on the intake today... I know I was told this carb would fit the 250? but I cannot see how?

The intake bolts are 3 1/4" center to center...
The carb is 3 5/8" center to center?

Now I know I was told to massage these holes a bit to fit... but if I pull this much metal out of the carb I will be very close to the walls on the carb? I have to remove an entire bolt thickness from here? and then I am not sure the nuts will fit on the bolts? Does this seem right?

Am I missing something...?
Here are a couple of not so great shots... it was hard to get the right angle...
<img src=http://www.image-hosting.net/images/messageboard/jbowhall/DSCN0433.jpg>
<img src=http://www.image-hosting.net/images/messageboard/jbowhall/DSCN0431.jpg>

So I am at a loss? should I cut into this carb that much?
I am also thinking this thing may not have enough for me...
I was thinking about going back to the 2300 at 350cfm....
I have an adapter plate for that carb... but they are so expensive... and so are the 38/38 webers... I liked the little 65.00 carb, but it might be time to put some last dollars into the throat... why skimp on change now...

 

[ricksmol]

Jimbo:
I put the 350 Holley in mine. I have no complaints whatsoever about fit, performamce or tuneability. Good carb all around. New about $250?. I don't remember correctly it has been almost two years.
Rick
PS
Manual choke works great!

 

[Anonymous]

That is what I am thinking...
I am going to pull the cover on this one and see what jet sizes are in here...

And since I have the cable throttle in place, and the adapter plate..
and an Air cleaner... plus I have a manual choke already hooked up...

it would take like ten minutes to install the 2300.. it would be more work to make this carb fit. (and I also think with all the porting and the higher cam.. this carb may fall a little lean...) although I liked the progressive throttle... the 2300 is all at once. watch the mileage go down a little, but not like the 500....

 

[Mustangaroo]

Actually, I don't think that I get than bad of mileage from my Holley 500! But then I only drive two miles one way to work! The Holley 5200 is great for better MPG but for what you have done to improve performance over a stock 200, you would be holding your engine back using the 5200 on a well built Aussie 2V! :roll:

 

[xctasy]

Grab two nuts, tighten them against each other, and remove the studs. Then have a machine shop make an 46 by 93.5 mm (1.811 X 3.681") plate which is the same silohette as the #5200 carbies phonolic gasket. Then drill four bolts for counter sunk screws to bolt into the existing Stromberg WW carb pattern. Theres just enough room to fit these bolts in if they are clearanced with a bevelled countersunk hole. RacerWalsh used to make these out of 5 mm thick (quarter inch should do) alloy plate. You can do it to. The studs for the #5200 can be done with the same kind of bolts.

Thats an option. The carb you have can't give any more than 125 hp. The real flow bench figures are only 197 cfm at 1.5"Hg, which is the same as the primary side of a 390 cfm Holley 4-bbl, and 25% less than the 247 cfm the #2300 flows at 1.5"Hg. Hp is equal to cfm @ 1.5"Hg test pressure, divided by 1.6. Thats only about 123 ponies.

Heres what you can do to imporve it, and still maintain sequential secondary with almost the flow of a good ole #2300 350 Holley.

1. You thin the butterfly shafts, and knife edge the butterflies. 205 cfm

2. You remove the flash marks from the auxiliary booster venturi and the edges of air horn radiised with a 125 thou curve on both edges, 207 cfm

3. Then take the primary venturi out to 1 3/16, and the secondary venturi to 1 1/4". 227 cfm

4. Then remove the choke butterfly, if you don't need it. 238 cfm. or perhaps 150 flywheel HP.


Then you have to re-jet it.

All fun an games!

 

[Anonymous]

Alright... this is sounding like a ton of work.... for the 5200 which will not yield the greatest results....

Plus I am looking right now on Summit at the 2300 carbs...

They only carry the 350CFM in the classic finish and it is $20.00 more than the 500CFM? Plus I like the Shiny finish better.... so the 500 is on top for now.

for 219.00 that is not that bad....

Now... with the 2300 carbs...

1. Are the throttle linkages set up for a pull to the drivers side type throttle cable?
2. these all have manual chokes which I like...
3. If I go with the 2300 what are some(if any) of the internal jets and adjustments I might have to make... or will it be fine as is, only needing external adjustments to at least get me running?

 

[Anonymous]

I am intrested in the 2300 also. Do you still use an adaptor plate? With the 5200 there are also clearence issues with the throttle. Not a problem with the 2300?

tks
don

 

[Mustangaroo]

You still use an adaptor plate for the 2300 carbs, the linkage is pull type, if I remember right I had to grind about 1/8 inch off the linkage arm on the carb for clearence for my setup! Only problem with the Holleys is you have to tune them to run perfectly, jets, power valves and accleartor pumps adjustments, but when you have it dialed in it runs so smooth and great performance!

 

[Anonymous]

Well I bought the Holley carb book and I am reading it... but I am not sure about the adjustments I would need to make... I am going to go over this some more...

 

[Anonymous]

What I don't understand is several years ago my brother had a little Holley economizer. We used it on several vehicles inculding a 78 7000 pound Lincoln Towncar with a 460. I got 17 mpg with it. This carb always performed perfectly regardless of what engine it was on. No jetting no nothing. Why is that?

tjs
don

 

[Anonymous]

I found the adapter plate I got from Azcoupe...

<img src=http://www.image-hosting.net/images/messageboard/jbowhall/DSCN0447sm.jpg>

 

[65coupei6]

In my opinion the Holley 2300 350cfm is the way to go. I know Mustangaroo seems to like the 500 but I am not sure how much improvement it will really make. They are about the same price but with the 2300 I had to make NO adjustments.

I got the 350cfm from Summit but I have seen them cheaper at local speed shops. It is a push/pull from the drivers side. I didn't have to modify anything on the carb. Not the throttle, jets or power valve. So far I have put maybe 700 miles on the carb/engine. I drove to Reno, NV from San Francisco, CA (250 miles) over the Sierra Mountains with no problems. Then from Lake Tahoe, NV to San Francisco (another 250 miles) on another freeway over the mountains and had no problems there either. My milage was around 16 miles per gallon. My fuel gauge is off so I might have not figured out the milage correctly.

 

[Mustangaroo]

65coupei6,
Did you ever Dyno your new Aussie 2V setup? I hope to get in this next week and Dyno mine again after the newest stuff I did to the head. I pulled the old valves out and put brand new stock Aussie valves in and new hard seats, 3 angle valve job, and the 4th angle or back cut the intake and exhaust valves, cleaned up the cylinders, port matched the exhaust to the headers, got around to installing the Clifford Divider, used one of my NOS steel head gaskets and increased my C/R to 10.5:1, connected my Pernonix's module to 12V All this and I'm still running the stock Ford Cam but have installed 1.6 ratio rockers (stock type) And of course my Holley 500 rejetted to burn your eyes about 13:1 A/R
I had to do all this to try and keep my bragging right over Little Roo's Aussie 4V Intake, Isky 256 Cam with .440 lift, and a Holley 650 Quadrojet 4V

 

[65coupei6]

Ben, not yet. My club will be doing a Dyno day in November. I will probably wait until then. That will also give me some time to install an electric fan. I have to drive down there sometime to check out both your cars.

Or you guys can come up as far as Stockton to the Mustangs Plus show in October. It would be nice to have all three of our cars parked together and show those V8 guys what a real engine should look like 8)

 

[xctasy]

Okefenokee Comet said

What I don't understand is several years ago my brother had a little Holley economizer. We used it on several vehicles inculding a 78 7000 pound Lincoln Towncar with a 460. I got 17 mpg with it. This carb always performed perfectly regardless of what engine it was on. No jetting no nothing. Why is that?

Answer:-

Hope this helps. To recap, there are two 2-bbl 350/355 CFM #2300's to choose from 7448, or 4782. None is a six cylinder carb with an authentic Holley calibration.

There are four 500 cfm #2300's to choose from 4412, 4412-1 (with kickdown attachment), 4783 and the 9647. Holley never had a calibration just for our 200/250 sixes, they were a V8 carb. After 1976, they came out with the eight spoke Ecconomaster booster venturi

Thne there are the Barry Grant's three specials of the 500 cfm, one which can be used on alcohol.

Then there is the rare as hens teeth 650 cfm PN 6425, with Dominator-style velocity stacks.

All have stock main jets ranging from as little as 61 to as much as 82, with any number of valid variations from 40 to well over 82, along with power valves which were normally 6.5 or 8.5" Hg .

V8 carbs. AMC had a few stock 2-bbl Holleys, but they were primarily V8, and if you six goes well with it straight out of the box, you're gonna love it when its tuned properly!

 

[Maverick250]

You can also get a rebuilt Autolite 121, similar to the 2300, with comparable flow figures. One source for rebuilts is: info@carb-x.com .
The only thing is, if you need to rejet, the Autolites can be a problem. I'm only suggesting this because the rebuilt autolite goes for around $120.

 

[Anonymous]

Well the Holley 2300 arrived today from Summit... I love those guys.

And I love this carb...

first off it feels much heavier and stringer than the 5200....
Also since it is a new unit, there is a REALLY great little manual from Holley on tuning and information about the power valve and jetting... I like...

Makes life easier...

Cannot wait to fire this up... goal is next Saturday.

 

[Anonymous]

I also received my 2300 today and have high hopes. My brother and I were talking about the design of the OZ intake and wondered what some of you think. It seems the progressive 5200 is not a good carb for this head due to the layout of the intake. It doesn't look like the primary could possibly feed the cylinders equally being so close to the 3/4, that the only time the load would be balanced was when the secondary was open. It seems the sequential 2300 is a much better design. Was the Stromberg sequential?

don

 

[addo]

The Stromberg WW was, and still is synchronous. I know what you mean about distribution. If you look at a manifold built for a progressive carb, the secondary is offset some. Running the motor with "Colortune" plugs would help vindicate or disprove theories.

Adam.

 

[Anonymous]

synchronous

sure thats what I said meant


sequential. 1 : of, relating to, or arranged in a sequence

duh like a progressive carb would be.

what can I say, oh I said it already

Thanks Addo,

don.