Which is better holley 5200 or holley 2300
- Thread starter MiniCJJ64
- Start date
As far as the hp part I don't know, but I'd go with the 2300 because most parts are the same as used on 4bbl holleys and they are easier to find. I also think the 2300 is easier to fine tune, mainly for that reason. As far as ease to change jets and make adjustments I'd vote 2300 also.
i think hooking them up is pretty much the same. everyone says the 2300 is more performance oriented since it has a higher CFM and isnt progressive like the 5200. i have a 5200 on my car with an adapter plate and it definatly didnt make the car any slower 
i never tried the 2300 tho so i dont really have room to compare
i never tried the 2300 tho so i dont really have room to comparei really didnt expierence much of a noticable drop off with the 5200. if i stay on it she'll eat alot more gas but under normal daily drive conditions its about the same but with a much smother idle and much better pick up when you want it. its progressive so if you just stay in the primary you'll be fine
what exactly is picking up a few mpg anyways? what were you getting before? I am considering upgrading from my autolite 1101 carb myself so this is a good subject I would like to know well before taking any action. I am getting about 18 in city as a good driver and 24 on highway again only real upgrade is my coil, but still using points and they are old so I know my carb is doing good. if upgrading to either a 2300 or 5200 or demon which is the best application for performance and miles per gallon?
bigcatchdaniel555
Well-known member
If your looking for absolute economy then the 5200 is the way to go. The reason being some poeple say mpg actually increases. When I went to a holley 2300 mpg stayed about the same maybe 1-2 mpg decrease because of the 2bbl. In the middle of the two I had a rochester 2 jet off a 396 big block it was a big carb about 500cfm and without any mods it ate gas so stay with one of the latter.
Dan
Dan
Howdy James:
On engines properly set up for max HP the 2300 would yeild the most HP. Simply because of CFM capacity. The currently available versions of the 2300 are a model #7448 rated @ 350 cfm and a model # 4412 rated at @ 500 cfm. The various versions of the H/W 5200 ranged in cfm capacity of 235 to 270. Weber does make a DGEV two-stage 2 barrel rated at 320 cfm, however, it is so pricey that I am not aware of anyone using it. Your current carb, the Carter RBS, is rated at 210 cfm
CFM or "Cubic Feet per Minute" is a rating of maximum flow capacity of a carburetor. It is one factor in attaining maximum HP. Either carb would require thoughtful planning and coordinated parts to maximize its HP potential.
For a daily driver there are many other considerations, in addition to HP. Properly set up and tuned, and driven with restraint, either carb is capable of good mileage. Both will require; an adapter of modification to mount, a similiar amount of adaptation of linkage and air cleaner, specific tuning.
So,
Q- "which is capable of most hp?"
A- The 2300.
Q- "which is the easyer one to set up, as in the linkage and jetting?"
A- About the same.
Adios, David
On engines properly set up for max HP the 2300 would yeild the most HP. Simply because of CFM capacity. The currently available versions of the 2300 are a model #7448 rated @ 350 cfm and a model # 4412 rated at @ 500 cfm. The various versions of the H/W 5200 ranged in cfm capacity of 235 to 270. Weber does make a DGEV two-stage 2 barrel rated at 320 cfm, however, it is so pricey that I am not aware of anyone using it. Your current carb, the Carter RBS, is rated at 210 cfm
CFM or "Cubic Feet per Minute" is a rating of maximum flow capacity of a carburetor. It is one factor in attaining maximum HP. Either carb would require thoughtful planning and coordinated parts to maximize its HP potential.
For a daily driver there are many other considerations, in addition to HP. Properly set up and tuned, and driven with restraint, either carb is capable of good mileage. Both will require; an adapter of modification to mount, a similiar amount of adaptation of linkage and air cleaner, specific tuning.
So,
Q- "which is capable of most hp?"
A- The 2300.
Q- "which is the easyer one to set up, as in the linkage and jetting?"
A- About the same.
Adios, David
A Motorcraft 2150 off of a early 80's late 70's will work well if you want one out of the junk yard http://fordsix.com/forum/viewtopic.php?t=48370 this posted by supermag in the bb6 forum, hope it helps.
Howdy back James and All:
The Holley/Webers used on '70 Pinto 4 cylinders, AMC, and econo boxes were generally smaller than the Weber DGV. Most have the venturi sizes cast onto the body. Most comman are 26mm X 27mm for 270 cfm and 23mm x 27mm for 235 cfm. I'm not aware of any production cars using Webers DGV 32x36.
Yes, using a 2300 will require specific tuning for use on a 200. A 350 less, a 500 more. Start with a good cleaning and rebuild kit. Note jet size, squirter number, power valve number on disassembly. On a 350 start with what it came with. On a 500 start with main jets two numbers less then stock. WSA111 aka bill, is a valuable resource on tuning 2300s for our applications. Do a search for his posts.
I don't know of a stock application for the List #7448 or #4412, but Holleys were used by FoMoCo before they switched to Autolite/motorcraft 2100s. Other variations of the 2300 were used on IH truck engines and some 60's AMC V8s. I'm sure there were others too. My best source for 2300s has been swap meets.
I like and use Autolite 2100s regularly. They are no longer being made, but were used on a jillion FoMoCo V8s. First introduced during the '57 model year and finally replaced with EFI in the '80s. Early years are 2100s. After about '74 they were modified to be more EPA friendly and called a 2150. Those "Improvements" offer us no advantages.
They were available in many different sizes from a puny 190 cfm used on a 1960 221 V8 to a 424 cfm used on '64s with a 390 V8. Again the swap meets are my best source.
Do a search on both for comparisons.
Keep us posted on your progress.
Adios, David
The Holley/Webers used on '70 Pinto 4 cylinders, AMC, and econo boxes were generally smaller than the Weber DGV. Most have the venturi sizes cast onto the body. Most comman are 26mm X 27mm for 270 cfm and 23mm x 27mm for 235 cfm. I'm not aware of any production cars using Webers DGV 32x36.
Yes, using a 2300 will require specific tuning for use on a 200. A 350 less, a 500 more. Start with a good cleaning and rebuild kit. Note jet size, squirter number, power valve number on disassembly. On a 350 start with what it came with. On a 500 start with main jets two numbers less then stock. WSA111 aka bill, is a valuable resource on tuning 2300s for our applications. Do a search for his posts.
I don't know of a stock application for the List #7448 or #4412, but Holleys were used by FoMoCo before they switched to Autolite/motorcraft 2100s. Other variations of the 2300 were used on IH truck engines and some 60's AMC V8s. I'm sure there were others too. My best source for 2300s has been swap meets.
I like and use Autolite 2100s regularly. They are no longer being made, but were used on a jillion FoMoCo V8s. First introduced during the '57 model year and finally replaced with EFI in the '80s. Early years are 2100s. After about '74 they were modified to be more EPA friendly and called a 2150. Those "Improvements" offer us no advantages.
They were available in many different sizes from a puny 190 cfm used on a 1960 221 V8 to a 424 cfm used on '64s with a 390 V8. Again the swap meets are my best source.
Do a search on both for comparisons.
Keep us posted on your progress.
Adios, David
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