Basically, the 1.10 Venturi(150 CFM) is ex 170 ThriftPower Six, 1.4375 Throttle,105 or 101 hp gross, and then on some then derated 67- 68-69 200's
The 1.20 Venturi(185 CFM) is normal 200 and some 250 Six, 1.4375 Throttle, downgraded from 120 to 115 gross some years.
The 1.29 venturi is 210 CFM 240 and some 250 sixes,1.6875 throttle, 145 to 155 gross.
Now its imperitive that igntion timing is pegged first, and that lifter preload, cam chain and cam degreeing are correct. The wide open throttle settings need to be varified. Sometimes the results of this swap are disapointing if thriple 1100's are used. datac had some issues a few years back, we think it was lifter preload and maybee peakthrottle opening, as he changed to a 1970 Mustang and Lokar cable set up.
viewtopic.php?f=101&t=70151&p=538337#p538337
Anyway,
5 articles blended answer your carb questions.
1. Horsing Around with the Mustang Six -
http://www.cometcentral.com/tech/hm6/index.html
http://www.cometcentral.com/tech/hm6/page2.html
http://www.cometcentral.com/tech/hm6/page3.html
http://www.cometcentral.com/tech/hm6/page4.html
http://www.cometcentral.com/tech/h2/index.html
2. Jan 1970 Hot Rods PDF.
http://wildaboutcarsonline.com/members/ ... Up_1-3.pdf
3. The 1970 Hot Rod Yearbook artical above posted by unklechop
4. The board member
Invectivus 1989 reposts of Jay Storers articals
HRM's mustang magazine number 3
http://www.invectivus.com/hrm_mustang3/Cover.jpg
http://www.invectivus.com/hrm_mustang3/Page 90 copy.jpg
http://www.invectivus.com/hrm_mustang3/Page 91 copy.jpg
http://www.invectivus.com/hrm_mustang3/Page 92 copy.jpg
http://www.invectivus.com/hrm_mustang3/Page 93 copy.jpg
http://www.invectivus.com/hrm_mustang3/Page 94 copy.jpg
5. Que unklechop's three piece Ak Millers article from HAMB's jalopy journal...
http://www.jalopyjournal.com/forum/thre ... 452/page-2
These articles offer two center carb choices by Replacement Carb number,
not exactly the Original year part number code...it was a reorder number.
Choice A.The approx 193 to 200 cfm Carter YFA DOZZ 9510-F (They state 156cfm for the 200 and 146cfm for the 170 with there YFA's for 1970)
Choice B.The 200 tripower was listed with the D0TF 9510-G or F Autolite 1101 in the middle. Similar result from the 210 CFM carb.
A potential Choice C. C7AZ-9510-AA, the 240 cubic inch six cylinder Ford engine. This carburetor gave us a throttle bore diameter of 1.687 with a venturi of 1.290. The standard 1967 200 California Thermocator unit was the Autolite 1100 with a throttle bore of 1.437 and a venturi of 1.100.
The outers have Original Part numbers of those tiny little C2DZ 9510-A, what I think was an 1909 which were actually 170 Falcon carbs with 1" holes under them on the log
From other sources, the small early 1904/1908/1909 Holleys that were on the small sixes kinda sucked.
130,
150
or 170cfm for the 1904,
135
or 150cfm for the 1908,
125
or 150cfm for the other 1909's,
One kind of 1962 Holley 1909 is rated at 170 CFM and I think that was C2DZ 9510-4.
FalconSedanDelivery (Faron) got 14.39's with the 1909 outer and Autolite 1100 (not 1101) inner set up. His cam duration was about the same as Aks Mavi GT 250, and his lift figures on his Crane Solid Cam were 460 thou inlet and 480 thou exhaust.
FalconSedanDelivery":14uytdsu said:
.......250 .040, 1100 center, Little Holleys on ends , Crane Solid Cam .460int, .480exh Duraspark ign with GM 4 pin Module , 12-1 compression ( head was milled .120 , Deck .100 , Clifford Headers twin outlet ( open exh Drag car only ) car is a 1965 Mustang 3.50 gears C-4 with 10 inch converter ,( out of my 68 Blown 390 car ) 26.5 Slicks , Moroso Electric Water pump drive , adjustable Rockers , port divider in head , shift at 5000 , 4300 thru the traps.....
The he got a 14.39 sec for the 1/4 mile...
Ak used a stock aftermarket Hydraulic cam no smaller than 260 degrees as per his 1967 Hot Rod article on Classic Inlines, (Article 1 above)
and ( from Article 5 above)
no bigger than 290 degrees, with no less than 430 thou and
no more than 470 thou lift at the valve, 48 to 70 degrees overlap and used 9.7:1 compression with a 170 head with its stock 51.5 cc.
This was more than Ed Iskys 260° duration, .408 lift, 42° overlap, in-take opens 21° BTDC, intake opens 21° ATDC, exhaust opens 59° BBDC, exhaust closes 21° ATDC cam listed in that 1967 artical.
On the 250, its stock 59.4 cc chamber could take Jahns pop tops on that bigger cam without interferance. That's about 9.5:1, seeing as the 250 has the 103 thou or more short fall.
The 2 door 250 would have weighed in at 2600 pounds with its TopLoader and heavier six, and to pass 15's, it would need a Ford SedanDelivery Faron Rhoads style cam.