http://vb.foureyedpride.com/showthread. ... ld-options
Air cleaner is D7ZE9D626BA-2.8/
200 3HD
That right there is proof Ford planned to make a 2bbl 200, as the aircleaner is branded with a 2.8 and 200 part number.
Link above is to a 1979 modified Cologne V6 engine with a 100% stock 2150 Motorcraft 1.08 carb 2.8 Mustang with that air cleaner that makes 139 hp net at the flywheel.
It does so because it has:-
a non standard 9.2:1 compression ratio (stock USA issue German block was given for all years a 60 thou shallower piston with a shortfall that yielded much less than the claimed 8.7:1),
A set of port mismatched heads
a 100% stock factory screemer 276 degree intake duration solid lift cam,
a very efficient exhaust system with very little back pressure dual pipes front to back.
Factory Duraspark II,
and its everything that a 250 Maverick in line six isn't.
Although its possible to make a carb like that really perform, it needs a lot of very specific things to go your way to have a positive effect.
Example:-
The quoted output for the 11000 or so automatic Fox Mustang/Capri's with the 2.8 and C3 auto combo was just 104 or 109 hp net depending on source info. Both it and the anemic 4.2 / 255 cubic inch 119 hp net engine for 1980 used the tiny 2150 Motorcraft 1.08 venturi carb.
The 78, 79 and 1980 YFA Carter 1bbl engine gave just 99 hp net.
IMHO, you should be using a 2150 1.21 or 2100 1.23 carb for the 157 5.0 GT or RS 5.0, or the 351w 351m or 400 with to 164 to 178 hp.
The 1.08 is just too small.
The D7 air cleaner is offset, came out in 1977, and it just needs a nicer bigger carb under it.
Even a 350 cfm Holley is just a 1.19 carb, and its too small for more than 125 hp on most normall engines. A minimum requirement is a carb that works on other Ford engines at the greater than 150 hp level. The only way a smaller 1.08 or 1.14 carb will make more than 125 hp is by reducing the exhaust backpressure, and cleaning up the peak cfm at 80 of exhaust flow, which is a NASCAR/IMSA/WRC restrictor plate engine technique.
A resrictor plate engine is when you have more than 80 cubic inches trying to breath through each square inch of carb venturi.
It is application, cam and exhaust flow specific, effecitively what David Vizard calls the 5th stroke in a 4 stroke engine. If you nail it on those terms, a restricted air engine with insufficient carb venturi can work real well.
Rather than waste time with that process,
1. just get a bigger carb,
2. open up the intake hole, and
3. use a proper bigger carb with adjust air fuel.
4. Air fuel ratio can be adjusted up or down by PVCR, power valve, and well tube holes, NOT JUST JETTING.
5.The jets in any carb normally work right for the size if the carb on a similar size engine.
6. Power valves have two stage ratings on many Autolites or Motorcrafts.
7. FoMoCo controlled the lean or rich areas in the fuel delivery by dding or removing one 25 thou hole in the well tubes, and then calibrating the K cluster low speed metering rod sizes.
Don't be conned by the use of a smaller carb venturi bu|| shyte. Although in many special applications, a 500 cfm 1.38 Holley 2bbl can make 352 hp, and even a 350 cfm 1.19, 245 hp, they can only do so if the totall cfm flow at the exhaust is controlled to scavenge at 65 to 80% of peak engine flow at full intake lift.
In a similar way, the split duration cam is application specific, and what works on one combination doesn' t work in all cases.
If a bigger carb makes less power, or idles worse, then its fuel trim or some aspect of the intake or exhaust and ignition combination needs up grading.
The old Boss 302's idled great with big Holley 780 4bbl carbs off 396 Chevs and Ford FE big blocks. The base timing was 16 degrees, the exhausts were efficient, and they carried 10.7:1 compression ratios with 290 degree cams.
