Fords US and Australian engineers spend money changing there design to suit the lowest cost carburation that gives good results.
What follows is a summary of each.
The Stromberg WW2 carb is made in Sidney, not Sydney. Ancient Pre 2300 Holley 2bbl era.
Its a Bendix Technico carb. And its the cheapest, nastiest 2-bbl carb around. Cutting edge 1953 Mopar/Studebaker technology.
Almost exactly the same as the Mopar 2bbl LA 318 carb, the Carter BBD,
the AMC V8 Holley 2209,
The Holley 2210, 2245....same kinda stuff.
IH used a Holley 2300 on many older 304's and 345's that was around 275-290 cfm. Later IH used the Holley 2210 on 304'a and 345's. Starting in '79 IH used the Holley 2245 on 304's.
Each year it's 2-bbl carbs got less meaner, a lot greaner, leaner and cleaner.
1. Best carb for power is always a Holley 2300 2 bbl or a 4150/4160 Holley 4bbl. They aren't always the best for fuel distribution or economy right out of the box.
2. Best carbs for economy are fine atomisers like the Rochester 2-bbl Varajet, the Fiat 1600/1800/2000 based 2-bbl Weber ADM's (used in 3.3/4.1 X flows) and a couple of the Autolite 2100 and Motorcraft 2150 2-bbls. The Holley Weber 52xx/62xx/65xx in the 235 to 280 cfm range can work, the Weber 32/36 DGAV, 38 DGES, they can be as clean or economical. The advatage with any Weber DG is that there is 100% US parts back-up, and a great depth of knowledge to tune it. The 5740 Carter Weber is too small to work.
Good other 4-bbls are the ancient Autolite 4100 series 4-bbls. Modern half breeds which can work are the Summit 4010 and 4011, revisions of the old Holley 1986-1989 4010/4011 carbs that almost took Holley out in the late 80's. The Summit carb is okay, it has Autolite 4100 parts in it, and none of the casting problems and built down to a price plastic that the ill fated Holley 4010/4011 had.
Ones that aren't bad carbs, but don't work well out of the junkyard or box are the IMCO and Thermactor era 4-bbl Autolite 4300, Motorcraft 4350, and Carter Themoquad 9600/9800s. The brand new Edlebrock 1405/1406, Carter AFB, Carter AVS, same. They can work , but you have to do some rejetting with different metering rods, reduced fuel pressure and some adaptors don't fit. These carbs all have shot gun float bowls, so they are wider and don't pacakge very well in a detachable 2V or 4V intake.
They can work, just that they need a lot of space and time to unlock there latent potential.
To a lessor extent, the the 4180C Holleys and Rochester Quadrajets. With the right vacuum line settings, the 4180C can work well. The Rochester requires a very large intake manifold adptor change, and its hard to package, like the 4300/4350/TQ/EB 1405/1406'S.
The intake manifold.
If your not going to change it by machining the innards and welding on a 4-bbl adaptor that fits and works,
then your best option is the Two Weber 32/36 DGAV or 38 DGES....Ford US and Europe has used each of these carbs on Cologne and Essex 60 degree V6's in the 109 to 160 hp range. The old Autolite 2100 or Motorcraft 2150, almost as good. Jets, power valves and idle rods and linkages, 100% good quality parts, an If the Autolite/Motorcraft K cluster has cracked well tubes, you'll need to fix them, but its found on all low power 221/255/260/289/302/351/352/360/390/400 V8's, and AMC 258 sixes/AMC 304 V8'S, and can be leaned up or down, and it works with EGR, cold start chokes, and all that seamingly complicated emissions crud is actually easy to find and to integrate.
If your going to rework to make your 2V intake a 4bbl one,
then you need to be aware that the air fuel distribution and space limitations will require you to cut the spring tower brackets, and you will have to spend a lot more if its automatic to have a good downshift lever or cable.
The coarser atomised fuel droplets of the Holley 4-bbl will give great power, and 390, 465, 470, 570, 600, 650, vacuum secondary or mechanical secondary, its all able to work from a little 8.5:1 compression 390 Vac sec making 135 hp like kstangs did, or to over 200 hp with 11:1 compression, a big Clay Smith Cam, an 480 Autolite 4100 or 600cfm 4-bbl Holley like some other 2V style headed engines have.
http://www.aussiespeedshop.com/product/ ... ord-250-2v
My recomendation?
Your seriously not going to rework a 2V intake.
The item on the left is an M code 170 HP 250 2V intake set up for a Holley 350 cfm 2bbl, but Matt Cox sells a good Weber 38DGES and an adaptor to suit the Weber is the same as the uni fit Rochester 2 jet to Weber.
http://www.ebay.com.au/itm/Adapter-Plat ... 1815134804
On the right, is the rare 164 HP 221 SP intake for the Argentine head. Basically, the world over, the Ford Six has been experimented with and modified. Just Do it! Take the left bow, do the first steps, and later on, look at a better intake.
The European 2.5/2.8/3.0 V6's ran wonderfully with just a 38 DGES type Weber, a match for the 1.14 Motorcraft, both normally about 300 cfm, and able to make 135 to 140 hp with 165 to 175 lb-ft in those little sizes. Adding the 50% extra capacity of a 200 or 250 to it, and you'll race up to 185 hp and 225 lb-ft fairly easily. Past that it pays to look at the 500 cfm Holley (a 1.38 venturi carb), or the Motorcraft 1.21/1.23/Autolite 1.33.