Ford USA adaptoed Volvo avargage bore spacings on the 1974-2001 2.3, 2.0 and 2.5 engines, but the Pinto 2000 had 4.017" bore spacings. Ford decided to use the same intake design, so they made a progressive adaptor to fit the bigger bore spacing engine to the smaller bore center intake manifold.
Have a look at the turbo 2.3 engine pictures in the turbo post, Ryan.
Ford did the exhaust adaptore to the Cleveland 351C, with a Hi Port conversion.
Both ideas are how I solved the port mismatches on the log head and 2V engines. I studied those, and then I made a triple downdraught 4412 Holley 500 cfm carbed intake adaptor. Its very much like the one in this post.
https://www.fordsix.com/memberlist.php? ... file&u=130
#17 by xctasy » Thu Oct 05, 2006
xctasy":i7oz58l1 said:
Stubby":i7oz58l1 said:
You lost me a couple of times. You said IR then you said run on the center carb until sorted then add the others.
I'm looking at isolated runner at very low revs. The better Triple Weber D-type Jags and DB5 Astons and even Charger R/T E38's have a magically refined low speed amble when in high gear, despite big cams over 280 degrees. So some kind of spin off from the Offy style progressive linkage, with an ability to run all carbs below 1200 rpm, but just the centre from 1200 to 2500 rpm, and then back on all three from 2500 to 4500 rpm should work really well.
So, you are trying to build a progressive/IR intake?
If the Webers are capable of running in IR configuration, then they will be easier to tune with a plenum?
I have also considered an IR setup and the Holleys are priced right. If the blower and turbo guys can reference the power valve to boost, couldn't we keep the power enrichment and activate it some other way than manifold vac?
http://img.photobucket.com/albums/v223/ ... engine.jpg
The intake manifold has three carbs mounted like the ones above.
At idle, they run all three, independent runner. The log has two flapper valves isolating the three carbs.
Then above curb (kerb) idle (1200 rpm), the flapper valves open up, and the outer carbs drop out of the circuit. Above 2500, its back to independent runner, triple carbs, with the flappers shut.
In this manner, the centre carb runs most of the time, runner high vaccum. Under low vac conditions, it can run richer.
'How' the two flappers operate to convert it from log to isolated is subject to patent!
Its a mixuture of Datsun Z, AMC~Jeep 258 and Argie ME 188/SP 221 elements, with a custom exhaust, custom intake, and everything sawn off.
The Datsun, Ford small six, AMC-Jeep 232/258/4.0 liter intake valve sequence is the effectively the same, despite 3.76/3.937 bores pacings on the Datsun, 4.08" sapacings on the Ford, and 4.375" spacings on the AMC~Jeep.
How it all fits to a log head is very simple and avoids studding it like 64FastRanchero, 67 Straight Six or welding it like all the others. No welding or studding should be your goal.
The Argentina ME 188 and SP 221 are free of the awfull down turned exhaust which does so much to make the US 144-250's Mission Impossible to Modifiy. And free of the Australian 250 2V's crazy shifted out, space wasting intake that makes it very hard to fit three carbs into even a 200 engine bay.
IMHO, the South American Argentina Ford guys got it right first time for simplicity. I told the late Mike W to just make an adaptor to fit the Australian intake to a stock sawn off log head, but he went 100% copy of 2V without an ME/SP to 2v adaptor.
The options are to 2V a log head
Or mate the 240/260/280 Z(X) intake spacings to the log, and use a derivation of its exhaust as well.
The more you do all that, the more the Argentina Exhaust competition fabricated exhasut header lookes like a better option