Ford 144-250 inline 6 high performance building
(→Heads: updated info on "www.classicinlines.com") |
(→Induction: added more info on installing the Holley 5200 carb) |
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==Induction== | ==Induction== | ||
| − | For induction, the factory single barrel carbs flow between 150-200 CFM, so a 2bbl really wakes them up. Holley | + | For induction, the factory single barrel carbs flow between 150-200 CFM, so a 2bbl really wakes them up. Holley 5200 2bbl's (a licensed version of the Weber 32/36 carb) work well and they are usually about $150 or less on EBay. Several places on-line have carb adapters for them. However, a better approach is to have a machine shop mill off the 1V carb flange on the intake manifold and create a flat surface on the intake "log" manifold to which a fabricated adapter plate can be mounted. |
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| + | The other advantage of using a Holley 5200 is that the Weber 32/36 jets, which are readily available, fit this carb (Any 5200 you buy will most likely need to be re-jetted as it was probably intended for a 4 cylinder engine). Weber distributors may tell you differently, but that's probably because they want to sell you a new Weber carb for more $$! | ||
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| + | If you decide to go this route, buy one with an electric choke and an anti-dieseling solenoid ('86 Ford 2.3L, for example) and save yourself a lot of grief. | ||
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| + | K&N makes a couple of air cleaners that are designed for this carb. The shorter one will definitely clear the hood, but the taller one may work if you keep the other clearances tight. | ||
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| + | Holley 2300 2bbl carbs also work well, adapters are also available, but again, direct mounting to the intake manifold is the better option. A carb with about 500 CFM for a boosted/turbo application or about 350 CFM for a N/A application is desired. | ||
===Turbocharging=== | ===Turbocharging=== | ||
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