2 bbl. Motorcraft & a dwell cam

[B/S 428]

i see alot of good input on your thread

[Dave Noll]

OK, lotsa input, thanks. Timing is @ 36 initial & 42 total. I bought a box full of these 2 barrel's off E-bay so I have some spare parts. I took all the jets to work & reamed them to between .064" & .070" but I don't know what that would convert to in a Motorcraft jet #.

G.A. - I'm curious what your 2G measures in the venturi & throttle blades.

Ed - Yes it idles best with the mixture screws closed, with the spare parts I've got I might go close up the transition slot too.

Billy - Without giving away secrets, what #'s roughly should the cam have? (or just tell the grinder 6K ?) Going smaller cam would be more palleteable than all the really stiff springs thick wall large dia. pushrod deal. But I'm almost committed to the higher RPM deal at least convertor-wise. I spent the money & got a nice one that will stall 5200 if I get my tune/gearing where it's supposed to be.

When I got the car to the track this year, the motor ran into a wall @ 5800. With what the cam company told me about the profile & the springs I have on it I figured that wall was valve float. Opinion's on if it was the carb ? It's a 1.21/1.68.

[CFMCNC]

Be carefull with power valves in a restricted induction combo,It will pull manifold vacuum at wot and may effect power valve.The other issue with restricted combos is during overlap the high manifold vacuum will pull exhaust contamination back into combustion chamber,Valve seat and valve shape need to be designed to halt exhaust reversion contamination,also cam events are critical to control reversion.Bill C.

[Ed Wright]

If it idles best with the adjustment screws all the way in, I would try drilling the idle air bleeds. Also, you may have in your box of carbs a pair of smaller idle fuel restrictions. Having all those parts you could try either (or both) approach(s).

When you get it leaned down it will likely idle up and allow you to close the throttle blades, and cover the transfer slots.

[Sean Marconette]

Just curious, but what CFM would the 2V carb be? I can't imagine a 2bbl Cleveland not pulling well past 6500.

Sean

[G Anderson]

1 3/8v either 1 11/16or 1 3/4 tb(can't remember sure) same size as a 500 Holley

[Dave Noll]

Thanks G.A. for the input. Thats .165" bigger than my carb in the throat. Didn't think they made Rochester 2bbl's that big.

[Mark Yacavone]

Originally Posted by Dave Noll

OK, lotsa input, thanks. Timing is @ 36 initial & 42 total. I bought a box full of these 2 barrel's off E-bay so I have some spare parts. I took all the jets to work & reamed them to between .064" & .070" but I don't know what that would convert to in a Motorcraft jet #.

G.A. - I'm curious what your 2G measures in the venturi & throttle blades.

Ed - Yes it idles best with the mixture screws closed, with the spare parts I've got I might go close up the transition slot too.

Billy - Without giving away secrets, what #'s roughly should the cam have? (or just tell the grinder 6K ?) Going smaller cam would be more palleteable than all the really stiff springs thick wall large dia. pushrod deal. But I'm almost committed to the higher RPM deal at least convertor-wise. I spent the money & got a nice one that will stall 5200 if I get my tune/gearing where it's supposed to be.

When I got the car to the track this year, the motor ran into a wall @ 5800. With what the cam company told me about the profile & the springs I have on it I figured that wall was valve float. Opinion's on if it was the carb ? It's a 1.21/1.68.

David, I wouldn't worry too much about the converter situation. The stator can be changed ,which will lower the stall and change the characteristics of it.
That might end up being the way to go anyway.

[Dave Noll]

Thanks Mark. If that wall is the carb, that's probably the route I'll go.