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Ok I need a little help here. I need to replace my carbonator. As most of you know I don't have a real high performance engine so I'm just looking for a good replacement. What would you guys recommend? Any help is greatly appreciated.

JHawk

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I can't think of a performance aftermarket 2v. Any of these 351s benefit greatly from a dual plane / 4v combo. I did the conversion on my car. Really not that hard.

If you don't have time to do it right the first time, you sure as Hell don't have time to do it right the second time.

 

Dutch uncle

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I can't think of a performance aftermarket 2v. Any of these 351s benefit greatly from a dual plane / 4v combo. I did the conversion on my car. Really not that hard.

 

What else did you have to buy to convert it?

JHawk

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I used an edelbrock carb. Cheap and very easy to tune. I used a manifold I bought for 75$ on eBay, for two barrel heads . You need the gasket kit that comes with manifold gaskets and an aluminum pan/ shield and a little tube of rtv. Standard for 351. about 25$ Make sure manifold, and gasket kit are for the two barrel heads. You will like the secondaries of the four V ...trust me!

If you don't have time to do it right the first time, you sure as Hell don't have time to do it right the second time.

 

Dutch uncle

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I bought and installed one of these a few years back:

https://www.holley.com/products/fuel_systems/carburetors/performance_2_barrels/parts/0-4412C

 

Converted it to electric choke so bought the extra bits to do that. Left the original stock 2v manifold in place.

I have the aftermarket ram-air setup on the car also and can close the hood - the holley didn't change height. All I did was replace the original carb.

Though as I've learnt more I have been thinking of upgrading the manifold/heads/carb but early days for that. Maybe useful to you...

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Thanks guys! And I think you're right kid...

 

I've been doing some research and I think these are all the parts required and this is the best set up for me:

- Edelbrock 2750 intake - http://www.jegs.com/i/Edelbrock/350/2750/10002/-1

- Intake gasket kit - http://www.jegs.com/i/JEGS-Performance-Products/555/210205/10002/-1

- Edlebrock 1411 750cfm carburetor - http://www.jegs.com/i/Edelbrock/350/1411/10002/-1

 

This brings up a few questions though.

- Is this all I need to complete the conversion?

- Will this make my set up taller? I have zero additional clearance room (see pic)

- Any other things that might be an issue with going this route?

FullSizeRender.jpg.b0ca6e19429fdb60bb56d6416d68dbd5.jpg

 

Many thanks!

JHawk

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Thanks guys! And I think you're right kid...

 

I've been doing some research and I think these are all the parts required and this is the best set up for me:

- Edelbrock 2750 intake - http://www.jegs.com/i/Edelbrock/350/2750/10002/-1

- Intake gasket kit - http://www.jegs.com/i/JEGS-Performance-Products/555/210205/10002/-1

- Edlebrock 1411 750cfm carburetor - http://www.jegs.com/i/Edelbrock/350/1411/10002/-1

 

This brings up a few questions though.

- Is this all I need to complete the conversion?

- Will this make my set up taller? I have zero additional clearance room (see pic)

- Any other things that might be an issue with going this route?

 

 

Many thanks!

I have done this three times, between, rebuilding engine, and experimenting with dual and single plane manifolds. I would ad a couple "tips"... Pull your distributor. Makes it a lot easier. Be patient prying the manifold off. Work your way around with a stiff putty knife. Carefully tuck a shop rag all the way around the valley to collect all the little bits of gasket and rtv from your heads and valley ends. Use a razor, and clean the surfaces with laquer thinner or acetone. Really take your time withe rtv when you outline the pan and gasket! put a dab in each corner where the head meets the block. There are two curved rubber strips that seal the ends of the valley.the dab of rtv goes right where the rubber strip meets the intake gasket. I think the only way you can really screw up is to not get a good seal. Put the pan in first by itself. There are to little alignment pins in the heads. They will hold the pan down in place, while you install. Start all your intake bolts, before you snug em up......I had no clearance problem, and I also have the ram air.

 

K

If you don't have time to do it right the first time, you sure as Hell don't have time to do it right the second time.

 

Dutch uncle

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The Edelbrock 1411 (750) is probably a little more carb than you want. I'd go with the 1406 (600, electric choke), since you still have the 2V heads. The stock 2100 only has 351CFM - more than doubling CFM will most likely cause tuning issues you may not be able to dial-out.

 

Rebuilding a 2100 isn't that bad - one of the easiest, actually. I have one on my 1980 Jeep CJ-7, and it actually woke up the 258 I-6 (considering the stock Carter BBD was such a turd).

Eric

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I went with the 1406 carb. You will need a throttle bracket adapter and they don't make one for the Cleveland. I used the one for the Windsor and had to dremel out one of the bolt holes, but it worked perfectly.

 

18018648858_53b96ec914_o.jpg

Wes

 

73 H Code Sportsroof 351C 2V

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The Edelbrock 1411 (750) is probably a little more carb than you want. I'd go with the 1406 (600, electric choke), since you still have the 2V heads. The stock 2100 only has 351CFM - more than doubling CFM will most likely cause tuning issues you may not be able to dial-out.

 

 

I think you're right the 1406 seems to make sense. As fate would have it (in a good way for once) my carb is actually starting to respond correctly so I may hold off on it. We'll see because I'm itching to pull the trigger.

 


I went with the 1406 carb. You will need a throttle bracket adapter and they don't make one for the Cleveland. I used the one for the Windsor and had to dremel out one of the bolt holes, but it worked perfectly.

 

Thanks for the tip, I'm sure this will come in handy when I get there.

JHawk

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The Edelbrock 1411 (750) is probably a little more carb than you want. I'd go with the 1406 (600, electric choke), since you still have the 2V heads. The stock 2100 only has 351CFM - more than doubling CFM will most likely cause tuning issues you may not be able to dial-out.

 

 

I think you're right the 1406 seems to make sense. As fate would have it (in a good way for once) my carb is actually starting to respond correctly so I may hold off on it. We'll see because I'm itching to pull the trigger.

 


I went with the 1406 carb. You will need a throttle bracket adapter and they don't make one for the Cleveland. I used the one for the Windsor and had to dremel out one of the bolt holes, but it worked perfectly.

 

Thanks for the tip, I'm sure this will come in handy when I get there.

 

+1 on the carb size. We have a Holley Street Avenger 570 and its all we need given our build. Have fun- that's why we have these, ain't it?! :D

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https://www.holley.com/products/fuel_systems/carburetors/performance_2_barrels/parts/0-7448 This is the Holly 350cfm version of the 500cfm. You would probably be just fine with the 350cfm, but if you plan to do any additional work then te 500cfm would be fine as well. You can always have the jets adjusted and i think the prices are the same. I did not see Holley details but you can check to see if this is a bolt on to your spreadbore intake. It has the ford kickdown so there is a good chance that it is. Also the electric choke kit is cheap as well. You will need a cover plate for the factory intake choke stove. IMO bolting on a Holley beats paying for and installing a new intake. I did a edelbrock 2750 intake with a Holley 4bbl carb but the cost was double and performance same on a street car for the most part. Then take the left over cas for more rear tires. Ha ha
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