Here is an interesting thought? Has anyone found a carb adapter to go from a YF carter 1 barrel to a Holley or carter 2 barrel? And if so what carb would be good? I have a 1985 300 six and would love to give this a try. I want to use the stock intake manifold as money IS an object.


Thanks ....Mike

 

im also looking for an adapter. i was told there where around tho. hmmmm. ill look around at the local parts stores. let me know if you find anything

 

I'd be interested too, if anyone has information.

 

Well it looks like a lot of fella's would like to put a 2 bbl on their six's. I think it is a great idea I just wish someone out there knew how and what to do it with?



Mike

 

I just purchaced the parts this week the whole thing cost me about $400 for the adapter, 500cfm holley,choke, and linkage I'll write back after it is installed

 

my dad says theres an adaptor for it, and he thinks he had one before but i can't find it, and nor can i find it in any parts catologues. i want a 2 barrel on my ford for the extra power

 

Hope you can make use of this, I am.....

http://www.cliffordperformance.com/catalog.htm
This particular address is well worth looking at, but I hear the prices are high, I have not priced their parts yet. It is worth the download time to get the catalogue for free.

www.weber-carburetors.com/adapt/adapt3.asp
This address is not working now, as I post this, but I looked at it earlier, and if it the one I remember, it is awesome, the adapters you need for about $20-30.

http://www.holley.com/HiOctn/ProdLine/Products/FMS/FMSFIA/Access.html
I'm not even sure of what I found here, but it seems to be all sorts of parts for Holley carbs, etc.

:7

 

I'm not rying to burst anybodies bubble. While it is possible to put a larger carb on a smaller intake by use of an adapter, you won't gain much in power, if any at all. You will still have that restrictive one barrel intake. Your intake won't flow any more air with a two barrel then with a one barrel. You would have to re-jet the two barrel carb to match the flow charecteristics of the single barrel manifold. Therefore, no more gas will go through the two barrel then with the one barrel. It's kind of like the restrictor plates on a NASCAR engine. They usually run a little over 800 HP. When they put that restriction under the carb, the same engine only puts out about 400 HP.

 

wow i didn't know that before. maybe when i have more money to play with i'll get a 4 barrel intake and carb

 

When you get a 4V manifold either get a dual plane design or put a divider in under the carb to make the carb more responsive.


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With a stock 300, a dual port mainfold is ok, but, it is restrictive on high end power. A single plane design is better. But, for a cheap, effective, low budjet performance intake, 3 stockers can make a pretty sweet setup: http://www.inliners.org/Koesel3x1.htm
1982 F100 SWB
300 HD, 9.5:1 compression 1.94/1.60 valves
Clifford 290H, Hedman Hedder
2½" duals
NP 435/2.75 geared 9"
1985 F150 HD, 300 HD/needs a NP 435/4.10 geared 8.8
70,000 miles
1980 F100 Custom, 300/Np 435/2.75 geared 9"
60,000 miles

 

There is a difference between a dual "port" and a dual "plane". Even if in a 6 cyl the dual plane is a bit of a mis-nomer.

In a dual port the runners to the cylinders are divided into a primary and secondary section. The benefit supposedly being a ram effect of high velocity air from the primary helping to push(ram) the secondary air into the cylinder. It is an overall restriction in the cross section of the port althought the divided section ends somewhere back inside the manifold.

The dual plane takes it's name from the V8 manifold where 4 cylinders are fed from one primary/secondary side of the carb and the other 4 are fed from the remaining primary/secondary side. This results in an upper and lower "plane" to the manifold. The reasoning behind this design is the vacuum "signal" from each cylinder is not disturbed by the entire volume of the manifold and any air rushing around in other directions.

A single plane 6 cylinder manifold can be converted to a "dual plane" type where three cylinders feed off each half of the carb by inserting a steel plate divider under the carb. This effectively makes the front three cylinders draw off one side while the back three draw off the other side. You can also get by with a slightly larger carb this way also. This only works if you can set the carb on correctly. Some carbs may require a carb spacer to clear the valve cover. Edelbrocks set on very nice:-)

Just like in a V8 a dual plane is good for low end torque where the six really shines and a single plane is good for high rpm racing apps. Pick your poison, although for a six on the street I would run the dual "plane".

-Eric

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