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Ford 6 250 2V and 4.1l Crossflow - Intake |
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It's hard to say how much power is available with a 2V head - looking
down the intake ports there doesn't seem to be any real restriction to
flow on the intake side except for the valve (which you can see most of
through the intake port).
I guess the exhaust ports would be the limiting factor but I haven't
tried to get loads of grunt out of one of these things, so I am really
only guessing.
A Sprintcar driver in Cairns who owns a Dyno shop told me that the 250
is prone to con rod failure at high revs, so maybe that is something to
look into as well.
If you are concerned about emissions, the SUs are probably going to
cause you some grief but the 4360 Holley was designed to replace the
Rochester Quadrajet and comply with the appropriate emission
regulations so it might be good from that point of view.
I had one on a 302 Cleveland in the ZC with a 4 speed and it worked great!
It is a spreadbore mechanical secondaries setup - the primaries are 1-3/8", secondaries are 1-7/16" and rated at 450cfm.
The small primaries give good response off the bottom and if used sensibly, economy is OK.
On the how much power thing, I have just dug up a Street Machine
Magazine test of the Ultraflow Limited Sprint manifold for the
crossflow head - I guess you should be able to get similar figures with
a 2V head:
"Here's some rear-wheel dyno numbers from a really stout 250 fitted
with the Ultraflow Limited Sprint manifold and running on avgas: 82bhp
at 2000, 112bhp at 3000, 229bhp at 4000, 282bhp at 5000 and 262bhp at
5500."
282bhp at the wheels is like 340bhp at the flywheel - about what Ford claimed the XY GTHO put out...
Unfortunately, there were no torque figures given for the Ultraflow
test and they did not elaborate on what constitutes a "really stout
250" :)
Always remember:
"Horsepower sells cars, Torque wins motor races"
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