Hi guys, I'm wondering if anyone has any experience with multi carb setup on 200 cu in. super pursuit engine from an xm falcon. I've tried searching the googletubes but all the pics are do grainy. I know I'll have to cut open he inlet tract, but i think a little more air and a little more squeeze would make a huge improvement on my wagon. Currently it wouldn't pull a sick sailor off your sister, especially with the auto behind it. They were far more common in usa than aus! Any help is much appreciated. Chris
The multi carb mod currently available seems to work fine.The only one I ever dealt with ran 3 gl*** bowl single barrel Holleys.The linkage that came with it worked well after a little tweaking.I can tell you that the engine will respond very well to a cam change and better exhaust along with the intake mod.I dont believe I would do one without the other two.Initially the owner of the one I worked on just wanted the intake and it really didnt do what he expected.We pulled the head,milled it ,(iirc .040")did the valves, cleaned up the port bowls and (again iirc) he bought a cam and headers from Jack Clifford. WHOLE different ball game!
I had a 200 in my first car, O/T, but that engine was as reliable as a hammer. Learned a lot about gapping points tho'.
Plenty of what would be called XM up here stateside, if we called them that. Lots of 200's too. I have a fuel injected one heading for my '60 Falcon 2-door. If you have access to the parts and $$, I would do this: Find the newest 200 or 250 head that you can, preferably 1980 or later. The part number will start with E0. (E is for 80's, E0 is 1980, D8 would be 1978, C6 is 1966, you get it.) I bought two in California, for $50 each. One extra to "play with". The E0 head has the largest valves, runners and plenum that Ford ever made. Hardened seats for unleaded fuel, too. You would see daylight before you ported your existing head anywhere near as big as this inside. Take it to the machine shop. Have them shave 0.075" off of the mating surface (they can go to 0.090" safely), and do a standard freshening up. This head has large chambers, your current one has small chambers. Shaving it gets the compression ratio back, with a modern gasket. It otherwise bolts right on. Then, get the 3-carb setup for that head (although cut the holes before it goes to the machine shop, have them finish the fitment). It installs by using a hole saw, twice, on the plenum, and a little milling. Add a header (long tube, tuned), and you should be in business. If you have the scratch, get an entry-level performance cam/lifter combo. Add to that a Duraspark II distributor and module, and you are set. These can be found under the hood of anything with a 200 or 250, from the mid-70's on. Follow the distributor harness to the inner fender, and get the attached module. The distributor does not work without it. Wiring diagrams can be found all over the web on how to hook it up. If you do nothing else, just get the distributor/module.
Offenhauser 5970: Head mods shown: Shown in-place: Dressed: If that's not enough breathing, then....turbo.
Where to buy: http://www.summitracing.com/parts/ofy-5970 http://www.speedwaymotors.com/TRIPLE-INT-170-200-250-FORD,227899.html http://www.offyparts.com/product_info.php/products_id/238 I would expect that Summit and Speedway could both handle an international shipment, should you not find a more local supplier.
Same engine family : 140cu"(early '60's Falcon/Meteor motor):a few of these were 'converted' to be used in the Midget open-wheel cl***(they 'fit' the cu.in.rules) by machineing off the integral intake manifold, & replacing it by bolting on a fabricated F.I. manifold(I had one if these heads some 50+/- yrs ago, but long gone by now). The Chev II was a cheaper option for racing that doomed this, but just shows there are a variety of ways to "skin a cat"!
When I have some spare time, I am going to take my spare head and dismember it in the mill, to see about building an EFI turbo intake.
I dismembered a head about 40 years ago and built [welded on] what I thought was a nice 4 barrel intake..Mounted the carb in normal v8 direction [knew it would be a problem but thought may be not] 280 isky cam/kit, headers, DC dist..That engine just singed, ran like a mother...Between 5000 and 7000 rpm..below 4000 rpm it would barely run, major fuel distribution problems..It ran so good if it was race only I would have tolerated it..I turned the carb 90° and it all straitened out, but no where near the same zing..
I have a 2-barrel TBI injected head about ready. I am going to experiment with dividing the plenum in half, to see if that helps with velocity and distribution. If so, it should hold true for 2-barrel carburetor converted heads.
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