StarDiero75":2j83g0f5 said:
Cday07":2j83g0f5 said:
I glanced right past the 2V conversion article in the tech archives.
It looks like I’ll have them mill it for the Autolite 2 bbl bracket and install a spacer to help the carb clear the VC. The only change from now is that it seems like I’ll be using 3 gasket instead of 2 (between bracket/head,bracket/spacer, and spacer/carb).
Paired with an HEI, this should make it a lot more exciting to drive.
Yeah you won't regret it. Like i said, that carb alone made all the difference. I do have an HEI but mine is not curved. That will be when i swap my head on. You're better off getting an HEI from Bill here. He custom curves it for you per car specs so its just what you need.
I actually picked one up from Bill last year and have loved every second of it!
On a relevant note here, I’m starting to go away from forced induction plans in favor of keeping things naturally aspirated (at least for the head I’m currently having work done on to install). I know the 200 head had ~52CC chambers; I currently have about 0.30 in of piston to deck clearance, Felpro head gasket (compressed thickness is 0.50”), and -7CC dished pistons. Based on my math from the Falcon Six Handbook, that yields a 8.6:1 CR stock. If I mill the 250 head down to 44 CCs (from the 62 it’s quoted at, but my machine shop will be verifying numbers first), working the same formula, that would yield a 9.49 CR. How do these motors handle increased compression ratios? And does this seem like a wise idea since I’m staying naturally aspirated or should I have a different NA compression ratio in mind? I don’t want think I want to push 10:1 just yet (40 CC chambers) and would like to be able to stay on pump gas. The new carb for this head is a 68 Autolite 2100 with 1.08 venturis.