Slick 60's

I did my test with all vacuum line disconnected and plugged and no change. I closed the choke plate to only a 1/4" open and it upped the idle by 6-7 hundred rpm. Clearly the engine is saying that is either getting too much air due to a vacuum leak or the jets are way undersized. Since I have sprayed the base of the carb and no change in engine RPM, it seems like I need to make a change to the jets.

Sometimes it is better to throw away the book and go by ear. I had mentioned it ran better at 16 BTDC, instead of the stock 8 BTDC. This time I tuned it by ear and advanced the timing until it sounded right, adjusted the idle mixture screws and a miracle happened. Idles smooth now, does not backfire anymore, and has good high speed response to the throttle.

The PCV valve has a little blow by and when you pull it form the valve cover, the idle smooths out veryt slightly, so I am going to move the PCV vacuum connection from the tee fitting on the intake manifold to the carb spacer plate fitting so any blow by goes to all 8 cylinders instead to two cylinders. The vacuum line to the brake booster will be moved to the one where the PCV is now.

Now that it is running decent, I can give it a drive for 10 miles and check the plugs to see if the main jets need to be downsized for my elevation.

Also need to adjust the transmission kickdown rod a little too, as it kicks down at 1/4 throttle instead of around 1/2 throttle.

Also gonna pull the number one plug and using a screw driver see exactly where TDC is and check to see how far off the crank vibration balance timng marks are.

After switching to the 2bbl from the 4bbl, I found I needed to shorten the tranny kickdown rod. Cut it with a tubing cutter added a piece of 3/8" round and brazed it up. Installed it this morning and it works just right. Also upped the main jets one size. Starts smoother now when cold.

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Well now that the 2bbl is on the 390 and the tranny kick down rod is working well, I have a problem with the 2100 carb getting too hot and boiling the fuel with the stock intake manifold. The carb is running well.

So has anyone tried using an Edelbrock Performer 390 intake and putting on a 4bbl to 2bbl adapter plate with a 2100 2bbl carb? The intake is a dual plane and I'm nor sure if the 2bbl will run OK on the Edelbrock 4bbl intake with a adapter plate.

I think it will eliminate the boiling of the fuel in the 2bbl carb, just not sure if it will run well.

No luv out there?

I don't see why it wouldn't work. I run the performer 390 on my mustang with a 600cfm edelbrock (never ever will ever again buy an edelbrock carb) and it runs fine. I don't see your situation being any different than a 4V with mech secondaries. Unless someone knows something I don't.......

390fastback wrote:I don't see why it wouldn't work. I run the performer 390 on my mustang with a 600cfm edelbrock (never ever will ever again buy an edelbrock carb) and it runs fine. I don't see your situation being any different than a 4V with mech secondaries. Unless someone knows something I don't.......

I hope you are right. I agree on paper it sounds workable, but I am trying to see if someone has done it before so I can confidently move ahead on this or find another solution.

What concerns me is that the intake manifold has a divider between the left and right side, with each side going into a different plane in the intake manifold, meaning my 2bbl will have venturi going into one side and the other venturi going into another side of the intake manifold. The manifold is a dual plane meaning one venturi feeds 4 cylinders and the other feeds the other four cylinders.All 2bbl intakes I have used in the past have both venturis going into one chamber.

Hope this makes some sense to you all. It may mean nothing or it may be that it won't run right dividing the air flow because of the dual plane. I may be confusing my self by all this. Hoping someone has done this before and can shed some light on my questions.

I am not sure that a dual plane intake would work very well with a 2bbl carb. These are designed with one set of runners for the primaries and one for the secondaries. On the other hand the adapter does not cost much and its and easy test. Can you get a spacer for the 2bbl to remove it from the direct heat transfer from the manifold?

bruceandersson wrote:I am not sure that a dual plane intake would work very well with a 2bbl carb. These are designed with one set of runners for the primaries and one for the secondaries. On the other hand the adapter does not cost much and its and easy test. Can you get a spacer for the 2bbl to remove it from the direct heat transfer from the manifold?

I have a spacer plate in it now. The intake has a divider that goes from front to back, not side to side so wouldn't the divider only separate the left side of the carb from the right side? Meaning each side would have a primary and a secondary?

You're right, regardless of 2 or 4 bbl, one side of the carb feeds 4 cylinders and the other side feeds the other 4 cylinders, not front to back. the differenence will come in the cfm rating of the carb. as long your 2bbl is rated higher than a 4bbl running on primaries only, you should be fine. If you're running a 2bbl with a lower rating than the 4bbl on primaries only, you'll likely run lean. You just won't have that wide open throttle thrill of a 4bbl.

My 2bbl is rated for a 390. If I remember correctly it is a 390 cfm. It has 1.33 venturis. Thanks for your input.

The 2v-to-4v adapter I've seen don't have a divider.
The wide open space above the intake that's created
by the spacer effectively creates a common plenum.
I believe both venturi will feed both sides of the intake.
E.g. http://www.spectreperformance.com/searc ... ?prod=5772