zookeeper said:Ever hear the old saying, "when the green flag drops, the bullsh1t stops"? Three dueces went out in the fifties, Fonzie...
You seem to know quite a bit about what I have and have not experienced for some reason. If you ever get a chance to read a book written by Pat Ganahl called "Ford Performance", there's a pic of a three-two's setup on a small block Ford that's in a killer, fenderless roadster. You can't miss it since it's a full page pic at the start of the small block section. I work with the builder and have ridden in the car a time or two. While it worked well enough, it really wasn't about performance as much as it was appearance, same as yours. I'm also not sure what carbs you're using since the Ford 3-2's are meant for Holley model 2300 500 cfm two barrel carbs. Also, on real 3-2's setups, only the center carbs are supposed to have accelerator pumps and idle circuits, you did know that didn't you? Or did you just bolt on whatever fit? That means 1500cfm, not the 750 you have. Also, do you know what spread-bore means as it relates to carbs? It means that the primaries are smaller than the secondaries. Do you have three different size carbs on your Ranger? Must be an interesting setup alright. But all that aside, when was the last time any car with three-two's won a race in the last 50 years? Know when the last time a 2-4's equipped car won? Yesterday, at the Memphis NHRA nationals.D.Hearne said:You just say that cause you've never experienced three-two's I've had mine on my 331 in the Ranger now for a year and they work and sound awesome. Haven't touched them since the initial dial-in. Think of them as a 750 cfm, spread bore, triple pumper. My kid prefers to drive it over his SEFI 94 Stang.
blkfrd said:Sounds like your replacing the dual quads, but how about 1200 cfm on a 289? I have a friend with dual 600cfm vacuum secondary holleys on a 289 with a 294S cam. Runs excellent and it put down 375 HP @ 6000 on the engine dyno. The engine also has ported 289 heads with 1.9/1.54 valves. 294S is a big cam for a small block. I could see the dual quads being too much for a mild cam for sure and they are harder to maintain...they do look cool though! I had dual 600s on a 390 with a fairly big cam years ago...ran really strong, but if I did it again i'd probably use a single 750 or 850.
The three-two setup I have is a repro piece of Ford's over the counter setup available in the late 60's-early 70's. And yea, all three carbs have accellerator pumps. The center carb is the primary, the ends are the secondaries. So in operation, the whole setup works like a spread bore 4 bbl carb. You have a 250 cfm primary with a 500 cfm secondary ( two-250 cfm carbs=500cfm) And yea, it's a "real" 3x2 setup, nothing fake about it.zookeeper said:You seem to know quite a bit about what I have and have not experienced for some reason. If you ever get a chance to read a book written by Pat Ganahl called "Ford Performance", there's a pic of a three-two's setup on a small block Ford that's in a killer, fenderless roadster. You can't miss it since it's a full page pic at the start of the small block section. I work with the builder and have ridden in the car a time or two. While it worked well enough, it really wasn't about performance as much as it was appearance, same as yours. I'm also not sure what carbs you're using since the Ford 3-2's are meant for Holley model 2300 500 cfm two barrel carbs. Also, on real 3-2's setups, only the center carbs are supposed to have accelerator pumps and idle circuits, you did know that didn't you? Or did you just bolt on whatever fit? That means 1500cfm, not the 750 you have. Also, do you know what spread-bore means as it relates to carbs? It means that the primaries are smaller than the secondaries. Do you have three different size carbs on your Ranger? Must be an interesting setup alright. But all that aside, when was the last time any car with three-two's won a race in the last 50 years? Know when the last time a 2-4's equipped car won? Yesterday, at the Memphis NHRA nationals.
For pics, go to therangerstation.com forums. Look in the V8 section. The thread title the pics are in is "Beware-the 331 is up and running". And, no, they're not hard to maintain. I have not touched mine since I tuned them to the motor last year. It's been run sometimes daily, or as little as once a week in the last year. Only real issue in tuning them was finding jets small enough for them. Holley's jet assortment kit starts with (I think) number 68's. The 250's on the intake had 58's. After tuning, they now have 62's on the secondaries and 60's in the primary.Capt Dan said:D.Hearne - pics of the 3x2s? I'd like something like that too. Is it difficult to maintain?
The guy I bought mine from had it on a 289 in a 66. No hood scoop needed. The factory filter is less than 2" tall, the top barely clears the airhorns on the carbs. K&N makes both sizes for it.Capt Dan said:will the 3x2 fit under a stock hood in a 66 coupe? Those pics look like the manifold has a fairly high rise on it.
Thanks for the history lesson on Hearne. I guess since I only joined SN two years before you, I hadn't noticed him. On my very first post in '01, Hearne gave me a snide, smart-mouth answer to an honest question. I think that experience, coupled with some of his other posts (anyone remember when he said adding oil to gas increased the octane rating?) have lead me to believe he's not quite as knowledgable as he might think. At 43, I've been wrenching on and building cars for 30 of them, and I think I've got a pretty good handle on what works. But if you want to be a charter member to his fan club, go right ahead, just remember, this is the same guy who said that drum brakes were superior to discs...Max Power said:Zookeeper, if you have followed any of Hearne's posts here over the years, you would realize that he has a pretty good idea what he is talking about.
The problem with most multiple carb setups is that they offer too much cfm for the required application. 750cfm setups, like Hearne's, are just fine for a 331 stroked 302.
The reason racers rarely use them is because they are fine tuning at every track for weather conditions and elevation. Multiple carbs aren't conducive to that, especially on a restricted time schedule.
Multiple carbs, when sized correctly and set-up properly, can work great on a weekend cruiser.
Gee, Zoo, I didn't know you caredzookeeper said:Thanks for the history lesson on Hearne. I guess since I only joined SN two years before you, I hadn't noticed him. On my very first post in '01, Hearne gave me a snide, smart-mouth answer to an honest question. I think that experience, coupled with some of his other posts (anyone remember when he said adding oil to gas increased the octane rating?) have lead me to believe he's not quite as knowledgable as he might think. At 43, I've been wrenching on and building cars for 30 of them, and I think I've got a pretty good handle on what works. But if you want to be a charter member to his fan club, go right ahead, just remember, this is the same guy who said that drum brakes were superior to discs...
Jim
you too?zookeeper said:. On my very first post in '01, Hearne gave me a snide, smart-mouth answer to an honest question.
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