Help with 215 OHV I6 2x1 set up

[51PanelMan]

I got my truck back on the road after a full engine rebuild, but am now having problems with it running lean/rich and still backfiring slightly. The engine is a Ford 215 OHV 6 There's also blue/black smoke coming out of the tailpipe. I took it into a mechanic that's familiar with multiple set ups, but on V8s. He told me that the linkage that I have isn't progressive (linkage came with the kit) and that one carb is running more fuel than the other. Another thing he told me is that my set up doesn't have a hard stop to control the idle speed. He's unable to ajust/sync them, as well as set the timing.



I've seen a few other I6 dual carb set ups that had progressive linkage. Appears that I may need that type of linkage that I need. I had both carbs rebuilt, but still think they weren't done correctly. I don't think that they're jetted right to work together. Mine may be jetted too high.



This is my set up now.









I'm wondering if any one knows of someone who is more knowledgeable with multi-carb set ups that can take a look and tell me what's wrong. I'm in the Bay Area (California) and don't mind a little travel. Perhaps someone knows who can build me a progressive linkage or know where I can buy one? Also, where to obtain a hard stopper for the carbs? Lastly, maybe someone who's familiar with Holley 1904s and can go through my carbs again and get them done right to work as a pair.


I really want to keep the dual intake set up, so any help/guidance would be greatly appreciated. I'm anxious to get some answers because I need to get back to my mechanic on Monday or pull the truck until I get more answers. Thanks for the help.

[41ford1]

I have the same set up on my 53 courier. And yes, it is a bit of a pain to get it right. You are right it's not progressive. With the carbs so far apart it may not run well progressively. The system uses the throttle stop on both carbs. The carbs should be matched in venturi size to get decent results. It is preferred to have matching list numbers. That way you are sure they are matched. The easiest way to sync them is to disconnect the linkage then set the idle with a unit-syn or stethescope. If you use a stethescope, adjust until the hiss sounds the same in each carb.

The Load-O-Matic distributor does not like dual carbs. Vacuum signals are changed when the second carb is added. Leave the vac line disconnected and set the timing. I have decent results at 12BTC. I'm looking to adapt late '70 ford six dizzy to my 215. Those have centrifugal and vacuum advance system.

[51PanelMan]

I believe that the carbs are matching in venturi size. I'm not understanding the "matching list numbers". Are those written on the carbs somewhere?

Is this a good Uni-Syn tool to use? http://www.speedwaymotors.com/Edelbr...-Tool,267.html

I'm curious in seeing your set up, especially the linkage, to see if mine is close to normal. Would it be possible for you to post, PM or email me a picture?

[41ford1]

The list # is stamped on the inlet boss.
The speedway unit is what I was referring to.
Your linkage is identical to mine. Right now the car is in a rented garage. I'll send you a picture next time I have it.

[ken ct]

First thing i would do is get rid of all that teflon tape you got on ALL those gas connections.I would not use progressive linkage on this or a V8 dual setup,they dont work correctly.These carbs seem to be jetted wrong and need to be setup correctly and run straight linkage to them. OMO. Also that type of Chineese air cleaners are very restrictive filters in them, try running with out them,you might be surprized. ken ct.Depending how many miles you have on this setup you may already have pieces of teflon in the carbs already. ken ct.

[41ford1]

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I did find this picture. Not much linkage detail. It is identical to yours. FYI the air cleaners are K&N 6" diameter.

[Ol' Ron]

What kind of distributor are you running? Is it a Load a matic?

[41ford1]

Ron, It is a Load-O-Matic. It runs crappy with the vacuum hooked up. I was able to get it to run decently at 12°BTC with the vacuum disconnected. It makes 17.5MPG this way. I have a Malloy Dual-Life that is centrifugal only. It needs to be modified for the tang drive oil pump. The later Ford six units have both centrifugal and vacuum. They also need the modification. I think from all the work that you and Richard did have convinced me that one of those be the best type to use.

[Ol' Ron]

Yes, that might help with the carburetor problems. I think just straight linkage would be the best for your project. At 17 mpg you're not far off. Good luck

[51PanelMan]

Great help so far, guys. So, should I not run the vacuum to the distributor at all or just for one carb? Would this Load-O-Matic be ok to use or should I really try to locate a Mallory Dual Point? They're no longer made and finding one used can be tough. I also agree that the air filters I have now are too restrictive.

Not sure if this matters, but I'm also running a Pertronix Ignitor in the distributor and a Pertronix coil. I'm still 6v pos ground.

Ken, would you happen to know what size jets should be in each carb?

41ford1, thank you for the picture. Do you have a K&N filter number for your set up? I like the look of them and would like to order them online or buy locally if I could.

[41ford1]

The two on my setup have #59 main jets. I am not running any vacuum advance at all. Runs well enough that I took it to Florida and back home. I too am running 6V + ground. No Pertronics though. I looked for a K&N number. Its either worn off or never marked.

[Ol' Ron]

I'd discuss this with Bubba, he might have a dist he can recomend.The load a matic is junk.

[51PanelMan]

Ron,

I'm not familiar with who Bubba is. Is he a member here or do you have any contact info for him?

I'll try to locate the filter through K&N website.

Thanks.

[Ol' Ron]

Bubba posts a dozen post a day. He runs an ignition service.

[51PanelMan]

I found Bubba and the post that I need about the distributor. Looks like I might have to get one made up. Just need to find a spare distributor to send to him. http://www.fordbarn.com/forum/showthread.php?t=85865

[41ford1]

The issue with fitting a later distributor or the Mallory is the slot and tang drive on the stock oil pump. I found information that the pump from a '55 to '59 223" will fit the 215". That pump has a 1/4" hex drive. Pictures of both pumps look like it will work. The Mallory dual point for those years is a match for that pump. From what Ron and Richard in FL have posted. A distributor distributor with both mech and vac advance will give the best performance and economy. Ford realised that in the '70s. A points or a Dura-Spark could the easily be adapted since they have a hex drive. I am not sure if the drive on them is 1/4" or 5/15". Right now I am having hard time deciding to dive in to a decent runner.

[51PanelMan]

I'd prefer not to change the oil pump or anything else internally of the engine since I just got the engine rebuilt. I'd prefer to keep the correct oil pump. Bubba states that he can adapt one for a 223, so I'm assuming he can do the same for a 215. I'd prefer to have a Mallory over the stock Ford, but at this point, I'll take whatever as long as it'll work. It would be nice if I could use the Pertronix Ignitor in the "new" distributor so I don't feel like I wasted my money on buying the kit.

I think that once I get the carbs looked at again by someone who knows them intimitely and getting a new proper distributor, I should be on the road to success.

[41ford1]

Here are pictures of the linkage as mine is set up. These should help.

[51PanelMan]

Thank you for the pictures. I see that you have two small springs, one attached to the linkage and one at the carb. If it's not too much trouble, would it be possible for you to photograph those areas, including the other carb and post? I don't have those springs and would like to see if they'll add a benefit to my set up.

[BUBBAS IGNITION]

As per our phone conversation i can handle your ifgnition problem.

The carb sync tool that i use is found here

http://www.ebay.com/itm/Weber-Dellor...17058?pt=Motor

and is much easier to use and more accurate that the speedway sync tool mentioned above.

I have a six cylinder chevy engine on a test stand that i use to sync multiple carbs with this tool. Adjust each throttle opening to a set number so they are matched and then dont change the throttle setting unles both are changed .
I like some of the others dont think you can run those carbs progressive....

Glad to help

Jim at Bubbas