Weber 38 Tuning guide at the bottom of the page!! For more information www.redlineweber.com

Ford 240/300 *Combination:

52-0960 Dual Headers for Trucks

43-4502WH 6=8 Cast Aluminum Intake Manifold

08-7038-K Weber 38-38 Carb Kit

 

 

93-3021-K 264 Hydraulic Cam & Kit

 

 

93-3021-K 264 Hydraulic Cam & Kit

Custom grinds for your Inline Engine.

Cam Kits include;

Hyd Lifters

Hight Lift Springs

Retainers

Valve Locks

Heat Treated Pushrods

 


HEADERS; 170-200-250

53-0186 = 1964-77 200 cu. in. Dual Headers. Fits All Mustangs & square bodies w/200 engines.

COMET, RANCHERO, FAIRLANE, MUSTANG, TORINO, MAVERIC, CAPRI 2, FAIRMONT, FUTURA.

 

53-2112 $359.00

1960-63 170-200 1964-up 250 cu. in. Dual Headers.

FALCON, VAN, COMET, RANCHERO, FAIRLANE, MUSTANG, TORINO, MAVERIC, CAPRI 2, FAIRMONT, FUTURA.

If you have a 250 Ford engine, this is your header.

53-2111 = Bronco 170-200-250

Shorty Bronco Headers. $359.00

 

If you are looking for a great carb, check out the 6=8 Weber carb kits.

 

                               CLIFFORD CARB KITS

 

FORD 200/250 38 DGAS 3 5/8” BOLT CENTERS          08-K200 $569.00

FORD 170/200  32/36 3 5/8” BOLT CENTERS               08-K201 $559.00

        

FORD 200/250   38/38 DGES 2 3/4” BOLT CENTERS   08-K202 $569.00

        

FORD 170/200/250   32/36 2 3/4” BOLT CENTERS       08-K203  $559.00

        

                              

                              

Take your stock carb off and measure the 2 carb studs from center to center.

The measurement will be 2 3/4" or 3 5/8". Pick your part # and see why so many Clifford

customers use Redline Weber carbs.

 

FORD 200-250-240-300 CU. IN. REBUILD INFORMATION.

FORD 200-250

Here is our rebuild kit for the for 200 cid engines.

Our headers, Weber 38 carb kit and 264 cam alone, will upgrade your performance almost 50%.

Add our Blueprinted cylinder head and move up to 185 HP at 4,300 rpms and 320 ft lbs of torque at 3,300 rpms.

To compare that to a V-8, the 5.0 Mustang has 320 ft lbs of torque at 4,300 rpms. This is why it is not hard to outrun them in an 8th or 1/4 mile drag race.

Rebuild kit cost is $799.00 and consists of;
1 Aluminum Alloy Pistons w/pins .030/.060
2 Chrome Rings .030/.060
3 Clevitte Main, Rod & Cam Bearings .010/.020
4 264 torque/street cam *Great Daily Driver!
5 Clifford High-Lift Springs
6 Chrome-moly Retainers
7 HD Valve Lock
8 Chrome-moly Pushrods
9 Complete Rebuild Gasket Set

Note: We use Chrome Rings because the cylinder walls will oval above 2,500 rpm's. Chrome Rings will follow the

oval and give you more cranking pressure when needed the most. Your Inline Engine will last longer as well.


The Pistons can be ordered in .030 & .060
Bearings can be ordered in Std  .010 or .020
Your Camshaft can be ordered as 264, 270 *Auto trans, use 264 only. Your hood will raise & lower 1 inch.


Daily drivers use 264.Campared to a stock cam, it will give you up to 80% of your torque curve, off idle, and peak at 3,300 rpms then peak power at 4,300 rpms. *NOTE: This is a torque engine. We need a torque camshaft. V-8 grinds try to create horse power. WRONG THINKING! Your engine is a torque engine, not horse power.

*We need a short duration and high valve lift for best torque gains. Most cams on the market today will give you 30% of your torque curve from 1,600 rpms and nothing off idle. Clifford 264 cam gives you 80% or your torque curve, off idle.

-0- deck the block and mill .060 off the head or call us and order our blueprinted cyllinder head. 250 Cylinder head? Mill .080 of your compression ratio will drop dramticly.

This new addition will upgrade your Ford 200 engine to 360 ft lbs of torque at 3,300 rpms.

Now the big block guys, will turn their heads as well.

*NOTE: Ford 144-170 will have to run the Weber 32-36 carb.

Ford 200-250 engine require an adjustable rocker arm assebly to run our performance cams. Here is our 1.6 custom made rocker arm assembly for you. $369.00 is the cost and man, what a difference .030 more valve lift can make.

 

        Valve Cover Instructions

 

  • NOTE:  Before you begin installation if you follow these instructions carefully, you will have a leak free, oil free engine for the life of your 6 cylinder.  This kit replaces all other valve covers with their inherent failure built into them that notoriously insures oil leaks.  The painstaking skill put into the Clifford Cast Aluminum Valve cover fixes this entirely.  Follow directions carefully and enjoy the success of another Clifford Performance product.

 

  • First, turn the valve cover over on its back.  Now find the specially made Clifford rubber gasket liner.  Place the gasket in the recessed area of the valve cover to test for fit.  Make sure you understand how the gasket lays in the valve cover recessed seat area before gluing in.  See Diagram A below:

 

 

  • Next, remove the gasket and find the tube of 3-M adhesive glue as provided.  Begin to lay a bead of the adhesive around the inside of the valve cover surface area where the gasket will lay.   Smooth your glue bead with your thumb, a putty knife, or any flat tool that can leave the bead fairly thick but very smooth for even coverage and to eliminate bubbles that may form.

 

  • Once you’ve laid in the glue and it is smooth, press fit the gasket into the valve cover recess area over the glue while the glue is wet.  Make sure the gasket is seated firmly, smoothly and no humps or wrinkles or out of alignment sections. It is imperative that once the gasket is seated and glued in place that you now set aside the glued gasket and valve cover combo in a warm room and let dry for 24 hours.  DO NOT INSTALL YET UNTIL GLUE UP HAS SET 24 HOURS.

 

  • Now that the valve cover and gasket has set, it is time to install.  Again, make sure the rubber gasket surface and the engine head lip surface is spotlessly clean with no crumbs of adhesive, oil, dirt or any other debris. YOU DO NOT NEED TO GLUE THE RUBBER SURFACE TO THE HEAD SURFACE—The rubber to metal interface as designed is all that is needed to insure a tight, leak free fit.  Next, place cap screws as provided into the holes and finger tighten down only.  If all fits well then tighten the screws from the center out to the ends of the valve cover following factory specs.

 

  • Start engine and let idle for some 20-30 minutes and inspect for leaks.  If leaking occurs it is not the gasket or valve cover, but debris left on the interface between gasket and head surface.  If so, remove the valve cover and clean thoroughly.  If there is still a leak then air bubbles occurred in the glue up process and the gasket must be redone.

 

  • NOTE:   If you are installing your new cast valve cover on an engine head that had the factory plastic cover you will have to then drill and tap the five holes with a 5/16” dia. X 18 thread.  It may also be necessary to drill and tap 2 -1/4” dia. X 20 thread holes in the front and back of the head. *DO NOT DRILL TOO DEEP. WATER JACKET IS LESS THAN ½”.  DO NOT MODIFY THE VALVE COVER TO FIT THE HEAD.  THE WARRNATY WILL BE VOID IF YOU DO SO.

 

  • The REPLACEMENT GASKET is only available from Clifford Performance. For more questions please call Jack Clifford’s Performance at 1-888-471-1160 or, Fax @ 951-471-0993

www.cliffordperformance.net

_______________________________________________________________________

DO NOT MODIFY THE VALVE COVER TO FIT THE HEAD.  THE WARRNATY WILL BE VOID IF YOU DO SO.

 

Weber linkage will need some fabrication on your behalf. The steel rod needs to be bent back and a hole drilled to hook up the threaded rod in your linkage kit.

Most problems accure when the PCV valve is hooked up to the Weber carb. This causes a vac. leak and the carb will have some very bad flat spots.

Second and most important is the fuel regulator. We must use a large diafram fuel regulator. This is why we use the Redline fuel regulator. Turn down the pressure to 2 1/2 lbs at sea level. Higher elevations may need 3 lbs.

Weber 38 Tuning guide at the bottom of the page!! For more information www.redlineweber.com

 

 

 

 

FORD 300 CARS AND TRUCKS.



Here are our Intake Manifolds custom made for the FORD 240-300. We are now running two 32-36 Weber two brl carbs on our dual carb intake. This makes a great daily driver and when the secondaries open up, more torque than one carb can make. With your engine built to our spec's, it will make 418 ft lbs of torque at 3,300 rpms and up to 325 horse power at 4,300 rpms. W0W!
Just built this dual quad FORD 300 long block with 418 ft lbs of torque!
Your price is $5,369.00.  Install this in your truck and have some fun.


Rebuild kit cost is $799.00 and consists of;


1 Aluminum Alloy Dished Pistons w/pins .030/,060
2 Chrome Rings .030/.060
3 Clevitte Main, .010 Rod .010 & STD Cam Bearings
4 264 or 270 duration camshaft
5 Clifford High-lift Springs
6 Chrome-moly Retainers
7 HD Valve Locks
8 Heat Treadted 6=8 Pushrods
9 Complete Rebuild Gasket Set

 

Timing set $99.00


The Pistons can be ordered in .030 & .060
Bearings can be ordered in Std  .010 or .020
Your Camshaft can be ordered as 264, 270, 280 or 290 Duration.
Daily drivers use 264 or 270 duration.

-0- deck your block and mill .060 off the cylinder head.

NO HIGH VOLUME OIL PUMP!! It will destroy our engine.


*CLYLINDER HEAD:
Order our custom valves for your Ford 240-300 engine.
Glass bead/Port/polish the valve pockets and blend the runners.
Order ARP3/8 inch screw in rocker arm studs.
Install new hardened exhaust valve seats and make sure you replace your valve guides.
Done properly, this work will add 60% power and torque to your engine performance.


*Note.
For best Torque get the Clifford 264 cam, Blueprinted Cylinder Head, Ram Flow Intake and Headers. You have a choice of two carbs. 390 CFM Holley or, 470 Holley Truck Avenger.

Now you order our dual intake with two 32-36 Weber carbs and get 20% more top end torque and horse power!


Timing is set straight up at your Cloyes Gear, using a Mallory Unilite distributor at 11-1/4 degrees advanced, is your best choice. This was Jack Clifford's best fix for your inline engine. He even ran Unilite parts in his Hudson race car.

Contact Summit Racing at 800-230-3030  to order today.

Redline TBI fuel delivery system is a Throttel body only. It is a plug and play unit. *You have to tune it with your laptop while the engine is running. Call us for more information or go to www.redlineweber.com and check it out. Redline stands behind this awesome product. With this system, you can get the big horse power and torque up to 450 ft lbs

and MPG out of this world. All engines run rich or lean, causing poor performance and MPG. When fine tuned, your engine will sing and out perform anything on the market today.

38DGAS Tuning

CARBURETOR SET UP AND LEAN BEST IDLE ADJUSTMENT

Base line Settings

Speed Screw 1/2 turn in

Mixture Screws 1 turn out

Final Settings Engine Running

Mix______

Speed_____

 

set float bowls at 17.5mm

GET RID OF THE PCV VALVE.

It is important to verify all linkage and levers are installed without binding and the linkage opens to full throttle and closes to the Idle Speed Screw. The number one and two reasons for tuning errors are improper linkage installations and over tightened linkage nut, causing a binding in linkage assembly.

CALIBRATIONS MAY VARY DUE TO REGIONAL FUELS AND STATE OF ENGINE TUNE AND PERFORMANCE. POOR RUNNING DOES NOT ALWAYS MEAN A BAD OR POORLY ADJUSTED CARBURETOR. AN ADVANTAGE OF THE WEBER CARBURETOR IS ITS EASE OF ADJUSTMENT AND TUNING.

SET UP ADJUSTMENTS

1.      Start set up by confirming carb base line settings. Do not depend on the existing settings.

2.      All settings are done with choke disengaged or warmed up so that the choke is fully opened and disengaged. This is done on automatic choke carburetors by first opening the choke butterfly by hand and inserting a wood block or wedge of some kind to hold open while the linkage is cycled (linkage operated through its full movement ) to clear the choke cam. (You will hear a metallic click as the choke cam is released. You can check the choke fast Idle screw under the choke assembly to confirm that it is not in contact with the choke fast idle cam.)

3.      Set the Idle Speed Screw by backing out the Idle Speed Screw until it is not in contact with the throttle stop lever. Cycle or Snap the linkage again to be sure that the linkage comes to close without any assistance. (Checking for linkage bind)  Now bring screw back into contact with the lever and continue to open or screwing in, no more than 1/2 turn in, maximum.

4.      Set the mixture screws by turning each screw in until it lightly seats. DO NOT FORCE OR BIND AS THIS WILL CAUSE DAMAGE TO THE SCREW AND IT’S SEAT IN THE BODY OF CARBURETOR.  Back out the screw 1 full turn.

TUNING:

1.      BE SURE TO FOLLOW THE NEXT INSTRUCTIONS IN THE PROPER SEQUENCE, DEVIATION WILL CAUSE THE CARBURETOR TO NOT FUNCTION TO ITS IDEAL SPECIFICATIONS AND MAY NOT PROVIDE THE PERFORMANCE AND FUEL ECONOMY AS DESIGNED.

2.      Start the engine, the engine will run very slowly more like a tractor. As long as the engine stays running idle speed is not important at this point.

3.      The first thing, do not set “up” the idle speed, set the Idle mixture screw to lean best idle setting. First, turn in the mixture screw until the engine dies or runs worse, then back out the screw (recommend turning ¼ at a time). The engine should pick up speed and begin to smooth out. Back out 1/4 turn more, or until the screw does nothing or runs worse then turn back to the point where it ran its best.

4.      Use your ear, not a scope or tuning instruments at this point. You want to tune the engine by sound. Adjust to best, fastest and smoothest running point.

5.      Now that the mixture screw is at its best running location, you can adjust the Idle speed the screw. The idle speed screw will be sensitive and should only take ¼ turn to achieve the idle speed you like.

6.      Check and set idle to your driving preference. Put the car in gear and  apply slight load, (AC on) and set the Idle as you like it. Don’t set it too high, as this will cause causes excessive clutch and brake  wear. The Idle only needs to be 650 to 800 RPM with light load or AC on.

7.      Recheck timing and vacuum hook ups. Recheck mixture screw to lean best idle again. If all is still best and smoothest idle then confirm and note the final settings.

8.      To confirm settings with the engine running. Start by screwing in the mixture screw and count the number of turns it takes to bottom out and note if the engine dies. If Idle Mixture screws are with in ½ turn of base line setting then all is well. Also check the speed screw and note how many total turns from initial contact. You may have opened (turned in) the speed screw. Your final setting should be under 3/4 turn in. Reset the screws (back in) to the best final settings (Per your notes) and go on a test drive. If the settings are other than described then you may want to recalibrate the Idle circuit (low speed circuit) to your engines needs. This is done by following the rule of thumb BELOW.

  Simple Rules for low speed calibration

If the mixture screw is more than 11/2  turns out turns then the Idle jet is too lean (too small). When the mixture screw is ½ turn or less, then the Idle jet is too rich (too large). These assumptions are based on the fact that the speed screw setting is not opened more than 1/2 turn in. If the speed screw has to be opened1/2 or more turns then this is also an indication of a lean condition usually requiring greater change. At times it may appear to be showing signs of richness or flooding it is really a lean condition. Please understand the need to keep throttle plate as near to closed as possible so as not to prematurely expose the transition holes. This is what causes the visible rich condition, and confirms the need to increase the jet size. JET KITS are available if needed.

EXAMPLE     With the idle speed screw set at no more than 1/2 turn in after contact with the stop lever; and the best idle occurring with the idle mixture screw set at 1 1/2 turns from lightly seating, indicates the need for a larger Idle jet. Achieving the best idle at less than 1/2 turn indicates the need for a smaller idle jet.