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

Ford 240/300 6=8 TWIN WEBER 38/38 *Combination: $1,778.00.

1. 53-0960 DUAL HEADERS "TRUCK" 53-0015 CARS & VANS

2. 43-4650WH INTAKE

3. 08-7038 DUAL WEBER 38/38 DGES CARBS

4. (2) AIR CLEANERS W/CLEANABLE FILTERS

5. FUEL REGULATOR

6. GRADE (8) HEADER STUD KIT

7. 6=8 PERFORMANCE HEADER GASKET

8. 6=8 STREET HOOKUP KIT.

 

Good new for MPG! How about 6 MPG better than stock.

Want more? Our cam will add up to 80% of the total torque, off idle

Peak torque at 3,300 rpm's & peak HP at 4,300 rpm's.

 

93-3021-K 264 Hydraulic Cam & Kit. $399.00.

Cam Kits include;

Hyd Lifters

Hight Lift Springs

Retainers

Valve Locks

Chrome MolyPushrods

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!

FORD 240/300/4.9 REBUILD INFORMATION.

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.

 

 


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 $599.00

FORD 170/200  32/36 3 5/8” BOLT CENTERS               08-K201 $599.00

        

FORD 200/250   38/38 DGES 2 3/4” BOLT CENTERS   08-K202 $599.00

        

FORD 170/200/250   32/36 2 3/4” BOLT CENTERS       08-K203  $599.00

        

                              

                              

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.

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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 IS special 264 Hydraulic.

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

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


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.

 

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VALVE COVER INSTRUCTIONS

 

 

Installing a Clifford Valve Cover is very easy to do, but it will take some time (2 days, actually).  Make sure to follow the directions exactly to insure a leak free valve cover.

 

DAY 1

 

  1. Apply 3M glue supplied to the gasket surface of the valve cover.  Smooth evenly with thumb.
  2. Apply 3M glue to the surface of the gasket that touches the valve cover.  Smooth evenly with thumb.
  3. DO NOT PUT THE GASKET ON THE VALVE COVER!  Let each part dry individually for 24 hours.

 

DAY 2

 

  1. Repeat steps 1 & 2.
  2. Now, put both pieces together, glue touching glue.  Smooth gasket evenly to create a good seal.
  3. Remove factory valve cover and clean head surface.
  4. If you are installing your new cast valve cover on a Jeep Head that has a factory plastic valve cover, see NOTE below.
  5. Apply a thin coat of oil to the head surface.
  6. Bolt down valve cover just as you would a factory cover, & torque the bolts to 7-10 lbs.
  7. Start engine and check for leaks.  Run engine for 15-20 minutes.  Some oil will slowly seep from gasket, this is okay, just wipe it away.  The oil makes a wet seal, just like your engine main seal gasket, or your oil pan gasket.  It will not leak after the excess has squeezed out.
  8. Enjoy your leak free Clifford Valve Cover!

 

 

ANY MODIFICATION TO THE VALVE COVER TO FIT THE HEAD WILL VOID YOUR WARRANTY!

 

NOTE:

              If you are installing your new cast valve cover on a Jeep Head that has a factory plastic valve cover, you will need to drill and tap 5 holes with a 5/16” x 18 tap.  It may also be necessary to drill and tap a pair of ¼” x 20 holes in the front and rear of the head.

 

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.