Inliners International Forums General Discussion Hi Performance 2x2 setup for 235

My 235 is coming together, and I'm trying to figure out what to do for intake and carbs...I have an Edmund's 2x2 intake...but am concerned it will be too much carb. Has anyone had any luck setting these up properly?

I ran for several years a 2x2 setup using Tom Langdons Carter/Weber 2barrel carbs.Ran good as long as carbs were synchronized.Now I am using Tom Lowes modified 4150.
Call Tom Langdon for more advice-

There are at least 2 different Edmunds 2 × 2 manifolds, with very different plenum volumes, and perhaps 2 port sizes (216 & early 235, and late 235 & 261). All AFAIK have the Stromberg 81/97/48 3-bolt flange pattern. These are between 150-200 CFM each, and probably more than you want since all 4 bbls. open simultaneously (not progressively like the Weber mentioned above).

Picture?

Greetings . . .

AFAIK there were five manufacturers that produced a Hollander #1 or #4 with a 3-bolt base: Stromberg, Carter, Holley/Ford, Chandler Groves, and Marvel (in order of production volumes). Volume is an important consideration because traditional hot-rodding exhibited a ‘junk yard’ influence . . . the most widely used parts were those most widely available in the local bone yard: Hollander #4A being the most prevalent – Stromberg EE-1.

The Marvel carburetor was a failed experiment in late 30’s Buicks – rare scrap – most were replaced with Stromberg AA-1 ‘aero’ carbs. Chandler Groves was the design house that Ford utilized in carburetor development – their plant never scaled to volume. The design is commonly known today as a Holley 94 – many were manufactured directly by Ford.

In my opinion selecting a carb for use on a dual is mostly a process of elimination. The first feature that can nix a carb from consideration is a vacuum driven power circuit – vacuum can be in short supply when two carbs are fitted. This eliminates the Holley 94 in my mind – as well as the Stromberg ‘aero’ AAV-x series. There is some tuning potential with different sized power valves - so it's not a total deal breaker. The second consideration is CFM rating – which in most cases can only be inferred from the original application – i.e. the displacement of the engine the carb was designed for. Unfortunately, this eliminates the cool looking ‘aero’ carburetors found on straight eight Buicks.

For me this left three choices – Stromberg 81, Stromberg 97, or Carter WCD. 81’s are hard to find – and a worn out core is more headaches then it is worth. To panic’s point the Stromberg 97 is a lot of carb. They were designed for an engine with 240 cubic inches with each barrel feeding just half that. The Carter WCD was used on a wide variety of makes and models. It was shipped with both 3-bolt and 4-bolt flanges. The flanges can be interchanged.

I am running a 2nd series Edmunds 2-deuce on a modified 216. I have fitted Carter WCD’s that were designed for use on the Nash Statesman 195. I got lucky and found a guy parting out the inventory of an old Nash dealership – two identical NOS carbs.

It took some time to sort out this setup:
Inliners Post summer of '18

Which Edmund's manifold do you have?

Not mine but the one in the following link is just like it
jalopy journal 2x2

Thanks stock49, sounds like it took a lot of tinkering to get those carters tuned just right!
I am far from an expert, but I've seen that several people have had good experience with the dual weber 38 dgas set up from clifford performance...these are non progressive 2 barrels, with dual 38mm venturis and vacuum power valves.
Which makes me consider the holley 94...on the surface they seem similar, both are non progressive, both use power valves, and the 94 is smaller with roughly 25mm venturis...so if the weber works, I would think that with the right power valves the 94 should work as well...am I missing something?

There's a good article over on Hot Rod that discusses pros and cons of the Holley 94 versus the Stromberg 97. Vacuum driven power circuits can cause the engine to run rich if the valves open too soon. On the other hand mechanical power valves typically don't open until the throttle plate is tipped in significantly - which doesn't happen often when one is running a dual on the street. The modern 94 replica's from Edelbrock have a selection of power valves so they can be tuned.