While the intake is off is the time to mess with it, obviously.  I have no hood clearance concerns but am running a 1" phenolic spacer in between a 9425-B and a Holley 1850-?.  I used a die grinder to make the transition from carb to spacer and spacer to intake nice and smooth.  If hood clearance IS an issue, use your 4-hole base gasket as a pattern and open up the intake enough that it all fits, if you need to.  According to the Holley "List," the 1850s are 1 9/16" throttle bores.  They show a 450 CFM that's 1.5" (List number is R4548).

"I’ve converted my ‘54 239” to the ‘57 and up distributor, must be close to 20 years ago. I’m still 6 volt. Used the points and condenser from the ‘57 and up distributor."

... hmmpf ...

THANX for the reply.

So no point (12V) burning, pitting or condenser failure(s).  6V coil and no overheating? It keeps the plugs clean?

Cheap quick way out of the LOAD-O-MATIC.    

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I’ve converted my ‘54 239” to the ‘57 and up distributor, must be close to 20 years ago. I’m still 6 volt. Used the points and condenser from the ‘57 and up distributor.

  Dennis in Lititz PA

Have you done this?

How about the condenser?

OEM 6V isn't going to give a very hot spark unless going with an amplifier or ICM (w/ specialty coil)..

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The points are not voltage specific.  Use the '57 points in the '57 distributor, regardless of the voltage.

John - "The Hoosier Hurricane"

"The car is 12 volts.  I already have a 57 distributor and ECZ B manifold."


In that case, you are ready to make the conversion.

The only problem I see is that the ECZ-B intake throttle bores are 1.5" and the period carb(s) used had throttle bores to match the intake bores. Depending on what style carb you go with, the replacement carb throttle bores will most likely be larger. You would have to sit the new carb on the manifold and while operating the throttle shafts see if there is any interference between the throttle blades and manifold bores (incl mounting gasket). 

If so, you would have to either modify the carb pad or use a larger bore carb spacer (the 57 BIRD came through with a spacer) to allow the carb throttle bores to open and close freely. The only problem would be a mis-match of bore sizes at the spacer and intake bores. There is no transitioning (tapered) spacer that I am aware of to allow a more free mixture flow.

Don't forget the needed ballast resistor for the 12V coil.

If you decide to go ahead without other opinions here, please get back and let the board know how it went.

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"The '57 distributor will operate on a 6 volt system.  The distributor is merely a switch, through the points.   The coil is what determines the voltage required."

You have done this? Will a set of 6V breaker points fit a 57/ DUAL ADV DIST PLATE? Using a 6V coil?

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The car is 12 volts.  I already have a 57 distributor and ECZ B manifold.

The '57 distributor will operate on a 6 volt system.  The distributor is merely a switch, through the points.   The coil is what determines the voltage required.  Tach drive '57 distributors are rare and expensive.

John - "The Hoosier Hurricane"

"Would you be able to modify my manifold?  My 292 is stock, are there any other porting mods for the manifold?"

Well, yes and no. Yes, the 57/ ECZ-B can be modified for a later style carb (larger throttle bore size). No, if wanting to mount a later style carb on your present intake as it would require an adapter and could not be used on a BIRD due to hood closing (carb mounting being too high).

Also, there should be no problem using the 57/ ECZ-B intake on the 55/56 cyl heads as FORD lists the same intake gaskets for all three years (subject to correction) (also would be nice to know all years component runner sizes).

Why do you want a later style carb? You will also have to go with a 57/ DUAL ADVANCE DIST and that will require a 12V upgrade due to losing the proper 1955 LOAD-O-MATIC carb signal.

Hold off until this thread is reviewed/answered by TED EATON as to the best/easiest way out.            

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