Jan (Cactus). I came across both a 1.08 and 1.12 4V Ford carbs yesterday and because they are local, I’ll have them today or tomorrow. This will save shipping stuff around the country at least for now. If the 1.08 carb I get doesn’t pan out, then I may give a shout back in regards to yours.
John (Hoosier). Glen has offered up an intake that will fit the bill, but I also have a ’57 Fairlane sitting in the shed that I can pull the intake off of and use. But I’ll keep yours in mind if all else fails. I had several stock intakes about a year ago but there was an unexpected demand for them and now they’re gone.
Glen. Hold off on the intake in the short term as there is one on the ’57 that I can use and another may show up locally anyhow. I may still be interested in the 1.08 carb you have if the one I get doesn’t work well.
The plan is to do the intake manifold testing mid to late December. That will give me enough time to get all the parts lined up and ready to go. I still need to kit my ’57 Carter carb and make sure both Ford carbs I plan on using are in good shape. The other carbs I have on hand are already in good condition.
As far as carbs go, I already have the ’57 4V Carter, the ’57 ECZ 4V Holley (model 4150), several L-1850 600 cfm Holleys (model 4160’s), a 750 HP Holley (model 4150), and a 650 cfm Demon. For the stock intake test, I’ll likely also pull the 525 cfm Road Demon off my ’55 and test it along with the other carbs.
The plan is to first test with the stock manifold with the factory ½” phenolic spacer and the three factory carbs that came on the 312’s in 1957. I was always led to believe that the Carter carb would outperform the Holley and Ford carburetor equipped engines. Beyond that, I’ll test some different spacers and the other carbs before pulling the stock intake manifold and switching to the other intakes. I have a factory 2X4 setup with Teapots that is also itching to be run. Also currently not being used and I can get back to me is a very nice running 3X2 setup with Stromberg 97’s that performed flawlessly on another engine that was recently dyno tested. With the Mummert intake or the Blue Thunder, I may try the 1050 cfm Holley just for grins. It actually worked well on the EMC engine but didn’t have time to work out a carb spacer that fit the EMC rules. I doubt that the +060 over 312 is going to like being loaded up with the Dominator carb but I don’t see any idling problems with it, just a problem in throwing the throttles wide open and holding them there at 2500 rpms. Wait and see on that one.
On the EMC engine, I actually tested 6 intake manifolds in a 4½ hour time span so if everything is laid out in advance, I should get some resonably accurate results over a short span of testing. The number of carbs and spacers being tested will also be consideration timewise and I may end up testing only 2 or 3 carbs on each additional intake along with a given number of spacer variations. Part of this will likely depend on how much help is available when I actually do the testing. There are times when walk in help actually slows the process down.
Lorena, Texas (South of Waco)