Ted, this info is great. Thanks for sharing it with everyone.

~DJ~ AKA "Bleach"
1956 Ford Fairlane Town Sedan 30K original miles

Thanks for the info Ted.  Dave

SE Wis

Here are charts showing horsepower and torque using the ECZ-A intake with different carbs.  It still boils down to fuel metering and not necessarily the carburetor size.  But for all intent and purposes, all three carbs are reasonably close to each other on the ECZ-A’ intake manifold.  And when considering that there is ~55 years between the Lincoln Teapot and the 750HP Holley, the Teapot holds it own quite well on the ‘A’ manifold.  We’ll see what happens though when the Lincoln Teapot is matched up to the ECZ-B intake shortly.

Horsepower – ECZ-A Intake with various carbs
Rpm	Lincoln Teapot	600 Holley vac sec	750HP Holley vac sec
2500	141	144	147
3000	184	182	185
3500	213	204	211
4000	227	215	228
4500	237	233	238
5000	236	237	240

Torque lbs/ft – ECZ-A Intake with various carbs
Rpm	Lincoln Teapot	600 Holley vac sec	750HP Holley vac sec
2500	296	303	309
3000	323	318	324
3500	319	307	317
4000	299	283	299
4500	277	271	278
5000	248	249	257

 

Lorena, Texas (South of Waco)

The overall torque will be improved by slotting the manifold but that improvement will only show up after 3000 rpms.  If you’re upgrading the camshaft, you’ll still want to slot the intake regardless of the slight dip in torque that will occur at 2000-2500  rpms as a result of slotting the manifold.

Lorena, Texas (South of Waco)

I'm in the process of putting together a 312 with an Isky E4 cam that I thought I would advance 2-4 degrees to improve low end grunt. Will slotting the B intake help me any more on low end?  Dave

SE Wis

Thanks again for all the great work Ted,  I read your dyno results and it always starts something turning in my head.

Doug T., I used a cast factory "B" intake (on a 292 +.060 flat top cast pistons modified C1TE heads)with the same mods that you show on the Uni the first three runs out at Bonneville last year and ran 120 mph on all three passes.  When I switched to the ECZ-G heads that were originally on Charlie Burns' "Yellow Brick" plus an extrude honed Blue Thunder intake on loan from Ted we gained 7 mph.  From Teds cylinder head dyno test I know that the "G" heads made 30 more HP than did the modified C1TE heads. With this info I think you can draw some conclussions about how well a modified "B" intake performs.

   God Bless.   Tim                           http://yblockguy.com/

350ci Y-Block FED "Elwood", 301ci Y-Block Unibody LSR "Jake", 312ci Y-Block '58 F-100, 338ci Y-Block powered Model A Tudor

tim@yblockguy.com  Visalia, California    Just west of the Sequoias

I agree, for what Mark wants the A should work fine and sloting the intake should show some improvement in airflow following Thashers input on what he did to his B intake.

-Gary Burnette-

Ted, that'd work. I may send you a Lincoln teapot to try. Part of the curiosity is that when I changed over to the Edelbrock 600 on my car, I gained nothing in MPH. Probably proves zip because the manifold is undoubtedly the bottleneck on the F code. John told me he encountered the same thing on the Hurricane with a 600 Holley, I think. The Edelbrock is a much better all around , easier to tune, more modern carb, but the Teapots, at least on the F codes worked pretty well.

Frank/Rebop

Bristol, In ( by Elkhart) 

Thanks Ted. That clearly shows that in normal street use it is just the same what intake you are using. But if going to strip or track once in a while, it is good to go with B or Johns. It is question of money you spent and a speed you get.

 Seppo from Järvenpää, Finland
www.hollowheads.net (just click the hole in the head to proceed)

Ted and DougT thanks for the vote of confidence. I'll go for it. I see the "A" manifold can hold its own below 3000 rpm. That would make it a good performer in a parade.



Mark

Mark

1956 Mercury M100
1955 Ford Fairlane Club Sedan
Delta, British Columbia