I have a ECZ-9425 A intake for cruisin and just normal street driving would i be allright to just get a carb adapter and run a holley 390 cfm carb.Engine is .060 over 292.Im gonna get the 57 up dizzy and pertronix 2 after i get the adapter.I cant see spending 200.00 for a B intake

I think that would work just fine for your purposes. I had an "A" manifold for many years before I ran across a "B" for a steal. I had a 500 cfm Edelbrock and Ignitor I triggering a MDS 6A.

BOB

Mikhett: Your already going to be into the conversion for the cost of a new carb, an adaptor, a Pertronix kit & a 57 distributor. If you shop a bit you likely can get a decent "B" intake for less than $200. From 2500 RPM up it's definately a better intake... Something to consider.

Paul

The B walks all over the A. I still own both on my different 1956 fords and mercs, and the A is a decent intake but my cars react stronger with the better breathing B and gets better gas mileage but be sure you have the 57 and up dizzy with the B intake.

-Gary Burnette-

Mikhett:

I have a B manifold that has had a front ear repaired. It looks like an excellent repair, but the weld bead is visible. It's the RF corner, so is somewhat hidden by the oil fill tube. It can be had for a figure way south of the figure you mentioned, shipped from Indiana. PM me if interested, we'll talk.

John - "The Hoosier Hurricane"

The ‘A’ manifold is a good daily driver but does limit the performance potential. Here’s a link to some dyno results comparing the ECZ-A, ECZ-B, and Mummert intake manifolds.

http://forums.y-blocksforever.com/FindPost77853.aspx

.

And here are a couple of other pertinent links.

“B” intake dyno results with various carbs

http://forums.y-blocksforever.com/FindPost78123.aspx

.

“A” intake dyno results with various carbs

http://forums.y-blocksforever.com/FindPost77915.aspx

Lorena, Texas (South of Waco)

I liked looking back at the numbers with the 2 manifolds and different carbs. I'm a true believer in using what is the best for what you are going to do. Reading the #'s below 3500 rpm makes me believe what I thought was true is true.

Milhett..using a 390 will probably give you everything you want unless you are a terror from light to light. The air velocity past the venturi's will definately help with drivability and fuel consumption.

This weekend I tried to put on a 57 Lincoln Carter WCFB on my Ford "A" intake (both are the small base) For those who haven't seen one the 57 Lincoln WCFB is a lot different than the other ones including the Merc. I believe it was used only on the Lincoln and 56 Continental Mark II's. It definately flows more and it was on a 368" with 10-1 compression ratio. Everything was going fime until the vacuum secondary actuator hit the stock coil mounting. Until I figure out what the 56 Merc did I'm back to my old carb combo. I'm guessing the coil was mounted vertical like GM's but not sure. The Lincoln WBFB is the first Carter I've seen with an aluminum base instead of cast iron. Mine is pristene and should probably should go on a restored Lincoln......My 3-2's are coming along (Rochester 2GC's but the air cleaner cover has been a bigger project than I first thought. (my wife tells me to just leave the car alone) Life of a hot rodder never ends.................

56 Vic, B'Ville 200 MPH Club Member, So Cal.

How's chances of a photo of this carb?

Frank/Rebop

Bristol, In ( by Elkhart) 

Will do when I get home. I hope I can photo the venturi area below the choke tower, that's the part different from the others I have. I believe the lower butterflies are 1-1/16 which is normal. The venturies are definately larger and the jet chart I found on-line for all WCFB's show this carb as having the largest stock jets . The metering rods also have the "squarest" step I have ever seen. They also had a different metering rod # than the Cadillac, Merc, Buick, Mopar, Packard etc:

Small base WCFB's came on a lot of engines more than I remember.

56 Vic, B'Ville 200 MPH Club Member, So Cal.

DITTO!

Frank/Rebop

Bristol, In ( by Elkhart)