![]() ![]() The rear carburetor sits further forward on this manifold and appears to be more flow restricted as a result. This was the ’56 Ford offering which had the center to center carb spacing much closer together than the ’56 Mercury intake that was just tested. Here are the results with a variety of carbs tested upon it.ġ956 Mercury Carter carbs (vac sec) 347 353 Teapots with KM mods 354 362 Linc Teapots (60P/82S jets) 366 375 on pictures for larger images. There was already some prior port work performed on this intake and based on its overall performance, it was a good performer back in the day. In looking at this manifolds outward appearance, this one was originally based on the Edelbrock FM255 intake. Next on the list was the hard to find 1956 Mercury dual quad intake. I’ll add that jetting changes on two carbs and especially the Teapots can be very time consuming. This intake was tested with several pairs of carbs and here are the results for the best tuneup for each pair of carbs. While that particular intake was the best of the lot on the iron heads and actually exceeded the baseline target for those heads, it came up just shy of the revised baseline or target for the aluminum heads. Upon establishing the single four barrel baseline value, the Edelbrock #257 intake that had been ported by Joe Craine was the first of the dual quad intakes to be reinstalled on the aluminum headed +060 over 312. The manifolds are now listed in the order in which they were run and tested on the 322” mule engine. Edmunds D427 330 343 Ford EDB-C 1956 – modified 331 352 Ford ECG-D 1957 – stock 336HP, Ford EDB-C 1956 – stock 338 369 Edelbrock 257 – Hogged out 339 337 Fenton D427 342 364 Edelbrock 257 – stock 351 355 Mercury ECZ-C stock 357 367 Edelbrock FM255 stock 359 370 Hogans Tunnel Ram 361 342 Mercury ECZ-C ported 366 375 Edelbrock 257 – Ported by JDC 369 378 Edel FM255 – Ported by JDC 378 370 with that being said, here are the breakdowns for each manifold that was tested. This particular list is ordered from worst to best using the best carb combination for each intake that was tested.ġ. Here is a quick summary of how the different intakes performed on the aluminum heads without getting into the various carbs or other variables that were tested on each intake. But added to the fray are also the Fenton, Edmunds, Hogan, and the ported Edelbrock FM255 intakes among others. With that in mind, the same intakes that were run on the iron heads are also run on the aluminum heads. This will allow any flow restrictions in the manifolds and carb pairs to come to the forefront. The dual quad intake testing with the aluminum heads now gets more definitive simply due to the flow restrictions that were taking place in the iron heads being minimized. This does give the dual quad intake testing a much higher target value to aim for. While the iron heads made a peak number of 311 HP in the single four barrel format, the aluminum head baseline jumps to 375 HP with nothing but a cylinder head change. The same stock Mummert intake and 750 cfm vacuum secondary Holley that had been used for the iron head baseline was again used for the aluminum head baseline. Now it was time to install the aluminum heads on the 312+ dyno mule and see how those same dual quad manifolds would fare.Īs a result of changing the ported iron ‘113’ heads to a pair of CNC ported Mummert aluminum heads, it was necessary to establish a new target baseline. With the iron 113 heads on the dyno mule, the Edelbrock #257 2X4 intake that had been ported by Joe Craine did exceed those numbers generated by the stock Mummert intake and single four barrel carb combination.
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