The D0AE-L iron manifold also had the Holley 4150 bolt pattern. Instead of two slots it had 4 holes which were so small in diameter that the manifold could not accommodate a carburetor larger than a 650 Holley without modification.
The spread bore aluminum manifold for Autolite 4300D carbs had a casting number of D1ZX-9425-CA. It was standard equipment on Boss 351 Mustangs, and is worth a mint $$$ to owners of those cars.
The spread bore iron manifolds, designed for the Autolite/Motorcraft 4300D carburetor had 4 holes, they had casting numbers beginning D1ZE, possibly D2ZE, and D3ZE. The primaries of the 4300D carburetor were the size of Holley 600 cfm carburetor butterflies, the secondaries were the size of Holley 1050 cfm Dominator butterflies. 300cfm (1/2 of 600) plus 525cfm (1/2 of 1050) equals 825 cfm. The carburetor was rated by Ford at 750 cfm. It has been my joke since 2001 that the spread bore 4300D carb was like a mullet hair cut ... business in the front and party in the back!
If a person wants to use an Autolite/Motorcraft 4300D (spread bore) carb, one of those D1ZE iron manifolds are almost a necessity. If you look at the carburetor mounting pad you'll notice the two small holes for the primary butterflies are in the middle of the manifold. The carburetor is off-set to the rear of the engine. This was done to improve part-throttle (cruising) performance at the expense of high performance operation. In addition to that alteration the D3ZE manifold also had a trench along the side of the carburetor mounting pad in order to supply exhaust gas to the EGR valve. Snake a chain through the D3ZE manifold and use it an anchor for your fishing boat ... that's about all it is good for.
It is the opinion of Pantera International that every 351C equipped with 4V heads is better-off with a Blue Thunder intake manifold (available in a "Pantera version") and a Demon Carburetors #1402020VE carburetor rather than the factory induction (including the De Tomaso single four barrel induction). However, there is a caveat to this recommendation; many applications will not realize any benefit unless:
(1) the engine is rebuilt to resolve any ring seal or valve seal problems
(2) the static compression is raised to approximately 10:1
(3) the ignition and carburetor are in good working order and tuned for the particular engine
(4) the camshaft and/or valve train are at least up to showroom 1971 351-CJ spec (but preferably upgraded beyond that spec)
Refer to sticky #3 in the engine forum for additional information.
-G