Anyone tired of fiddling with there Webers and ready to go back to the simplicity of a 4bbl. I am ready to take over your headaches and will buy your Weber setup.
Send me a PM
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Try contacting this guy. This deal would be FANTASTIC for you. They probably got sold as soon as he posted the auction but it's worth the try.
http://www.ebay.com/itm/121019...id=p3984.m1423.l2649
http://www.ebay.com/itm/121019...id=p3984.m1423.l2649
Thanks for the info. I sent him an ebay message. It was a great deal but I'm guessing it's long gone.
The one on ebay was for a windsor engine. When he
listed it, I pointed out that it was for a 351W and he removed it. If you expand the old picture you will see the water inlet on the upper R side.
listed it, I pointed out that it was for a 351W and he removed it. If you expand the old picture you will see the water inlet on the upper R side.
Yeah i caught that after a second look also. So the search is still on.
IMO, that auction was most likely an IDA system for A3 heads for 9.2 deck Windsor.
I looked at that system when it was at auction. I concluded the intake was a Hall (either 4V or A3 head) IDA intake that had major work done to it. There are many give-aways to it being a Hall intake but the most obvious clue is in the picture that shows the bottom and intake port face. The bottom of the intake shows that the hole for the linkage post present on Hall intakes has been filled. The pattern for the rest of the valley rail and bottom features is uniquely that of the Hall intake. It also clearly has a 335 series bolt pattern, not Windsor, and a port window that looks to be approximately of the HxW proportion for A3 heads to me. The water neck and the rear Windsor valley rail extension were added by welding and blending as needed. The welding on the water neck addition is very clear if you mouse over and magnify this feature on the intake face. The strengthening ribs present on the top side of the valley on Hall intakes were removed (except at the very rear), some of the mounting bosses rounded, the linkage post removed, and the whole intake was polished. Someone spent some quality time with a welder, burr, and cartridge rolls on this piece. Absent from the entire discussion was the deck height but it was probably for a 9.2 deck Ford Motorsport Windsor block because it does not look to have been widened by cutting and re-welding the valley to suit to 9.5 deck.
The auction title “Ford 351C/Yates Head Inglese 4x2 barrel Weber Downdraft Carb Induction System” is a bit misleading. People are prone to referring to all the Ford produced high port heads as “Yates Heads”. They are not. Also, the characterization of “351c” is often used as a generalization for what is better stated as derivatives in the family of “335 series” Ford heads. I didn’t go so far as to check the relative location of the bolt holes to the port roof, but there is a chance this could have been to suit C3H heads, but as I mentioned earlier, more likely A3 heads, and if so, a short block with flat top pistons and typical 351c type valve reliefs would do. What is a little curious is the o-ringed water port. Easy enough to drill an A-3 head for using the water neck but I wonder how that is supposed to work with the rest of the intake sealing? That o-ring wants to be tight against the face of the head to seal properly. What about the thickness needed to accommodate a gasket or liquid/formable gasket sealant on the rest of the intake surface…hmmmm.
The other misleading part of the title was the “Weber Carbs” bit. People sort of generically refer to any downdraft carb with an IDA pattern as a Weber. The description of the carbs was corrected.
It was a decent price for an IDA system, and even much better if you were looking to run that unique combination of head and block.
To the original poster, what engine head combination are you looking for?
Best,
Kelly
I looked at that system when it was at auction. I concluded the intake was a Hall (either 4V or A3 head) IDA intake that had major work done to it. There are many give-aways to it being a Hall intake but the most obvious clue is in the picture that shows the bottom and intake port face. The bottom of the intake shows that the hole for the linkage post present on Hall intakes has been filled. The pattern for the rest of the valley rail and bottom features is uniquely that of the Hall intake. It also clearly has a 335 series bolt pattern, not Windsor, and a port window that looks to be approximately of the HxW proportion for A3 heads to me. The water neck and the rear Windsor valley rail extension were added by welding and blending as needed. The welding on the water neck addition is very clear if you mouse over and magnify this feature on the intake face. The strengthening ribs present on the top side of the valley on Hall intakes were removed (except at the very rear), some of the mounting bosses rounded, the linkage post removed, and the whole intake was polished. Someone spent some quality time with a welder, burr, and cartridge rolls on this piece. Absent from the entire discussion was the deck height but it was probably for a 9.2 deck Ford Motorsport Windsor block because it does not look to have been widened by cutting and re-welding the valley to suit to 9.5 deck.
The auction title “Ford 351C/Yates Head Inglese 4x2 barrel Weber Downdraft Carb Induction System” is a bit misleading. People are prone to referring to all the Ford produced high port heads as “Yates Heads”. They are not. Also, the characterization of “351c” is often used as a generalization for what is better stated as derivatives in the family of “335 series” Ford heads. I didn’t go so far as to check the relative location of the bolt holes to the port roof, but there is a chance this could have been to suit C3H heads, but as I mentioned earlier, more likely A3 heads, and if so, a short block with flat top pistons and typical 351c type valve reliefs would do. What is a little curious is the o-ringed water port. Easy enough to drill an A-3 head for using the water neck but I wonder how that is supposed to work with the rest of the intake sealing? That o-ring wants to be tight against the face of the head to seal properly. What about the thickness needed to accommodate a gasket or liquid/formable gasket sealant on the rest of the intake surface…hmmmm.
The other misleading part of the title was the “Weber Carbs” bit. People sort of generically refer to any downdraft carb with an IDA pattern as a Weber. The description of the carbs was corrected.
It was a decent price for an IDA system, and even much better if you were looking to run that unique combination of head and block.
To the original poster, what engine head combination are you looking for?
Best,
Kelly
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Kelly, The plan is to rebuild the existing 351c with the iron 4v heads. I am just at the beginning of the restoration so the engine just came out. I may end up stroking the motor.
Toby
Toby
Those are the A3 ports. Good eyes. Hall only offers 2 variations of IDA Weber manifolds as far as I know. A3 or 4v iron.
The bolt hole locations on this manifold are the same as my A3 manifold.
This particular manifold, the Hall A3 port, is a variation of the original 4v casting. As such it will fit on the 4v iron heads since the casting fills the bottom of the original 4v ports.
Probably would have the effect of using port suffers on the iron heads which would likely be a good thing.
All you would need to do on this particular manifold, is cut the thermostat and Windsor block filler housing off. You do need the tower in a Pantera for the linkage if you don't want to redesign the entire car to do without it.
You could replace it with a plate strung between the front two carbs.
If you can weld 'luminum, you could make a Weber manifold out of a Weiand tunnel ram for sake of discussion.
The first three inches of runner are very similar between the two manifolds.
Incidentally, has anyone here or anyone you know of tried the EMPI EPC 51 carbs on the Cleveland or any other American V8? Theoretically they are better suited for a 351 C then the 48 idas are, but I am pretty sure from playing around with various chokes on the 48's that they are going to give a lot of bottom end away in favor of top end.
I can't find any dyno testing on them anywhere.
The bolt hole locations on this manifold are the same as my A3 manifold.
This particular manifold, the Hall A3 port, is a variation of the original 4v casting. As such it will fit on the 4v iron heads since the casting fills the bottom of the original 4v ports.
Probably would have the effect of using port suffers on the iron heads which would likely be a good thing.
All you would need to do on this particular manifold, is cut the thermostat and Windsor block filler housing off. You do need the tower in a Pantera for the linkage if you don't want to redesign the entire car to do without it.
You could replace it with a plate strung between the front two carbs.
If you can weld 'luminum, you could make a Weber manifold out of a Weiand tunnel ram for sake of discussion.
The first three inches of runner are very similar between the two manifolds.
Incidentally, has anyone here or anyone you know of tried the EMPI EPC 51 carbs on the Cleveland or any other American V8? Theoretically they are better suited for a 351 C then the 48 idas are, but I am pretty sure from playing around with various chokes on the 48's that they are going to give a lot of bottom end away in favor of top end.
I can't find any dyno testing on them anywhere.