I hope this link works. Well known brand name performance intakes were not the only game around. One of the stranger aftermarket brands was Man-a-Fre®. The Ford 260/289 4-2V intakes were something some racers used.
https://www.jalopyjournal.com/forum/threads/…-intake.989833/
My choice for modified installations is a Boss 302 spacer if a PCV system is used but there were several earlier thin Bakelite Ford parts. Some had PCV connections, some were flat and some were tapered, some just a vacuum port, and some no port. Some were real thin and some were a half inch thick. There were also two thin aluminum spacers from the 1950s time frame Ford used. I have samples of most of them. Ford parts wise there was all kind of choices and many of them could be used in many more applications by enlarging their bores as required.
I’m using a FORD lettered from the Muscle Parts era. Seems to be modeled after the F4B and Cobra/Shelby. Not sure if it’s marked C9OX or C9OZ.
The C9OX prefix model is an excellent intake. It was created for owners to use with 351W cylinder heads on 289/non-Boss 302 short blocks. Multiple studies and racer testimonials proclaim it to be the best flowing best balance in flow intake out of the box of any of the Ford application 260/289/non-Boss 302 intakes. They are also said to be excellent to used with the C6FE cylinder heads GT40s and Group II racing Mustangs and Cougars used.
Too much to cover here but briefly 260-289 4V intakes before the 1964½ high riser Cobra intake family developed:
1961-62 Ford engineering prototypes and preproduction cast iron models in different casting patterns: 5 each versions that are documented.
1962-63 Holman-Moody cast aluminum patterns: 4 each patterns based on one of the Ford prototype 260 4V intakes.
1962-64 "COBRA" cast aluminum: 1 each pattern. (Shelby and H-M connection)
Sunbeam Tiger: "TIGER" aluminum: 1 each pattern. (Shelby and H-M connection)
The first aftermarket aluminum 260 4V intake was the Holman-Moody model for their race engines.
Remarked COBRA, this design was used in new Cobras with 260 and 289 c.i.d. engines 1962-64. It was also advertised for sale in magazines. The picture below is one I took of my intake.
C4SA-9421-1 intake from Dick Roush (1)_autoscaled.jpg
The first high rise 4V intake known for Cobras was this model. They are very rare. They were not intended for street use. No PCV features, no engineering number, no part number, and very light weight thin wall casting. I have seen six of them ever and three were broken or had been broken as they are fragile. The one below was ordered for a new 1964 Cobra for dealer installation and the installation never happened. It is the only one known that has never been used. I bought it from the Cobra owner after he sold the car decades later. This is another of my pictures. In late fall 1964 the first version of S1MS GT350 intakes came out which was similar but different.
I could not find my Offenhauser brand catalog. I have lots of magazines also.
I didn't hunt long but Shelby had the COBRA low rise 4V aluminum intake offered in a September 1963 magazine I thumbed through. The offer covered a Ford iron intake or the Cobra aluminum one, buyer's choice. A artistic rendition of the COBRA intake was shown.
I could a few find other catalogs 1962-68 but 1966 was not covered except by Shelby. The 1964 Edelbrock catalog only has the F-28 2-4V intake for 260/289 Fords listed. The earliest I came across for other brands were advertisements for "new" 4V models in aluminum in 1967 for Offenhauser and Weiand.
Does anybody out there have 1966 Edelbrock, Moon, Offenhauser, Weiand, or ? to consult?
One of the more interesting 1960s test comparisons I found and saved pitted a Edelbrock F4B intake and small Holley carburetor against a COBRA intake and Ford 4100 carburetor. Intakes were in out of the boxes condition. Ford 4100's won't seal on a Cobra intake with just a stock gasket. On the 1966 GT350s that used the combination a thin Bakelite spacer was required.
You are welcome. I just got back from the shop library. I looked through 1964-65 "speed" catalogs and magazine year books. Through 1964 and into 1965 Holman-Moody and Shelby American were the go to aftermarket 4V aluminum intake manifold Ford 260-289 engine sources.
The 1965 Moon catalog, for example, has zero 4V intakes for 260-289 Fords. It lists the Edelbrock 2-4V cross ram and the 2-4V low rise copy of the COBRA 2-4V intake that was released mid September 1963 as the Stage II induction option for new Cobras.
Ford was offering the iron 4V intake to 260-289 powered racers in early 1964 through Ford dealers. Shelby offered them also in a Stage I induction kit for a long time.
The 1964 hot aftermarket induction systems in magazines, magazine year books, and carburetion books were 2-4V, 3-2V, all kinds of multiple 1V or 2V, 4-2V Weber carburetors (mostly Cobra systems for 260s and 289), mechanical fuel injection, or some version of super charging.
Late 1965 onward, all kinds of things became possible.
Holman-Moody (H-M) made aluminum 260 4V intakes by 1962 for their Ford Falcon European rally cars and marine engines. Functionally it looks like a dead ringer copy of one of the Ford Experimental High Performance 260 intakes. Designed for 260 engines Shelby American was using them and selling them over the counter for 260 and 289 engines in early 1963. Shelby advertised intakes and carburetors in magazines. Shelby offered the COBRA lettered low rise version of the H-M part as a option on new Cobras through summer 1964 and sold them over the counter for at least another year. They were listed in the May 31, 1965 parts book.
The H-M pattern was changed a few times to make intakes for Shelby American (Cobras) and Rootes (Sunbeam Tigers). Circa summer of 1964 the first 289 high rise racing COBRA intake became available but few people bought them. Later in 1964 the GT350 and TIGER 289 high rise intakes came out, which were sold over the counter also. At some point the first version of Edelbrock F4B intake for 289s came out and the H-M / Shelby / TIGER intakes (two different ones) were dropped for Sunbeam Tiger owners.
In their advertising Shelby American claimed to have been the first with high rise 4V intakes for 289s. 1964-1968 there was a lot of evolution and more than a dozen different versions before the last in 1968.
Most of the high rise intakes were cast by Offenhauser but there is some evidence that at least one version was cast by Buddy Barksdale's company and another Ford itself (prototypes perhaps). Not all 4V high rise aluminum intakes (any brand) had equal performance on the dynomometer cell or race track but you probably wouldn't know the difference in a street car.
Carburetor cores are around but no one I have corresponded with wants to part them out anymore. A genuine core that was "worth" $250± in 2013 now might be "worth" low four figures territory. At $250± a core was worth more broken up into parts but that is no longer true.
Tell me about it , im half way there found the BA booster i needed (thank you Dan) .
You are welcome.
The C6ZF-F assembly (HP289 without TE for automatic transmission) used the "MA" part.
The "CF" part is listed for a 289 4V without TE for manual transmission. Somebody has made a substitution.
Hi I'm looking for boosters for my 65 carburetor with M and BA stampings , but I'm sure you already know that
Let me know what you have please
Thanks
Robert
Robert,
From my response above,
I have good used BA assembly available. I have already painted the correct color code paint daubs on it. I am thinking $30 plus postage.
If you are interested in a couple of pictures, get your email address to me.
If you are not interested another member is.
Dan
No moving parts but tiny passages that can get restricted or completely blocked. If a rebuilding company took them apart there is no real way to be sure what emulsion tubes they put back or if the drilled passages without taking them apart again. I have also tossed some in the trash that somebody zinc plated and then dichromated as assemblies and closed passages a little to a lot with their plating operation. BA assemblies are common enough I discard any I have any doubts about.
There are two each used and one each new old stock "BA" parts listed on eBay® currently (07-19-2020). I have no connection with the sellers except as customer.
WTB correct BA secondary & M primary carb boosters as the rebuilder i sent the carb to several years ago sent it back to me with a pair of 108 boosters, contact me at jjz109@msn.com. thanks.
There are two each used and one each new old stock "BA" parts listed on eBay® currently (07-19-2020).
Hi I'm looking for boosters for my 65 carburetor with M and BA stampings , but I'm sure you already know that
Let me know what you have please
Thanks
Robert
M assemblies are very rare as loose part in any condition, I know multiple car owners, carburetor shops, and or car restorers always hunting for them. I myself have use of one for a friend's carburetor that was damaged by fire. Sorry no suggestion of finding one.
BA assemblies are not all that rare as quite a few carburetor assemblies for years used them. Used and new old stock ones show up in eBay® listings regularly. Sellers usually price them like unobtainium.
I have good used BA assembly available. I have already painted the correct color code paint daubs on it. I am thinking $30 plus postage.
I did not find any CF or CH models are in the drawer.
If you are interested in a couple of pictures, get your email address to me
All aftermarket well past the mid 1960s. Ford-Shelby-FAV used IDM and IDA E. Weber carburetors and not IDF models which are much different.
Some owners had their block decks milled. Some used Ford steel shim head gaskets. Some had the head decks milled. Some used custom “pop up” pistons. Some folks did these things in some kind of combination in the quest for more power.
In Shelby American’s exhaustive testing and development they found that as static compression ratios (SCR) were raised above 11.6:1 in 289 engines durability suffered. They also preferred flat top pistons. Shelby developed Cobras and GT40s to be able to race 289 engines 35 hours or more between overhauls. That was good enough for world championships and Le Mans. People forget that actual SCRs can go up as the engine is used because of deposits on valves, piston tops, and combustion chambers. That was truer with the highly leaded fuels of the 1960s than it is today. People often don’t take into account actual cylinder combustion pressures that can vary a lot depending on all kinds of parts design factors that affect volumetric efficiency from air cleaner to exhaust tail pipe(s) plus ignition timing.
What I don’t like is milled block decks. Ford only left a small amount of “deck height” for quench. It doesn’t take much milling to get it all with O.E. configuration pistons. The engine in our red car had all the stock deck height removed by milling in the 1960s. One of the reasons we had Arias Pistons make custom pistons for this engine was we kept the cylinder bores at 0.003” (three thousandths) over size and a another reason was the block decks had been milled so much.
Potential buyers of the cylinder head assemblies offered should want to know what the combustion chamber sizes are. With that information they could determine what would be required to get whatever target SCR they have in mind.
Looks like their decks have been milled a lot.
