'383' Stock Intake Manifolds vs. Edelbrock Performer

[440 Cuda]

1967 Mopar 383/325 HP

'Stock' Carburetor

Carter AFB #4999S
* Primary ......... 1 7/16" ....... Venturi 1.186" ....... Jet Size .0890"
* Secondary ..... 1 9/16" ....... Venturi 1.313" ....... Jet Size .0689"
* CFM Rating .... 566

Running this 'smallish' Carter AFB on an Edelbrock Performer RPM would 'not' achieve optimal
performance for the 'stock' 383/325 HP, as the Engine is 'tapping-out' at 5000 RPM's.

 

[Greg Ducato]

Great test! I love to see some real world comparisons. I have a Holley Street Dominator for the 383 I will send you to test at no charge if you would like to include this in your review.

 

[440 Cuda]

Weiand Action+Plus #8008

* Design ........... Dual-Plane
* Profile ............ Low-to-Medium Rise
* Height ........... 3.81"
* Throttle Bore .. 2-Hole 'Split-Divider'
* Style ............. Square-Bore
* Bore Size ....... 1 11/16" Primary x 1 11/16" Secondary
* Port Size ........ 1.11" x 2.14"
* Weight .......... 17 lbs.

Best Performance ......... 13.97 @ 99.78 MPH

 

[YY1]

Shaving a tenth is usually worth it for the cost of an intake, eh?

 

[Longroof]

Did you happen to record the weather conditions for each run? Without a reference of the atmospheric conditions the test is not too reliable. Need to account for temperature, humidity, barometer, and wind speed & direction.

Not trying to bust your balls here I think what you're doing is awesome! ! Just trying to make sure everything is considered.

 

[440 Cuda]

Did you happen to record the weather conditions for each run? Without a reference of the atmospheric conditions the test is not too reliable. Need to account for temperature, humidity, barometer, and wind speed & direction.

Not trying to bust your balls here I think what you're doing is awesome! ! Just trying to make sure everything is considered.

Good Point,

No offense taken. But the climate conditions were 'relative' at the Drag Strip {Lebanon Valley, New York}.

We also ran the Satellite on an 'old school' Bear Chassis Dyno, and the Horsepower {+ Gains / - Minuses} were comparable.

 

[Longroof]

Even "relative" conditions can vary quite a bit. Just a 200 foot change in Density Altitude will change the et by a hundreth give or take depending on the car/combination..... I have several times been dialed a tenth different from day to day... barometer goes down.... humidity changes a bit... When we are talking about a spread of about a tenth on these intake manifolds weather is definitely a factor to consider in the test. The gains may be much more or even less based on Density Altitude... I have done a lot of testing at the track from everything from camshafts, converters, intakes, carburetors. ..... and you have to know what the weather is doing to know if your change was good or bad.

 

[440 Cuda]

Dyno Results

* Intake Manifold........................................................HP .......... Performance
* #2205968 {1963 thru 1967; Cast Iron Intake} ............ 307.5 ...... 14.17 @ 98.04
* #2806301 {1968 and 1969; Cast Iron Intake} ............. 316.0 ...... 14.04 @ 99.11
* #295166-1 {1970 and 1971; Cast Iron Intake} ............ 314.5 ...... 14.06 @ 99.43
* Edelbrock 'Performer' #2186 ...................................... 316.2 .......14.01 @ 99.58
* Weiand 'Action Plus' #8008 ........................................ 319.0 ...... 13.97 @ 99.78

1967 Plymouth Satellite
383/325 HP
Automatic
3.91 Gears

* Shipping Weight...... #3480 lbs.
* Race Test Weight..... #3780 lbs. {w/Driver}

 

[dart1962_440]

Throw the DP4B into the mix!

 

[YY1]

When was this testing done?

How come none of the magazines could get those ETs?

Moving forward to the "Scat Pack" time frame, I though they only got the Bee decal if they could turn a 14 sec time.

Your tests pretty much validate that was possible in a 383 B body even earlier.

OK> reread you're running 3.91 gears. Still I bet 3.55 would have been high 14's.

 

[440 Cuda]

YY1

Back in the Day,

A 'bone stock' 1967 Satellite 383/325 HP with 8.25 x 14" Tires.

........................ 4-Speed ......... Automatic
3.23 Gears .......... 15.40 .............. 15.60
3.55 Gears .......... 15.20 .............. 15.40
3.91 Gears .......... 14.90 .............. 15.10

Note;

Our 'Test Car' has a;
* Dialed-in Tuned Suspension
* Blueprinted and Select Engine Components
* Engine built to proper 'Street Performance' tolerances
* Balanced Internal Components

 

[YY1]

If I haven't mentioned before, I really enjoy your "scientific method" testing.

Thanks for sharing.

 

[440 Cuda]

Mopar Performance M1 #4529117

* Design ........... Dual-Plane
* Profile ............ Medium Rise
* Height ........... 3.80"
* Throttle Bore .. 2-Hole 'Split-Divider
* Style ............. Square Bore
* Bore Sizes ..... 1 11/16" x 1 11/16"
* Weight .......... 19 lbs.

Best Performance .......... 13.99 @ 100.02 MPH

 

[440 Cuda]

Edelbrock #DP-4B

* Design ........... Dual-Plane
* Profile ............ Medium-Rise
* Height ........... 3.91"
* Throttle Bore .. 2-Hole 'Split-Divider'
* Style ............. Square-Bore
* Bore Sizes ..... 1 11/16" x 1 11/16"
* Weight ......... 19 lbs.

 

[HawkRod]

YY1

Back in the Day,

A 'bone stock' 1967 Satellite 383/325 HP with 8.25 x 14" Tires.

........................ 4-Speed ......... Automatic
3.23 Gears .......... 15.40 .............. 15.60
3.55 Gears .......... 15.20 .............. 15.40
3.91 Gears .......... 14.90 .............. 15.10

Note;

Our 'Test Car' has a;
* Dialed-in Tuned Suspension
* Blueprinted and Select Engine Components
* Engine built to proper 'Street Performance' tolerances
* Balanced Internal Components

And I bet a big difference are the tires. With better traction, I bet tires alone do a lot to improve ETs...

 

[440 Cuda]

Stock Intake #2806301 {1968 and 1969 Casting} vs. Edelbrock DP-4B

The Edelbrock 'DP-4B' Dual-Plane Intake is .47" taller than the 'Stock' Intake {3.91" vs. 3.44"}.

Also, the Edelbrock 'DP-4B' has
* larger runner cross-sections
* smoother turns
* better entry angle into the Cylinder Head ports

http://img140.imageshack.us/img140/2046/stockvsdp4b.jpg

 

[YY1]

And I bet a big difference are the tires. With better traction, I bet tires alone do a lot to improve ETs...

I keep telling people modern tire technology is a big deal.

It may make tubbing unnecessary and save some cars from being cut up.

It also makes a car with less than generous wheel wells more of a potential contender.

 

[440 Cuda]

I keep telling people modern tire technology is a big deal.

It may make tubbing unnecessary and save some cars from being cut up.

It also makes a car with less than generous wheel wells more of a potential contender.

Absolutely,

Just with 'Modern Tires' and 'Updated Ignition' alone can lower Elapsed Times nearly 5/10's {1/2 second}
in the 1/4 Mile over the older Wide Ovals and Point Distributor System.

 

[Ron Ward]

I'm thinking that until that engine loses it's stock exhaust manifolds, you won't see much improvement with another intake manifold. The stock 335hp setup was very well balanced between the intake and exhaust and cam and simply swapping an intake probably won't gain much over the factory offering.

 

[minnesota guy]

I would be very interested in testing the thermoquad type factory intake. I believe that one will outperform all of the other factory pieces and the Performer, tested. Especially if you removed the center meat.
I used the RB style thermo intake on my 440 in a stock class and it bested a 71 440 intake by 2/10's. It may not be as drastic but it has more plenum space.