edelbrock 800 carb

alex

Member
Hello,i have a stock 383 mopar big block with headers,ive got a edelbrock 800 1403 carb,i was wondering can i use this carb an a stock engine,i also have performer intake and a tm6 intake not sure which one to use with this car.i need help.lol
 
http://www.hotrod.com/how-to/engine/hrdp-0712-mopar-intake-manifold-comparo/

http://www.hotrod.com/how-to/engine/hrdp-0801-mopar-intake-manifolds/

your cars tire size, rear gear and transmission gearing will have a huge effect on which intake potentially provides the most USE-ABLE power ,
it hardly makes a bit of a difference to have any intake that produces more power well above the automatic transmission shift point,
or to select a component that produces power at an rpm range youll seldom use due to rear gearing forcing the engine to stay well below the power bands most efficient range during the vast majority of the time between shifts,
looking at this test data below, the performer intake holds a slim advantage for street use especially if you added headers, obviously the ability to tune the combo effects results and if you have some additional mods like a more radical cam or high stall converter or a 3.90:1-4.11:1 rear gear that moves the use-able power range higher the TM^ gains the power band advantage

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is became an obsession. We blame eBay. Once we'd purchased one or two cheap and collectible intakes online we became transfixed, recklessly bidding for the next screamin' deal or oddball intake. By the end of 2006 we'd spent a little over $3,000 on used intake manifolds. It was stupid by any measure, so we needed to manufacture a cause. The next six pages add up to justification.

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Our collection included 20 intakes for low-deck, big-block Chryslers alone, so we needed a 361-, 383-, or 400-based motor. Last month's story, "The 383 Mopar" (available at www .HOTROD.com now), showed our buildup of a very basic 383, 0.060-over for 395 ci with the stock 3.38-inch forged crank. We beefed it with ARP bolts, a Chenoweth Racing Enterprises girdle, Milodon oiling, and custom Diamond Racing Pistons slugs for 10.3:1 compression with the 88cc chambers in the bone-stock, '70-style, 906 casting iron heads. Last month we misreported the camshaft specs: Our Comp Cams custom solid-flat-tappet grind actually uses lobes 6581 (intake) and 6583 (exhaust), which are part of Comp's MM series designed for the faster ramp rates that are possible with the large-diameter Mopar lifters. The specs are 239/247 degrees of duration at 0.050 tappet lift, 0.573/0.597-inch lift (less lash) with our Comp 1.6:1 roller rockers, and a lobe separation angle of 110 degrees; the cam is installed at 106 degrees. Testing was done with 171/48-inch-diameter Hooker Super Comp Headers, 18-inch extensions, and open exhaust. The carb for the 4150-style intakes was an 850-cfm Holley, and we made best power with our Mallory billet, mag-pickup distributor (PN 3257711) set to 39 degrees total timing.

Big-block Mopars are great for testing because intakes can be swapped without touching the distributor, disturbing any water crossover, or changing intake gaskets. We tried 14 common manifolds in two days, jetting each to find peak power. We tested every intake for idle vacuum, and they fell between 9.2 and 9.8 inches at 900 rpm. We also checked manifold height by placing a straight-edge on the carb flange and measuring the distance up to it from the valley-tray hold-downs front and rear. Use that info to decide if these intakes will clear your hood. Finally, we'll tell you where we got each intake and how much we paid for it.

The power data is based on the average of two dyno pulls (thereby removing any single-pull anomalies), and oil and water temps were kept consistent. In each case, peak torque was very close to 4,000 rpm and peak horsepower was at 5,900 rpm. We also give you data points at 3,000 and 5,000 rpm, plus average power numbers in three rpm ranges: 2,500-4,500, 4,500-6,000, and 2,500-6,000.

This test is mostly useful for guys with mild street 383 Mopars, though the info is valid for 440-based engines as well (which are identical other than a taller deck height). There are also lessons here for any engine, including the predictable trend that dual-plane intakes make more power in the low range and single-planes shine in the high range. However, once you weed out the really poor manifolds, look how close all the others actually are. Compare the Weiand tunnel-ram and the Edelbrock DP4B, two completely diverse intakes. The average power numbers from 2,500 to 6,000 on these two are nearly the same. You have to dig deep to see the differences in rpm range. You'll also see that there's a group of single-planes that are virtually identical (the M1, Street Dominator, and TM6) and some dual-planes that also tested very closely (the Action Plus, DP4B, and Performer). The numbers are so close that you would never know the difference in a car.

The reason the power numbers are so similar is because the engine is so tame. Bone-stock cylinder heads are the cork in the operation, and with low power and rpm, the intakes are not challenged. Once we retest some of these manifolds with better heads and a more radical cam we expect to see more variance. The Performer RPM will more clearly outrun the other dual-planes and the differences among the single-planes will become more distinct.

2/16
Offenhauser Dual-Port
Dual-Ports use an unusual design where the carb's primaries and secondaries are separate in the manifold, with the mix from the front half going into passages in the lower half of the horizontally split ports and the secondaries flowing into the upper half. These intakes are no longer sold, but were originally available with either square-flange or spread-bore carb pads for B and RB Mopars. The original part number for this 383 square-flange intake was 6015-DP. This intake caused the engine to prefer rich mixtures, with an 11.2:1 air/fuel ratio at wide-open. Anything leaner and the engine lost power.

3/16
Price: We bought this one for $20 from a guy who was tired of bringing it to the Spring Fling swap meet for five years.

Manifold height: front 391/416, rear 4171/432
Peak torque: 436 lb-ft @ 3,{{{900}}}
Peak horsepower: 412 hp @ 5,900
Power at 3,000 rpm: 397 lb-ft, 227 hp
Power at 5,000 rpm: 411 lb-ft, 392 hp
Average 2,500-4,500: 411 lb-ft, 376 hp
Average 4,500-6,000: 397 lb-ft, 395 hp
Average 2,500-6,000: 404 lb-ft, 327 hp
4/16
Offenhauser Dual-Quad
If you want an underhood dual-quad for your B-engine, the Offy is the only one that you can still buy new. Edelbrock makes the CH-28 for inline quads on a 440 but has nothing for 361/383/400 engines. Offy has both low-rise and high-rise dual-quad, 360-design intakes with both square-bore and (wait for this) Quadrajet flanges. The standard-flange low-riser is the intake tested here (PN 5186 for 383s and 5206 for 440s) and we put it with two Edelbrock 500-cfm Performer Series carbs (PN 1403 each). We used the carbs right out of the box; they are intended for single-quad applications, and Edelbrock sells its own dual-quad intakes with kits to tune the carbs properly. We did not have those parts, so the air/fuel ratio was a fat 10.9:1 at peak power. This setup might make a little more power if it were leaner.

Price: Our used 5186 intake was $175 on eBay, but you can get the low-rise intake new from Summit Racing for $338.99 or the high-rise for $349.95.

Manifold height: front 331/48, rear 411/44
Peak torque: 431 lb-ft @ 4,000
Peak horsepower: 425 hp @ 5,800
Power at 3,000 rpm: 401 lb-ft, 229 hp
Power at 5,000 rpm: 418 lb-ft, 397 hp
Average 2,500-4,500: 411 lb-ft, 276 hp
Average 4,500-6,000: {{{405}}} lb-ft, 403 hp
Average 2,500-6,000: 431 lb-ft, 425 hp
5/16
Weiand Hi-Ram
We love tunnel-rams because they usually make power even if they have a throwback look. But this one didn't knock us out, and we suspect it's because we used it with a single four-barrel rather than duals, and because the cylinder heads remain this engine's limiting factor. The Weiand Hi-Ram with a single quad made notably more torque than the single-planes from 3,000 to 3,700 rpm but stuck with them from there on up. Not a good enough reason to cut a hole in your hood for this particular application. Weiand still sells a 440 dual-quad Hi-Ram for 440s as PN 1987 (we've tried them; they work), but the low-deck versions are discontinued.

Price: This one was $122.50 from eBay. We've had trouble finding a dual-carb top separately.

Manifold height: front 1051/48, rear 1171/48
Peak torque: 455 lb-ft @ 4,{{{200}}}
Peak horsepower: 453 hp @ 5,800
Power at 3,000 rpm: 406 lb-ft, 232 hp
Power at 5,000 rpm: 446 lb-ft, 424 hp
Average 2,500-4,500: 422 lb-ft, 385 hp
Average 4,500-6,000: 431 lb-ft, 429 hp
Average 2,500-6,000: 425 lb-ft, 347 hp
6/16
Weiand Action Plus
This basic street intake is available for 383s (PN 8008) and 440s (PN 8009). It only accepts square-bore carbs and does not have provisions for a choke coil or EGR valve. It does have a vacuum port and mounting brackets for an ignition coil near the stock location at the right front. Interestingly, the Action Plus divides cylinders differently from the Edelbrock performer: The Weiand has the smaller of its dual plenums connected to cylinders 2, 3, 5, and 8, where the Edelbrock splits the planes with the smaller one on 1, 4, 6, and 7. The Weiand makes maybe 2-3 more horsepower above 4,400 rpm than the Performer, but the Performer makes it up with 2-3 more lb-ft in the lower rpm range.

Price: $175.95 at Summit Racing

Manifold height: front 331/48, rear 411/44
Peak torque: 452 lb-ft @ 3,{{{900}}}
Peak horsepower: 442 hp @ 5,900
Power at 3,000 rpm: 419 lb-ft, 239 hp
Power at 5,000 rpm: 429 lb-ft, 408 hp
Average 2,500-4,500: 425 lb-ft,386 hp
Average 4,500-6,000: 418 lb-ft, 416 hp
Average 2,500-6,000: 421 lb-ft, 342 hp
7/16
Weiand Team G
The Team G is a single-plane intake that's taller than the TM6, Street Dominator, and Torker, but shorter than the M1 and the Victor. Unfortunately, it's also weaker than those intakes. Looking just at the peaks, it's down 12 lb-ft and 13 hp compared to the next closest single-plane. That's probably due to the notches that are cast into the 3, 4, 5, and 6 runners to clear the intake bolts. This intake is PN 7533, and the 440 version is 7534. A 440 Team G can be had with a Dominator flange under PN 7538; a Dominator version for 383 was once available but has been discontinued.

Price: $209.95 at Summit Racing

Manifold height: front 411/42, rear 531/48
Peak torque: 437 lb-ft @ 4,800
Peak horsepower: 442 hp @ 5,800
Power at 3,000 rpm: 371 lb-ft, 212 hp
Power at 5,000 rpm: 435 lb-ft, 414 hp
Average 2,500-4,500: 401 lb-ft, 371 hp
Average 4,500-6,000: 420 lb-ft, 418 hp
Average 2,500-6,000: 409 lb-ft, 334 hp
8/16
Holley Street Dominator
The Street Dominator was the hero manifold of the '80s, the one everyone said was "the good one" during bench racing sessions. It's a low-rise single-plane that, oddly, has an EGR provision and that can accept either square-bore or spread-bore carbs. It's the same height as the Torker and the TM6. The PN 300-10 version for 383s has been discontinued, though PN 300-14 for 440s is still available, and some Mopar guys feel that the 440 version is better overall than the 383 version.

Price: We Paypal'd someone $100.69 for the privilege of owning this manifold.

Manifold height: front 311/42, rear 451/48
Peak torque: 449 lb-ft @ 4,000
Peak horsepower: 455 hp @ 5,{{{900}}}
Power at 3,000 rpm: 381 lb-ft, 218 hp
Power at 5,000 rpm: 446 lb-ft, 425 hp
Average 2,500-4,500: 414 lb-ft, 380 hp
Average 4,500-6,000: 432 lb-ft, 430 hp
Average 2,500-6,000: 421 lb-ft, 344 hp
9/16
Mopar Performance Six-Pack
Mopar guys rejoice: The Six-Pack did great. We've seen this intake lose a lot of power compared to modern four-barrel intakes on bigger engines or ones with more rpm, but it seemed we just hit a really happy spot with our little 395ci big-block under 6,000 rpm. With out-of-the-box Holley carbs and some linkage FedEx'd from Year One, we saw the best peak torque number and not a shabby top end. You could really drive this and love it. The intake is made by Edelbrock but sold as Mopar Performance P4529005. The 440 unit is also available as Mopar P4529056 or Edelbrock PN 2475. The carbs are the 440 units, Holley PN 0-4144-1 for the center and PN 0-4365-1 for the outers. They are advertised at 350 cfm for the center and 500 cfm for the outers, but two-barrels are rated at a different pressure drop from four-barrels, so the cfm number is inflated. In four-barrel terms, these carbs collectively flow about 975 cfm.

Price: We got this for $212.50 (minus the carbs) on eBay, but a new one can be had from Mancini racing for $379.95.

Manifold height: front 451/48, rear 511/44
Peak torque: 459 lb-ft @ 4,000
Peak horsepower: 450 hp @ 5,{{{900}}}
Power at 3,000 rpm: 413 lb-ft, 236 hp
Power at 5,000 rpm: 442 lb-ft, 421 hp
Average 2,500-4,500: 429 lb-ft, 389 hp
Average 4,500-6,000: 429 lb-ft, 426 hp
Average 2,500-6,000: 428 lb-ft, 348 hp
10/16
Mopar Performance M1 Single-Plane
This is a really good intake and is the second-newest single-plane design in the test (after the Victor). In past testing on other engines it has shown itself to really shine, but on our tame 383 it pretty much just ran with the other single-planes. The M1 is available for the 383 (P4529462) and 440 (P4529463) and is also sold with a Dominator flange (P4529724 for 383s, P4529725 for 440s). We'll try one of those in our next go-around.

Price: Ours came home for $175 via eBay. Mancini Racing sells the M1s for $219.95.

Manifold height: front 431/44, rear 531/44
Peak torque: 449 lb-ft @ 3,900
Peak horsepower: 456 hp @ 5,900
Power at 3,000 rpm: 396 lb-ft, 226 hp
Power at 5,000 rpm: 445 lb-ft, 424 hp
Average 2,500-4,500: 419 lb-ft, 383 hp
Average 4,500-6,000: 431 lb-ft, 430 hp
Average 2,500-6,000: 424 lb-ft, 345 hp
11/16
Edelbrock Dp4b
Surprise! The oldest design produced the best average power of the dual-planes-of course we're only talking 1-3 numbers better, and that can be testing variance, but still, this thing wasn't at all bad. It's the first of the Mopar aftermarket dual-planes but has not been sold in many years. The DP4B designation means Dodge-Plymouth 4-Barrel, and the C4B (Chrysler 4-Barrel) is for 440s. This intake is most like the stock design, with the smaller of the two planes on the right side and feeding cylinders 2, 3, 5, and 8. The coil bracket is not in the stock location, but even so, many people who want an OE look use this manifold.

Price: Ours was $104.39 on eBay, but maybe the price will jump now.

Manifold height: front 311/44, rear 411/48
Peak torque: 456 lb-ft @ 3,800
Peak horsepower: 445 hp @ 5,{{{900}}}
Power at 3,000 rpm: 419 lb-ft, 239 hp
Power at 5,000 rpm: 431 lb-ft, 410 hp
Average 2,500-4,500: 429 lb-ft, 389 hp
Average 4,500-6,000: 419 lb-ft, 417 hp
Average 2,500-6,000: 424 lb-ft, 344 hp
12/16
Edelbrock Performer 383
The Performer is the world's most ubiquitous intake manifold; you can order one from virtually any auto-parts chain. The Performer 383 (PN 2186) is a stock replacement part that's emissions legal for many OE four-barrel applications, and it has provisions for an EGR valve. Its carb pad will accept square-bore or spread-bore carbs. The Edelbrock Performer Package recommended for this intake includes a cam with just 204/214 at 0.050, demonstrating that our 237/242 solid cam is a little too big to match the ideal operating range of this and other low-rise dual-planes in this test.

Price: The satin PN 2186 intake is $189.98 at Summit Racing; a polished version, PN 21861, is $359.88

Manifold height: front 331/48, rear 411/44
Peak torque: 455 lb-ft @ 3,800
Peak horsepower: 439 hp @ 5,900
Power at 3,000 rpm: 418 lb-ft, 239 hp
Power at 5,000 rpm: 426 lb-ft, 406 hp
Average 2,500-4,500: 427 lb-ft, 388 hp
Average 4,500-6,000: 415 lb-ft, 413 hp
Average 2,500-6,000: 422 lb-ft, 341 hp

13/16
Edelbrock TM6
Here's an oldie: the Tarantula Manifold 6 for 383s, similar to the TM7 for 440s. This was the "it" manifold of the '70s, and some Mopar guys still seek the TM6 and TM7 like they're the magic elixir. However, on this engine, it demonstrated nothing spectacular, just performance on a par with the other low-rise single planes. Edelbrock no longer produces these intakes.

Price: We won this auction for $100 on the nose. It's really dirty.

Manifold height: front 351/48, rear 411/42
Peak torque: 449 lb-ft @ 4,000
Peak horsepower: 452 hp @ 5,{{{900}}}
Power at 3,000 rpm: 398 lb-ft, 227 hp
Power at 5,000 rpm: 443 lb-ft, 422 hp
Average 2,500-4,500: 421 lb-ft, 284 hp
Average 4,500-6,000: 430 lb-ft, 427 hp
Average 2,500-6,000: 424 lb-ft, 345 hp

14/16
Edelbrock Performer RPM
We always say you can't go wrong with a Performer RPM high-rise dual-plane for street/strip engines under 6,500 rpm, and this proves it again. It gives up a little bit of low end compared to low-rise dual-planes but makes up for it on top; it gives up a little top end to single-planes but makes up for it on the bottom. Also, the RPM gives room to grow-we expect that it will look even better once we put good heads on this engine. There doesn't seem to be a hood-clearance problem with the RPM on the Mopars we've seen, so there's no reason not to pick one unless you have a big stroker or a really hairy cam. Versions are also available for 440s (PN 7193).

Price: The satin manifold is $219.95 from Summit Racing; a polished version (PN 71861) is $389.95.

Manifold height: front 411/42, rear 511/42
Peak torque: 457 lb-ft @ 4,000
Peak horsepower: 451 hp @ 5,900
Power at 3,000 rpm: 408 lb-ft, 233 hp
Power at 5,000 rpm: 442 lb-ft, 421 hp
Average 2,500-4,500: 424 lb-ft, 287 hp
Average 4,500-6,000: 428 lb-ft, 426 hp
Average 2,500-6,000: 425 lb-ft, 346 hp
15/16
Edelbrock Victor 383
This intake is the tallest, most extreme single-plane we tried. It was designed for high-rpm use with the big-cubic-inch strokers that are being built out of low-deck Mopar blocks, so the Victor 383 (PN 2886; the 440 model is 2954) is out of the league of our little 383. That showed in the torque that it gave up at virtually every point, though it did make the same peak power as the best intakes in the test. The numbers don't look bad, but we suspect this intake would be a little soggy on this tame engine in a real car. It just has too much plenum volume and port cross-section for what we're doing right now. We think we'll be able to show you its benefits in a future issue when we add more cam and better heads.

Price: $249.95 at Summit Racing

Manifold height: front 551/416, rear 551/416
Peak torque: 449 lb-ft @ 4,000
Peak horsepower: 456 hp @ 5,{{{900}}}
Power at 3,000 rpm: 400 lb-ft, 229 hp
Power at 5,000 rpm: 443 lb-ft, 421 hp
Average 2,500-4,500: 421 lb-ft, 384 hp
Average 4,500-6,000: 430 lb-ft, 429 hp
Average 2,500-6,000: 425 lb-ft, 346 hp
16/16
Edelbrock Torker 383
This one was the shocker. Even the Edelbrock catalog states, "Great for street high- performance engines operating between 2,500 and 6,500 where low-end torque is not a requirement." We, too, would have presumed that the low-rise, single-plane Torker would have given up lots of low end to the dual-plane intakes. In fact, it only stole a little power down low-like 5-12 lb-ft between 2,900 and 4,000 rpm-and then gave it back up top, making gains of the same 5-13 lb-ft. The average numbers make the Torker look better than the RPM, but in fact they split at 4,000 rpm: The RPM is a bit better down low and the Torker is a bit better up top. And the Torker has a lower overall height! The 383 version is PN 3010 and the Torker II for 440s is PN 5091. Note that our used intake had the flanges hacked for lightening, but performance should not have been altered.

Price: The unpolished Torker 383 is currently $235.95 at Summit Racing.

Manifold height: front 351/48, rear 411/42
Peak torque: 456 lb-ft @ 4,{{{100}}}
Peak horsepower: 457 hp @ 5,900
Power at 3,000 rpm: 395 lb-ft, 225 hp
Power at 5,000 rpm: 449 lb-ft, 427 hp
Average 2,500-4,500: 423 lb-ft, 386 hp
Average 4,500-6,000: 435 lb-ft, 433 hp
Average 2,500-6,000: 427 lb-ft, 348 hp
 
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Once the weakest manifolds were discarded from the analysis, less than seven numbers separated the range in average power. By our reckoning that's pretty close when considering the variety of intakes tested, including the dual-planes, single-planes, a Six Pack, and even a single-quad tunnel-ram. A few numbers is not enough to make us recommend rushing to the toolbox to swap a manifold. The most consequential lesson here is that at moderate power levels, any of the decent aftermarket intakes will get the job done. However, we had to wonder whether that would remain the case at a higher output level.

We sought to raise the specs on our basic 383. Clearly, there was easy power to be had by shelving the factory head castings for a more aggressive setup. We had a set of Edelbrock Performer RPM cylinder heads that had been CNC-ported by Modern Cylinder Head. Breathed on by Jeff and the crew at Modern (see page 96), our Edelbrocks definitely moved air, with peak flow clearing the 320-cfm mark, compared to about 220 cfm offered by the stock iron heads. To access some of that high-lift airflow, a substantial cam increase was also in the cards, stepping up from the 239/247-at-0.050 Comp MM series solid used last month to a 263/267 combo from the same Comp family of lobes. This raised the peak lift to an aggressive 0.646/0.648-inch gross. With this cam and head combo, our Achilles heel was a modest compression ratio of just over 10.0:1. A combination like this would be much more willing at 13.0:1.

2/15
ON THE BENCH
Modern Cylinder Head CNC Edelbrock Performer RPM heads
SuperFlow 600 flow bench
28 inches water differential
Tested by Steve Dulcich
Looking at the flow results, there is little left to doubt about the execution of the port work by Modern Cylinder Head. The flow increases don't come with a tradeoff of giving up flow in one lift range and gaining elsewhere. Improvements to both the intake and exhaust flow are across the board, with big gains in low and midlift as well as in the peak numbers. That makes a nice fat curve with a healthy increase in flow area-just the formula for a substantial increase in power potential.

INTAKE Exhaust
LIFT Stock CNC Stock CNC
0.100 66 74 {{{57}}} 64
0.{{{200}}} 132 148 107 116
0.{{{300}}} 196 211 141 155
0.400 243 255 165 188
0.500 269 293 181 208
0.600 279 308 192 225
0.700 283 317 197 236
0.800 285 {{{323}}} 202 244
Pipe 220* 261*
*Peak exhaust flow with flow pipe
3/15
EDELBROCK DP4B
Though the DP4B gave nostalgia fans something to cheer about when it showed virtually as much output as any modern two-plane on our lower-powered engine last month, when the heat was on with more power, the outlook substantially changed. Compared to Edelbrock's modern RPM intake, the old-time DP4B was outgunned in every category. Kind of hurts to admit, but progress never sleeps.

Peak torque: 447 lb-ft @ 4,800
Peak horsepower: 477 hp @ 6,{{{300}}}
Average 3,100-5,000: 426 lb-ft, 331 hp
Average 5,000-6,500: 420 lb-ft, 458 hp
Average 3,100-6,500: 423 lb-ft, 386 hp
4/15
EDELBROCK PERFORMER RPM
What can we say? The RPM once again proves its worth, with strong average numbers and clearly superior output compared to the older standard two-plane designs. In fact, considering the averages, the RPM would be a better choice than many of the single-plane intakes, particularly if street performance and lower end are important. Edelbrock designed a winner with this intake; on the whole, it's the best single four-barrel intake on the engine.

Peak torque: 470 lb-ft @ 5,000
Peak horsepower: {{{505}}} hp @ 6,500
Average 3,100-5,000: 440 lb-ft, 343 hp
Average 5,000-6,500: 444 lb-ft, 485 hp
Average 3,100-6,500: 441 lb-ft, 404 hp
5/15
EDELBROCK TORKER 383
The old Torker was standard fare for street rats for too many years to remember and is still a common sight at swap meets today. The smaller-runner single-plane breeds good velocity, making it the best-performing single-plane in the low to midrange, holding on to good power up top. However, a modern two-plane like the RPM does everything better than this old street standard, especially when power is up.

Peak torque: 466 lb-ft @ 5,000
Peak horsepower: 495 hp @ 6,300
Average 3,100-5,000: 430 lb-ft, 335 hp
Average 5,000-6,500: 437 lb-ft, 477 hp
Average 3,100-6,500: 432 lb-ft, 396 hp
6/15
EDELBROCK TM6
Edelbrock's old TM6 was the standard for race single-plane manifolds from the '60s, and many an old-timer believes it has never been bettered. While quite a capable performer, there are better units out there today, though this intake still looks "right." If you have one and are not looking for the last ounce of power, it does the job.

Peak torque: 464 lb-ft @ 5,100
Peak horsepower: 510 hp @ 6,{{{300}}}
Average 3,100-5,000: 422 lb-ft, 330 hp
Average 5,000-6,500: 445 lb-ft, 485 hp
Average 3,100-6,500: 431 lb-ft, 398 hp
7/15
HOLLEY STREET DOMINATOR
Another blast from the past, Holley's Street Dominator was definitely ahead of its time, with a broad power curve and ample capacity to run up top. The sweeping, curved runners lend efficient airflow, helping the manifold achieve better numbers than the moderately sized runners would suggest. Like the TM6, it may be old, but it is still pretty darn good.

Peak torque: 469 lb-ft @ 5,100
Peak horsepower: 509 hp @ 6,400
Average 3,100-5,000: 427 lb-ft, 333 hp
Average 5,000-6,500: 446 lb-ft, 486 hp
Average 3,100-6,500: 434 lb-ft, 400 hp
8/15
MOPAR PERFORMANCE M1 SINGLE-PLANE
The M1 single-plane runs with the pack as far as this type of manifold goes, and again it doesn't give much up to other designs. The runners lend themselves well to porting, and the carb pad will accept a ThermoQuad, which is a virtue in itself for many a Mopar man. The M1 actually squeaked out a little more top end than some of the older single-plane manifolds, but not enough to scrap what you've got.

Peak torque: 468 lb-ft @ 5,100
Peak horsepower: 512 hp @ 6,400
Average 3,100-5,000: 425 lb-ft, 332 hp
Average 5,000-6,500: 445 lb-ft, 486 hp
Average 3,100-6,500: 433 lb-ft, 399 hp
9/15
EDELBROCK VICTOR 383
Edelbrock's Victor 383 is by far the swoopiest high-rise single-plane design and also the newest. Not surprisingly, it pulled the other single-plane intakes up top by a convincing margin, though right at the bottom it did give up a little. The edge showed more substantial with our engine built up from the 450hp range as tested previously to the 500-plus range in its current configuration. That makes you wonder how much more it might be worth on a big-inch mill packing 650-700 hp.

Peak torque: 462 lb-ft @ 5,100
Peak horsepower: 517 hp @ 6,500
Average 3,100-5,000: 421 lb-ft, 328 hp
Average 5,000-6,500: 445 lb-ft, 486 hp
Average 3,100-6,500: 431 lb-ft, 397 hp
10/15
EDELBROCK STR-15-8
Our STR was the wild card. We had no idea how it would perform but hoped for a knockout punch, which didn't materialize. The inline configuration limited us to AFB-style carbs. The output was lackluster everywhere, especially down low. Some guys claim they can work magic with these intakes using popsicle sticks and epoxy.

Peak torque: 448 lb-ft @ 5,100
Peak horsepower: 500 hp @ 6,{{{300}}}
Average 3,100-5,000: 396 lb-ft, 310 hp
Average 5,000-6,500: 434 lb-ft, 474 hp
Average 3,100-6,500: 412 lb-ft, 381 hp
11/15
OFFENHAUSER DUAL-QUAD
Our first multicarb induction was the Offy dual-quad, and though its outright power isn't up with the better manifolds, it does gain some credit for eye appeal in a low-rise package. If max output is your game, there are many better choices, though with a relatively stock engine it probably wouldn't sting as sharply. We tested this one with a pair of Edelbrock Performer Series 500-cfm carbs.

Peak torque: 437 lb-ft @ 5,000
Peak horsepower: 475 hp @ 6,400
Average 3,100-5,000: 404 lb-ft, 314 hp
Average 5,000-6,500: 415 lb-ft, 453 hp
Average 3,100-6,500: 408 lb-ft, 375 hp
12/15
MOPAR PERFORMANCE M1 TUNNEL-RAM
Mopar's M1 tunnel-ram is a no-nonsense race piece, and it proved it with better top end than any four-barrel and nearly as much low end as the single-planes. The short runners likely target a much higher rpm range than our application, and we have used similar cast intakes to good effect with really high rpm. We ran this one with a pair of 750-cfm Holleys.

Peak torque: 468 lb-ft @ 5,400
Peak horsepower: 537 hp @ 6,400
Average 3,100-5,000: 417 lb-ft, 326 hp
Average 5,000-6,500: 458 lb-ft, 501 hp
Average 3,100-6,500: 435 lb-ft, 403 hp
13/15
MOPAR PERFORMANCE SIX PACK
Mopar fans everywhere love the Six Pack for visual appeal, tradition, and its special sound effects when wide open. Chrysler did a great job with this design, considering its very respectable output and the fact it has been around since 1969. We ran Holley's new reproduction carbs, and the nontunable metering plates in the secondaries limited tuning; however, jetable plates from the likes of Quick Fuel Technologies can help to dial it in for even more power. The Six Pack always turns in a respectable showing.

Peak torque: 458 lb-ft @ 4,800
Peak horsepower: 509 hp @ 6,400
Average 3,100-5,000: 426 lb-ft, 332 hp
Average 5,000-6,500: 436 lb-ft, 476 hp
Average 3,100-6,500: 430 lb-ft, 395 hp
14/15
OFFENHAUSER 360 TUNNEL-RAM
Offy's 360 tunnel-ram uses a divided plenum and was stacked in our test with Edelbrock 500-cfm carbs due to the inline configuration. This intake took the prize for the tallest tunnel-ram, but that didn't add up to killer torque, and it fell a little short on top-end power compared to the others tested.

Peak torque: 467 lb-ft @ 5,000
Peak horsepower: 516 hp @ 6,{{{300}}}
Average 3,100-5,000: 419 lb-ft, 327 hp
Average 5,000-6,500: 448 lb-ft, 490 hp
Average 3,100-6,500: 431 lb-ft, 398 hp
15/15
WEIAND HI-RAM TUNNEL-RAM
We've used the Weiand Hi-Ram to good effect before, so we knew this intake made power, but until now we've never run it back-to-back against similar intakes. We tested it with 750-cfm Holleys, and the numbers speak for themselves, with monstrous torque that takes all the other manifolds to school, including the two-planes. Up top, the Hi-Ram outpowered all contenders too. With giant gobs of additional torque and screaming top-end numbers, it's hard to argue against the worthiness of this design. HRM

Peak torque: 494 lb-ft @ 4,{{{900}}}
Peak horsepower: 540 hp @ 6,500
Average 3,100-5,000: 444 lb-ft, 346 hp
Average 5,000-6,500: 468 lb-ft, 511 hp
Average 3,100-6,500: 453 lb-ft, 418 hp
 
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Thank you for the info,my car weighs 3800 pounds,it has a automatic 727 torque flite trans,and a 3.23 gear,and headers.
 
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