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The Definitive 335 Series Intake Manifold List

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    Posted: 03-February-2024 at 3:47PM
collect them all!
Intake Manifold List for Production 351C Cast Iron Cylinder Heads
by Dan Jones*

Ford 351C intake (p/n D1ZX-9425-DA)
- low rise dual plane with Holley carb bolt pattern and squarebore throttle plate bores
- aluminum casting, available over-the-counter

Ford 351C intake (p/n D0AE-9424-L)
- low rise dual plane with Holley carb bolt pattern and squarebore throttle plate bores
- iron casting, fitted to early 4V engines fited with 4300 carbs

Ford 351C 4V intake 
- low rise dual plane for Motorcraft 4300D (Holley bolt pattern but spreadbore throttle 
plate bores) manufactured in aluminum (as fitted to 351 Boss and HO engines) or iron (as 
fitted to CJ/4V engines)
- D0OE-9424-D = '70 cast iron spread bore
- D1AE-9424-AB = '71 cast iron spread bore
- D1ZZ-9424-B, G, F = '71-'72 Boss 351/HO aluminum spread bore 

Ford 351C 4V intake (p/n D1ZX-9424-FA) 
- high rise single plane aluminum intake with Dominator flange
- available over the counter

Ford 3x2 Barrel
- experimental 3x2 barrel dual plane intake
- designed to use either Corvette or big block Mopar vacuum secondary tri-power Holley 
2 barrel carbs
- due to carb spacing, only side hung float bowl will fit
- very rare 

Bud Moore Mini Plenum
- plenum style intake with removable top
- developed for Boss 302's but used with spacer plates on 351C's

Bud Moore Maxi Plenum
- plenum style intake with removable top
- many different tops available including 1x4, 2x4, inline 4, 3x2, dominator
- essentially a tunnel ram design designed to fit under low hood lines

Edelbrock Airgap (P/N 7564)
- low rise dual plane with Holley carb bolt pattern
- universal fit for both 2V and 4V
- advertised RPM range: 1500-6500 rpm Edelbrock F-351 4V (P/N 2665) - low rise dual plane with Holley carb bolt pattern - obsolete, replaced by Performer 351 4V - runner ports are smaller than intake ports for increased velocity Edelbrock Performer 351 4V (P/N 2665) - low rise dual plane with Holley carb bolt pattern - runner ports are smaller than intake ports for increased velocity Edelbrock F-351 2V (P/N 2750) - low rise dual plane with Holley carb bolt pattern - obsolete, replaced by Performer 351 2V - runner ports are approximately the same size as cylinder head port Edelbrock Performer 351 2V (P/N 2750) - low rise dual plane with Holley carb bolt pattern - runner ports are approximately the same size as cylinder head port Edelbrock Scorpion 4V (P/N xxxx) - high rise single plane with Holley carb bolt pattern - similar in appearance Torker but taller - no longer in production Edelbrock Torker 351 (P/N 2760) - high rise single plane with Holley carb bolt pattern Offenhauser Dual Port 351C-4V (6013-DP) - dual port design (runners split into top and bottom sections, plenum split fore and aft, primaries feed longer path lower runners, secondaries feed shorter path upper runners), Holley carb bolt pattern Offenhauser Dual Port 351C-4V (6014-DP) - dual port design (runners split into top and bottom sections, plenum split fore and aft, primaries feed longer path lower runners, secondaries feed shorter path upper runners), spread bore bolt pattern Offenhauser Dual Port 351C-2V (6011-DP) - dual port design (runners split into top and bottom sections, plenum split fore and aft, primaries feed longer path lower runners, secondaries feed shorter path upper runners), Holley carb bolt pattern Offenhauser Dual Port 351C-2V (6012-DP or is it 6111-DP) - dual port design (runners split into top and bottom sections, plenum split fore and aft, primaries feed longer path lower runners, secondaries feed shorter path upper runners), spread bore bolt pattern Offenhauser Turbo Thrust 351C - tunnel ram with various tops - part number: 5935 base, 5936 single quad top, 5938 dual quad top, 5993 single spreadbore top, 5937 Holley single Dominator top, 5983 3 Weber IDA top, 6102 special low volume single quad (Holley or spread bore) top Offenhauser Port-O-Sonic 351C-4V (6120) - high rise single plane with Holley carb bolt pattern Offenhauser Port-O-Sonic 351C-4V (6121) - high rise single plane with spread bore carb bolt pattern Offenhauser Port-O-Sonic 351C-2V (6122) - high rise single plane with Holley carb bolt pattern Offenhauser Port-O-Sonic 351C-2V (6123) - high rise single plane with spread bore carb bolt pattern Offenhauser 360 Equa-Flow 351C-4V (5964) - low rise single plane with Holley carb bolt pattern - short runner design with split plenum (side-to-side), plenum divider cut down and/or windowed Offenhauser 360 Equa-Flow 351C-4V (5966) - low rise single plane with Holley Dominator carb bolt pattern - short runner design with split plenum (side-to-side), plenum divider cut down and/or windowed Offenhauser 360 "Single Quadrajet High Rise" 351C-4V (5965) - low rise single plane with spread bore carb bolt pattern - probably same as Equa-Flow Offenhauser Dial-A-Flow 351C-4V (6127) - high rise single plane with Holley Dominator carb bolt pattern - has interchangeable "turtles" to adjust plenum volume and floor shape Offenhauser Dial-A-Flow 351C-2V (6128) - high rise single plane with Holley Dominator carb bolt pattern - has interchangeable "turtles" to adjust plenum volume and floor shape

Parker Funnelweb 4V
- high rise single plane with Holley squarebore carb bolt pattern
- cast as filled floor for use with port tongues
- can be found with or w/o injector bosses

Parker Funnelweb 2V
- high rise single plane with Holley squarebore carb bolt pattern
- cast as filled floor for use with port tongues
- can be found with or w/o injector bosses Weiand X-Celerator 351V-4V (7517) - low rise single plane with Holley carb bolt pattern Weiand X-Celerator 351V-2V (7516) - low rise single plane with Holley carb bolt pattern - ports are larger than head ports. It's essentially pre-ported and requires the heads be match ported to the intake. Weiand Hi-Ram 351C-4V dual Holley tunnel ram - tunnel ram for dual Holleys - p/n 1996 for '660' carbs - p/n 2994 for Dominators Holley Street Dominator 351C-2V (300-12) - low rise open plenum single plane with Holley carb bolt pattern - advertised as a universal fit for both 2V and 4V but the ports are actually smaller than a stock 2V cylinder headintake port, plenum is also smaller than other single planes - One unique feature is that the plenum opening is trapezoidal and will directly mount a stock Motorcraft 4300D spreadbore carb. Holley Strip Dominator 351C-4V (300-13) - high rise air gap open plenum single plane with Holley carb bolt pattern - One unique feature is that the plenum opening is trapezoidal and will directly mount a stock Motorcraft 4300D spreadbore carb. FPP 4145 (mfg by Blue Thunder) 351C-4V (p/n 4145) - high rise dual plane with Holley carb bolt pattern FPP 4145B (mfg by Blue Thunder) 351C-4V (p/n 4145B) - high rise dual plane with Holley carb bolt pattern - same as FPP 4145 except the heat risers are blocked, the plenum divider is cut down one inch and the carb flange enlarged FPP 4146 (mfg by Blue Thunder) 351C-4V (p/n 4146) - high rise dual plane with Holley carb bolt pattern - same as FPP 4145 except the carb flange is machined for a Holley Dominator carb (1050 CFM) 351C Intake Manifold Notes - Ford SVO markets various Edelbrock intakes under different p/n's. - There's a rumour that Holley or a second party may reintroduce the Strip Dominator themselves, possibly with a 2V port size version as well. - Still need to add info on: Australian Cleveland intakes Mechanical fuel injection intakes Hall Pantera Weber intake Supercharger intakes Ford DOZX 9425-A and DOZX 9C483-A - lower and upper intake manifolds for inline 4 barrel Autolite carbs - used on Boss 302 and 351C-4V (with spacer plates) - See notes below. Autolite Inline 4 Barrels The Autolite inline 4 barrel carbs were developed as a way of dealing with the single 4 barrel rule imposed by the SCCA in Trans Am racing. The thought was since any 4 barrel carb was allowed, why not make a unit with the barrels all in a single row for better distribution. Inline carbs came in 2 versions. Part number DOZX 9510-A, aimed at Trans Am and NASCAR racing, used 1 11/16" throttle bores and was rated at 850 CFM. Part number DOZX 9510-B, aimed at drag and unlimited class racing, used 2 1/4" throttle bores and was rated at 1400 CFM. Ford developed a companion 2 piece Cross Boss intake for use with inline carbs on Boss 302 engines and, with spacer plates, on 351C's. The basic Cross Boss arrangement consisted of a lower plenum, part number DOZX 9425-A, with a bolt-on top cover, part number DOZX 9C483-A. The removable top made porting easier. In classes that were not limited to a single four barrel, an 8V cover was available that, in Ford's words, "provides one barrel per bore, located directly above the intake passages". It is unclear from the photos I've seen if this arrangement used independent runners or a plenum. In any event, inline fours could be adapted to Weber or fuel injection independent runner manifolds. In fact, Ford recommended using two of the 1400 CFM inline carbs on a Doug Nash fuel injection manifold for all out 351C drag racing efforts. The carbs themselves used a lot of off-the-shelf Autolite 2 barrel carb hardware. There were also calibration kits (part number D1ZX-9S549-AA) and gasket kits (part number D1ZX-9502-AA). These were strictly race carbs and were never equipped on any production vehicle. Early versions didn't even have idle circuits, requiring a delicate throttle adjustment just to get them to run @ 1500 rpm. Later versions were equipped with idle circuits that apparently worked quite well. In a 1973 test conducted by Ak Miller, a 351 Cleveland equipped with dual inline fours was tested against an open plenum tunnel ram equipped with a pair of conventional Holley 710 4 barrels. Low speed operation with the tunnel ram was termed "very poor" and the engine didn't start to work until 5000 rpm. The same engine equipped with an independent runner intake and a pair of the 1400 CFM Autolite inline fours faired much better. Peak horsepower matched the tunnel ram but, with the inline carbs and independent runner intake, the engine idled well at 600 rpm and pulled evenly across the rev range. Low speed operation was termed "fantastic". Ford had great plans for the inline carbs but like many of Ford's better ideas, the inline four died a premature death when Ford pulled out of racing in the '70's. Intake Manifold List for Yates and SVO High Port Aluminum Heads Part Number Deck Head A/B Description Hgt In/In In M-9424-A331 9.2 A3/C302 4.90/5.90 Essentially an Edelbrock Torker casting with the lower port sections filled in to match high port cylinder ports, no air gap, no carb heat M-9424-A331 9.2 A3/C302 6.25/6.25 NASCAR single plane, Roush M-9424-A351 9.5 A3/C302 6.50/6.50 NASCAR single plane, Roush M-9424-A351 9.5 Yates 6.50/6.50 NASCAR single plane, C3L flange M-9424-B351 9.2 A3/C302 6.30/6.30 NASCAR single plane, short track M-9424-C351 9.5 A3/C302 7.36/7.36 single plane Edelbrock M-9424-D351 9.2 A3/C302 6.94/6.94 NASCAR single plane, Edelbrock M-9424-E351 9.2 A3/C302 6.40/6.40 NASCAR restrictor plate M-9424-E351 9.2 Yates 6.40/6.40 NASCAR single plane, restrictor, C3L M-9424-EE351 9.2 Yates 7.50/7.50 single plane, restrictor plate, lightweight, no valley tray M-9424-F351 9.5 A3/C302 6.60/6.60 NASCAR single plane, restrictor plate M-9424-F351 9.5 Yates 6.60/6.60 NASCAR single plane, restrictor plate M-9424-G351 9.2 2V iron 3.50/4.30 street dual plane, Edelbrock Performer M-9424-K351 all C302 ---/--- Kinsler fuel injection M-9424-L351 all B351 ---/--- Kinsler fuel injection M-9424-M351 all A3 ---/--- Kinsler fuel injection M-9424-N351 9.5 A3/C302 ---/--- NASCAR, 2 piece for use with restrictor M-9424-W351 9.2 Yates 6.87/6.87 NASCAR single plane, 4500-8500 rpm M-9424-W351 9.2 Yates 7.97/7.97 single plane, no valley tray, C3L, short track M-9425-W351 9.5 Yates 7.50/7.50 single plane, C3L, short M-9424-Y351 9.5 Yates 6.87/6.87 NASCAR single plane, 4500-8500 rpm Edel #2960 9.2 Yates 6.97/6.97 Victor GN 351-Y, NASCAR Busch, Super Truck, and Winston Cup, no waterneck in manifold 2.8 sq. in. runners Edel #2961 9.2 Yates 6.97/6.97 Victor 351-Y Spider, NASCAR Busch, Super Truck, Winston Cup, 5000-8500 rpm, requires separate lifter valley cover,3.2 sq. in. runners, no waterneck Edel #2987 9.2 A3/C302 7.36/7.36 Victor 351-AH Edel #2990 9.2 A3/C302 6.81/6.81 Victor 351-AH II 4500-8500 waterneck cast in Edel #2991 9.2 Yates 6.97/6.97 Victor 351-Y 4500-8500 no waterneck, 2.95 sq. in. runners IA-104BP 9.2 A3/C302 ---/--- Inglese downdraft Weber intake, 4 x 48 IDA Intake Notes 1. In the above list, A3/C302 refers to the entire range of high port, non-Yates, heads - A3, B351, C302, C302B, D302, and D302B. The Yates intakes cover all except the recent "high port" version of the Yates heads. There are no intakes currently in production for ... versions of the Yates heads. 2. Note there are two A331 intakes for the 9.2" deck height block. One is a Roush intake and has "Jack Roush Eng" cast into one of the intake runners and the A331 part number cast into another. It has a level carb base (A/B heights equal) and is an air gap intake like most of the other SVO high port intakes. The other is basically an Edelbrock Torker with the lower portion of the ports filled in. It has the A331 part number and Ford Motorsport cast into the valley cover part of the intake and a canted carb base. I have never seen any mention of the Edelbrock A331 in any of the Motorsport literature. 3. The Kinsler manifold includes magnesium two piece castings (each bank of four injectors bolts independently to a head), 2 7/16" diameter throttle plates, stainless steel throttle shafts with bronze bushings. Since they are two piece manifolds, bolting directly each cylinder head, they will fit any deck height block. Originally, SVO also listed three separate part numbers for the Kinsler mechanical injection manifolds. Part number M-9424-K351 was for C302 heads, M-9424-L351 for B351's, and M-9424-M351 was for A3's. In later years, only one part number, M-9424-K351 was listed for the Kinsler injection. 4. It is rumoured that when SVO introduced the Yates heads, there was a screw up with the part numbers for the intakes, assigning the same numbers to both the standard high port intakes and the Yates intakes. If you look at the table of intake manifolds above, you'll see several part numbers that are shared by both the A3/B351/C302 and Yates compatible intakes. I've been told that SVO's response was to destroy the remaining non-Yates intake. Whether or not that is true, it is true that intakes for the A3/B351/C302 heads are rarer than the cylinder heads. Also, many of the intakes on the used market have been ported, typically to increase high rpm power. If you're looking to run one of these on the street, try to find one that's not been ported or only lightly ported. 5. Now that Brodix has introduced a C302B replacement head, there's a rumour that a secondy party may reintroduce the A351 and B351 SVO high port intakes. 6. Intakes meant for standard Cleveland heads can be used with SVO high port heads, though the extent of re-work necessary will vary with the individual port size. The A3 intake ports are *not* relocated upward. They simply have the lower portion filled in so any 4V intake will bolt up. All that's required is to fill the lower part of the port with aluminum weld and port match. I noticed this would be particularly easy to do on my Offy 360. The port opens up (more precisely drops down) at the end of the runner. Only a short section of the runner would need to be welded up to match. B351 and C302 heads have smaller ports so may require additional welding and/or port matching. Edelbrock Victor 351 AH-II (P/N 2990) - air gap high rise single plane with Holley carb bolt pattern - for raised port aluminum SVO heads (C302) on 9.2" deck height Cleveland and SVO blocks - requires Windsor style water passages in heads - waterneck section cast into manifold Edelbrock Victor GN 351-Y (2960) - air gap high rise single plane with Holley carb bolt pattern - for raised port aluminum SVO heads (Yates) on 9.2" deck height Cleveland and SVO blocks - designed for NASCAR Busch Series and Winston Cup engines (approved by NASCAR for Busch Series, Super Truck Series and Winston Cup) - no waterneck provisions in manifold. Edelbrock Victor 351-Y (2991) - air gap high rise single plane with Holley carb bolt pattern - for raised port aluminum SVO heads (Yates) on 9.2" deck height Cleveland and SVO blocks - designed for circle track racing applications - no waterneck provisions in manifold 351M/400 Aftermarket 4 Barrel Aluminum Intake Manifold List Edelbrock S.P.2.P. 400 (P/N 3370) - low rise (A=3.5", B=4.9") dual plane with Holley carb bolt pattern - CARB emissions approved - advertised RPM range: idle-4000 rpm - no longer in production - low rpm type economy manifold with smaller than stock runners Edelbrock S.P.2.P. 400-2V (P/N 5171) - low rise (A=3.7", B=4.95") dual plane with Holley 2BBL carb bolt pattern - CARB emissions approved - advertised RPM range: idle-4000 rpm - no longer in production - low rpm type economy manifold with smaller than stock runners Edelbrock Streetmaster (P/N 3190) - need info Edelbrock Performer 400 Non-EGR (P/N 2171) - low rise (A=3.6", B=4.75") dual plane with Holley carb bolt pattern - not CARB emissions approved - advertised RPM range: idle-5500 - installation notes from Edelbrock catalog : choke block-off plate #8971 included, recommended intake gasket: Fel-Pro #MS96020. Edelbrock Performer 400 EGR (P/N 3771) - low rise (A=3.6", B=4.75") dual plane with Holley carb bolt pattern - CARB emissions approved - advertised RPM range: idle-5500 - completely different casting from 400 non-EGR - can be used in three configurations: 1. OEM 2V carb and EGR system with supplied 2V EGR spacer 2. 4V EGR system with either an Edelbrock #8053 4V EGR spacer, or an Edelbrock #8017 and Ford #E4ZZ9A-589E 4V EGR spacer 3. Non-EGR 4V system with an Edelbrock #8714 adapter. - installation notes from Edelbrock catalog: recommended intake gasket: Fel-Pro #MS96020. Holley Street Dominator 351M-400 (P/N 300-20 or is it 301-14?) - low rise, open plenum, single plane - Holley/Carter standard 4 BBL and *Motorcraft* spreadbore carb bolt pattern - advertised rpm range: idle-5500 - CARB emissions approved Offenhauser Dual Port 400 (P/N 6033-DP) - low rise dual port with Holley carb bolt pattern - not CARB emissions approved - advertised RPM range: idle-??? - '71 later 400 Offenhauser Dual Port 400 (6034-DP) - low rise dual port with spread bore carb bolt pattern - not CARB emissions approved - advertised RPM range: idle-??? Offenhauser Dual Port 351M (P/N 6141-DP) - low rise dual port with Holley carb bolt pattern - not CARB emissions approved - advertised RPM range: idle-??? - '75 and later 351M Weiand Action Plus 351M/400 Series (P/N 8010) - low rise (A=3.75", B=4.75") dual plane with Holley carb bolt pattern - not CARB emissions approved - advertised RPM range: idle-6000 - looks to be the highest performing performing of the bunch? - might be the one with enough area to match 4V ports? Weiand 351C-2V intake manifold to 400 block spacers (P/N 8205) Price Motorsport Engineering (PME) also has spacers, Moroso may as well? Notes: the above intakes are for 2V style heads (U.S. and Aussie).

* edited / updated by Tinman

 






Edited by Rockatansky - 04-February-2024 at 7:45AM
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Post Options Post Options   Thanks (0) Thanks(0)   Quote 72 RS 351 Quote  Post ReplyReply Direct Link To This Post Posted: 04-February-2024 at 3:00AM
Where's the Parker Funnel Web intake in the list, did I miss it? That's the best high rpm intake still made today, I spoke with him last year to confirm. I should have asked if he ever made a Clevor version for a 9.5" block, that would be a great intake too.
Don
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73 Ranchero GT 351C-4V &4R70W for sale later.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Rockatansky Quote  Post ReplyReply Direct Link To This Post Posted: 04-February-2024 at 7:32AM
Dan Jones may have overlooked the Funnelweb as the premise is that those listed are for 4V heads, the Funnelweb is a 3V / filled floor intake. also, being Aus based design & production they don't see many 9.5" deck Clevors. since the Funnelweb is compatible with factory iron heads maybe i'll sneak it in

https://www.parkerracing.net.au/funnelweb.html









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Post Options Post Options   Thanks (0) Thanks(0)   Quote 72FordGTS Quote  Post ReplyReply Direct Link To This Post Posted: 04-February-2024 at 7:41AM
Thanks for posting this Rock, I will make this a sticky.  I like that you included the 351M and 400 intakes too.

On the 400 intakes, TMI (Tim Meyer) did some testing several years ago.  It shows the made in China Weiand 8010 makes more horsepower and slightly less torque than the USA made Edelbrock 2171 (which uses undersized ports).  Here are his results:

Edelbrock VS Weiand (Made in China version) intake manifold.

Edelbrock. 2171
512/516 TQ
452/456 HP
24 degree full ignition advance.

Weiand 8010

503/507 TQ
473/475 HP

The engine was a 10.5:1 C/R 400 with Trick Flow 195 heads and a Big flat tappet Comp Thumpr cam



Edited by 72FordGTS - 04-February-2024 at 7:55AM
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Rockatansky Quote  Post ReplyReply Direct Link To This Post Posted: 04-February-2024 at 9:07AM
the M/ 400's were on Dan Jones' list, no point in omitting even archive worthy info. i wonder if the chiand intake was cleaned up, i remember the as-cast quality of the runners wasn't quite up to snuff. wasn't the carb pad a little different also?
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Post Options Post Options   Thanks (0) Thanks(0)   Quote 72FordGTS Quote  Post ReplyReply Direct Link To This Post Posted: 04-February-2024 at 2:32PM
Originally posted by Rockatansky Rockatansky wrote:

the M/ 400's were on Dan Jones' list, no point in omitting even archive worthy info. i wonder if the chiand intake was cleaned up, i remember the as-cast quality of the runners wasn't quite up to snuff. wasn't the carb pad a little different also?


As far as I know the carb pad is just a square bore, but it has a lot of material around it, unlike the Edelbrock 2171 which requires a carb plate.

I think the quality is a bit better, but based on the Summit reviews still not as good as Edelbrock.  The early ones wouldn't clear the water neck.  There are numerous complaints about the fact that are not drilled for the locating dowels for the turkey pan gasket and the casting quality is mediocre.

I just wish someone invest in making a decent 400 intake.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Eliteman76 Quote  Post ReplyReply Direct Link To This Post Posted: 04-February-2024 at 2:36PM
Going from the Performer intake to the RPM Airgap on a Cleveland, they are two different animals, but wow what a difference. Same goes for the RPM Airgap on a 302. 

Realistically, the Performer intakes are copies of the factory 4V Cleveland intakes from a lot of the discussions on the 335 series / 351C groups.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Inkara1 Quote  Post ReplyReply Direct Link To This Post Posted: 04-February-2024 at 3:56PM
Does this eBay 351C-2V intake look legit? The price for a new unit is very attractive. I'm sure it's a Chinese knockoff. I've been looking at Edelbrock Performer 2V intakes, but the used ones are barely any cheaper than buying a new one, especially since it's expensive enough for free shipping at Summit while used ones either charge a lot for shipping or are a far enough drive at $4+ a gallon to cost as much as $70 shipping.

Am I likely to upgrade performance, idle quality, fuel economy, or anything else by using a generic eBay 4-barrel intake for 2V engines rather than my current Ford 4V intake on 2V heads?

https://www.ebay.com/itm/315125672891?_trkparms=amclksrc%3DITM%26aid%3D1110006%26algo%3DHOMESPLICE.SIM%26ao%3D1%26asc%3D259437%26meid%3Da07fcf58fa85443cb78b30b896b2761d%26pid%3D101429%26rk%3D4%26rkt%3D12%26sd%3D166251441913%26itm%3D315125672891%26pmt%3D1%26noa%3D0%26pg%3D2332490%26algv%3DSimplAMLv11WebTrimmedV3MskuWithRevOptLambda85KnnRecallV1FitmentPromotionM2CPCAuto&_trksid=p2332490.c101429.m2460&amdata=cksum%3A315125672891a07fcf58fa85443cb78b30b896b2761d%7Cenc%3AAQAIAAABME%252FZeabQWL56BYidmJ2QeOraOMr9xBt4nn1YO9kq0MWMS9GIXaJp85zBkgsiZznp2eCQug97LTuNg0hDr%252FGhXvJsQIh%252BU2vQs0sUJUsDts1RVWHAA--c3IVxkOfgfxISpLCzFKORqjlpF4SOt0j9fYmf2g2OvDYi9dKUAaEo7Mtt8hW6LX0zMCLHYa5TxJhRR%252FtwbEdtjrFotfCdProXbG57%252FPUJoXaUAIqUC%252BY5jlpOWYNCSkors27IbCEV7ZNYOIOnKepWn9tmGZgsb0raaVML78djUeqPHfDu9oGB2TVc11yXFqWznNvzHOy%252BvvhexPOB1UohUEI0Xp%252FCIUsJ0EnilTeTozUp4mfjIEdxlbViLDQLx3DfX2xYi1ZOO8raHGlZV94AhRk%252Bqx6eyYa3hrY%253D%7Campid%3APL_CLK%7Cclp%3A2332490
1972 Gran Torino station wagon, light blue, 351C 2V, prior owner upgraded to 4V (2V heads), originally had a C4 but prior owner changed to C6 for some reason.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Eliteman76 Quote  Post ReplyReply Direct Link To This Post Posted: 04-February-2024 at 4:44PM
Look at like this:
do you want to buy a cheap Chinese knockoff intake made from inferior materials that holds zero regards for the work of others?

Or would you rather have an American made product from Edelbrock?  Personally, I would buy one of the used Edelbrock intakes for $300 over a cheap garbage China made intake. 

You are only going to buy an intake every so often. Spend your money wisely. 

Just my 2 cents on the deal.
Andrew:GTS.ORG admin, '72 Q code 5 speed Restomod
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Rockatansky Quote  Post ReplyReply Direct Link To This Post Posted: 05-February-2024 at 3:45PM
Originally posted by Eliteman76 Eliteman76 wrote:

Look at like this: ... I would buy one of the used Edelbrock intakes ...


2nd that, i 'd rather have a known maker piece than a mystery

which is which?


72 GT Ute
   
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