Editing Intake manifold (section)
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==Types of intakes== ===Dual Plane=== {| |[[File:EDELBROCK PERFORMER INTAKE.jpg|thumb|335px|center|The Edelbrock Performer- one of, if not THE most popular intakes of all time. Arrow indicates PB vacuum port]] |[[File:327-350HP SQUAREBORE OEM INTAKE.jpg|thumb|320px|center|327 ci/350 HP OEM aluminum squarebore intake]] |} <br style="clear:both"/> ===High rise=== [[File:Stealth 8016.jpg|thumb|right|400px|Original Stealth p/n 8016 intake]] As of 2012 the Edelbrock Performer RPM/RPM Air-Gap intake manifold is considered to be the best of the breed. It consistently makes as good if not better power over a wider range than any of it's competitors. In fact, it rivals the open plenum intakes like the Edelbrock Vic/Vic Jr.- even at the top of the powerband, unless the cam and cylinder head intake volume are up there pretty good. It will always make more bottom end than the open plenum intakes but that is to be expected. But what is surprising is how well the RPM performs at the top of the power band. The original Weiand Stealth p/n 8016, which has been discontinued and replaced by p/n 8150, is considered by some who are "in the know" to be an equal to the Edelbrock RPM. The original Holley p/n 300-36 was possibly the best of breed in its day, and it isn't made any longer either. The replacement Holley p/n 300-36S is NOT the same manifold. The Edelbrock RPM 7101, Weiand Stealth 8016 and Holley Street Dominator 300-36 were all patterned after the dual plane, high rise intake first used on the Z-28 and LT-1 in the late '60s and early '70s. Those original aluminum Chevy manifolds were cast by the Winters Foundry and will have the Winters "snowflake" cast into the aluminum. [[File:CB3 003.jpg|thumb|400px|left|The Edelbrock C3B was originally designed for the Holley 3-barrel carb (note the plenum notch to clear the secondary throttle plate of the Holley 3-barrel). Still a decent intake for a mid-sized SBC. HEI will usually just barely clear, may need slight clearancing]] <br style="clear:both"/> [[File:Typhoon 52021.jpg|thumb|300px|Typhoon p/n 52021]] Professional Products makes a manifold of this design also, called the Typhoon, p/n 52021 for satin finish. Ad copy on the various Professional Products intake manifolds can be read [http://www.professional-products.com/manifoldsProductSBchevy.php here]. <br style="clear:both"/> ===Air gap=== [[File:Rpm 7501 air-gap.jpg|thumb|400px|left|Edelbrock SBC RPM Air-Gap intake. Air can circulate beneath the plenum; plenum is separated from the hot motor oil being splashed onto the bottom of the intake where it seals the lifter valley.]] The so-called "air gap" intake concept has been around since the late '40s-early '50s. It has been used by various auto makers through the years, like Pontiac, as original equipment. Air can circulate beneath the plenum; the plenum is separated from the hot motor oil being splashed onto the bottom of the intake where it seals the lifter valley. Only because the Chevy V8 uses the intake bottom to seal the lifter valley is this considered to be an improvement. Other engine that use a separate plate to cover the lifter valley have had "air gap" intakes all along. But with the SBC engine, especially if using Vortec or aftermarket heads that lack a heat crossover beneath the plenum, the engine may tend to be cold-blooded until the intake comes up to temperature from engine heat. That means the Edelbrock Air-Gap intake will require a longer warm-up. In cold weather this can lead to drivability problems, almost like a tunnel ram. The air/fuel mixture- if tuned for a fully warmed up engine- will be lean until the engine is up to temp. This can be compensated for by the choke, but if using the choke, spirited driving is out until the choke is fully open. <br style="clear:both"/> As far as cutting the RPM like the AG, because the carb height and runners are basically the same between the two intakes, that mod will make their top end output equal for all intents and purposes. Not saying that's the thing to do in every case- just saying that ''if'' the same powerband as the AG is wanted, it can be had by notching the divider. For the right engine and vehicle combo (low gears, higher stall speed, light weight, more track than street, etc.) notching the plenum (or adding an open spacer) can help more than it hurts. ===Single plane vacuum loss=== A single plane intake will have about 4 in/Hg less vacuum than a dual plane due to the design, all else being equal. Obviously this is not written in stone; other factors like carb size and cam specs will have a large effect on the amount of vacuum the engine has. {| |[[File:WEIAND 7546 001.jpg|thumb|450px|center|Weiand single plane p/n 7546.]] |[[File:Sm int.jpg|thumb|450px|center|Edelbrock Streetmaster intake, a predecessor to the Torker. Was made in several versions]] |}
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