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  #1  
Old 02-18-2001, 09:40 AM
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Biggrin

Can someone tell me what the DP 4B Edelbrock intake for a 383 was replaced by?

Is it the Performer 383, Performer RPM 383, or Torker 383?

Jason
indychamp@hotmail.com
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  #2  
Old 02-18-2001, 10:02 AM
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bbaspense ;

I'm not a Big Block guy, but I would say the performer replaced it. The Torker is the next level up and the RPM just came out when compared by time against the others.
(hope this gets posted right, new board and all.)
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  #3  
Old 02-18-2001, 11:23 AM
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I was thinking it was like the performer. Someone wants to make a deal with me on one.

Does anyone run this intake or the Performer intake. Did it help in ET or Mileage? I want to make sure before I make the deal.

I was wondering if I should be using a Torker intake instead on my 400. The engine runs 13.39 @ 104 on runs ported 452 heads and 3000 converter. I heard single plane intakes kill bottom end and make top end horsepower.

Should I run the single or dual plane?

Right now I run a 1977 thermoquad cast iron intake that Mopar performance suggests. Can anyone guess on the gains I can find in the aluminum intake?

Jason
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  #4  
Old 02-18-2001, 11:41 AM
BugEyedValiant BugEyedValiant is offline
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I dont think that you will get much of an improvement with that intake except for the lighter weight. As for the torker, when I changed from a M1 single plane to a LD340, I lost about 3 MPH but gained a little torque and a lot of throttle response. So I guess I would say that I would go with the single plane with the combo that you have, but I think that it would be probably a 50/50 tie at opinions on this one. If you plan on going farther than what you have performance wise, I would definately go with the single plane because you are just throwing money at the motor when you are replacing the parts that will do for know but are to "low" performance to run in lets say the 11's.
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Old 02-18-2001, 12:09 PM
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I have some solid numbers for you going from a cast iron (extrude honed) to an aluminum Performer RPM. The test mule was a 67 440 R/T and even without changing any jets or rods (AVS, badly needed on the test car, bogged badly out of the hole) it picked up 3 mph in the 1/4 but lost a full second. After richening .002 on the rod side, the bog was not so present and it ran a best time of 12.22. advancing the timing 3 degrees and changing secondary jets netted a 12.11/ 112.27 in a 2 ton Coronet. Net gain 2/10's 3 MPH and a 25 lb weight saving. More carb tweaking will help alot.
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Old 02-18-2001, 12:31 PM
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Biggrin

I'm just looking to improve over the Cast Iron Version.

I'm also going to play with the suspension. At 104 at 13.39 I'm losing alot in the chassis so I'm going to fix that too. MP book says I should be inthe 12.75 range.

This 400 is in an F-body so weight off the front end is critical. I would like to see 12's this year. The cast iron intake I have is unmodified and I think working pretty good for stock. I hope I can find a few tenths in the aluminum intake.

Does anyone know the weigh savings in an aluminum intake over stock.

Jason
indychamp@hotmail.com
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  #7  
Old 02-18-2001, 02:00 PM
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Cool ld edelbrock

HERES THE BEST I CAN ADVISE,THE LD SERIES BACK IN THE 70"S WAS A 0-5500 RPM INTAKE WITH BIGGER RUNNERS THAN THE PERFORMER.NEXT EDELBROCK CAM OUT WITH THE SP2P WHICH WAS BAD ONLY 0-3500 RPM.THEN THE PERFORMER WHICH WAS REVISED 3 TIMES SINCE THEN SO YOU WILL SEE BIGGER RUNNERS ON THE EARLY ONES WHICH PROGRESSED TO WHAT WE NOW SEE.EDELBROCK CLAIMS 5500 RPM ON A PERFORMER BUT IN REALITY IT IS 48-5000,THE LD IS OR MAY BE FOR YOUR APPLICATION BETTER THAN A PERFORMER,THE TORKER IS THE 25-6500 RPM MANIFOLD,BUT IN A HEAVY CAR OR ONE WITH SLOW 60"S YOUR RPM MANIFOLD MAY BE AN OVERALL BETTER CHOICE WITH A LITTLE MORE LOW END TO KEEP THE HOLESHOT.IF YOU HAVE AND LD SAVE THE MONEY AND WORK ON TUNING YOUR COMBO (JETS/RODS/DIST. ADVANCE,HEADER EXTENSIONS,SYNTHETIC OIL,BETTER AIR FILTRATION OR INCREASED VOLUMES WITH AIR FLOW TOP,BUSHINGS SPRING CLAMPS ETC) MANIFOLDS GENERALLY DONT, BUT NOT ALLWAYS MAKE A BIG DIFFERENCE UNLESS YOUR HEAD FLOW IS SIGNIFICANT.
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Old 02-18-2001, 07:45 PM
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Biggrin

How does the DP inatke fit into that. How old is the DP intake?

Jason
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  #9  
Old 02-18-2001, 08:44 PM
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Default Intake manifolds

The Dp-4B is a old manifold.It's not much better than the cast iron Mopar intake that was on a 383.The manifold you need to run is the Torker single plane.
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  #10  
Old 02-18-2001, 10:26 PM
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Biggrin

It's funny you said that..I just talked to an older racier and he said the DP 4B translates into DUAL PLANE 4 BARREL and said it is not any best than what I have, just lighter.

Jason
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  #11  
Old 02-19-2001, 02:29 AM
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DP 4B does stand for dual plane 4 barrel,it was a slightly taller than stock alum intake,it works well on near stock engines,now if you have a low compresiion engine (9.2:1 or less) you can run a single plane but youll have to compensate with a looser stall converter so that you leave the line at an rpm where the int is working well,my advice is the best single plane for decent low end is the old Holley street dominator,with a mild cam and comp it turns on around 2200rpms,I saw your other post that says you got a 3000 stall so you should be ok regardless of brand of single plane but you may want to check your stall speed before you change intakes as it may or may not produce the actual rpm listed,or you could try adding a 1-2" open spacer on your dual plane it will enhance its performance somewhat......PRO....
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  #12  
Old 02-19-2001, 08:30 AM
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Wink

My 3000 stall gives me 2400 actual stall.

Jason
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  #13  
Old 02-19-2001, 07:48 PM
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On a street 383 or 400 I'd either use a Holley Street Dominator single plane (the only single plane to use with a street 3 3/8" stroke motor IMO) or either the Weiand dual plane or a performer RPM. The M1 dual plane is a nice piece if you want more hp but either hood clearance or stealthy appearance is a priority.

Torker is a thirty year old design and generally looses more bottom end power than is gained on the top; a performer (IMO) is a waste of Aluminum.

Wize
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