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Author Topic: Intake  (Read 1625 times)

Jason Goldsack

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Intake
« on: January 09, 2011, 04:19:05 AM »

Right now I'm running a mid 90's M-1 aluminum Dual plane intake on the 361. From what i have read it is basically an aluminum version of the 383 Magnum intake.

I have read a ton of great reviews and dyno test about the Edelbrock Performer RPM dual plane intake.  I'm thinking this might be a great new intake for Eileen this spring.

I found when I ran a 1 inch phenolic spacer on the 361 and the M-1 Intake the botton end improved quite a bit but I ran into linkage and throttle cable length issues.

The Edelbrock intake would help since the runner are longer ( much like having the 1 in spacer)

Can I swap any cable from a mopar on to the '65? I would think a slant six car would get me a longer cable..




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Jason

(Eileen)1965 Chrysler Windsor, 361/727/2.76 16.49 @ 86 mph

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Intake
« Reply #1 on: January 09, 2011, 07:34:58 AM »

This is always a difficult thing to determine fit because the throttle cables are not flexible enough to bend and curl if they are too long so you have to get a little creative when it comes to attachments on some models/setups.  With that said, measuring is going to be key, raising the bracket itself (I have one set up with a one inch space of metal welded into the bracket to raise the cable clamp above the manifold bolt attachment location to inmprove the angle from what it would have been, which may be part of the problem).  From there it may be a matter of fixing a small extension to the end of the cable to function properly, like a chain link, it can be adjusted that way. The shield can be carefully cut to reduce the length and then small spacer put into the end of the pedal itself,  but these are all oddities that shouldn't be that different from stock 2bbl/4bbl applications, the riser for the bracket is the only time a stock length hasn't worked for me. The Performer works better than the M1 dual plane because the runners control the flow through the curves of the manifold, the length of the runners is pretty close between the two manifolds.
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Jason Goldsack

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« Reply #2 on: January 09, 2011, 11:25:17 AM »

I've thought about making my own extension for the throttle. It is is easy enough. I'm thinking about using a Lokar Cable kickdown to get rid of the hassle of the rods.

Now that I have seen how Polaraco looks with the carb bonnet, I would be able to easily clear the hood with the tall intake and spacer on Eileen. This engine really seems to like runner length.

Hopefully this year will come a 3.23 or 3.55 gear and new rear springs.


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Jason

(Eileen)1965 Chrysler Windsor, 361/727/2.76 16.49 @ 86 mph

Corey

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Intake
« Reply #3 on: January 09, 2011, 11:41:12 AM »

I have a eddie 383 performer intake that is not being used if your interested let me know
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Jason Goldsack

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« Reply #4 on: January 09, 2011, 11:57:52 AM »

Is it a performer rpm or just performer?

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Jason

(Eileen)1965 Chrysler Windsor, 361/727/2.76 16.49 @ 86 mph

Jason Goldsack

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« Reply #5 on: January 09, 2011, 12:07:50 PM »


M-1 Intake I have


Edelbrock 383 Performer


Edelbrock Performer RPM


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Jason

(Eileen)1965 Chrysler Windsor, 361/727/2.76 16.49 @ 86 mph

Jason Goldsack

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« Reply #6 on: January 09, 2011, 12:11:33 PM »

The performer seems like an improvement. I noticed some big angles on the M-1.. funny thing was that on my Aspen Drag car with a 400 I picked up 2 tenths with the M-1 intake over the Thermoquad intake, but on the 361 it didn't pick up anything at all....

The Performer RPM has no right angles like the M-1 or the Regular Performer.




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Jason

(Eileen)1965 Chrysler Windsor, 361/727/2.76 16.49 @ 86 mph

Corey

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« Reply #7 on: January 09, 2011, 05:47:39 PM »

its just a performer for spread bore
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Intake
« Reply #8 on: January 09, 2011, 06:43:13 PM »

The RPM is definitely the intake of choice in my book. Any H pattern is a restrictive mess until velocity gets above the notorious 3000rpm, but on the street one doesn't get there every shift and unless you have 3.23s, rarely at 70mph, so the other manifolds require work to function correctly in the performance world. The extra 40 cubes and possible different cam profile may be an additional amount of suction to make the M-1 work better than on the 361.
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Steve

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« Reply #9 on: January 09, 2011, 07:44:57 PM »

Jas  if it were me, I'd be looking for a 413.
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Snotty

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« Reply #10 on: January 10, 2011, 12:37:17 PM »

[/QUOTE]
 
That's strange.  A 440 Performer is a square-bore intake, yet the 383 is a spread.  ???
 
As for which one to use, any are better than the M1 in my opinion.  But, according to Eddy's literature, the Performer is for standard street use, in a motor that runs idle to 5,500 RPM.  The Performer RPM is for a street strip motor that runs a 2,000 RPM stall or higher.  I use the Performer on my Newport and on Jerry's Gremiln because we use them as Drivers.  If we did more strip use I'd probably want to go with the RPM.
 
JMO
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Jason Goldsack

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« Reply #11 on: January 10, 2011, 01:42:53 PM »

Stinger.. what would be looking to get for your intake?

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Jason

(Eileen)1965 Chrysler Windsor, 361/727/2.76 16.49 @ 86 mph

Rich

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« Reply #12 on: January 11, 2011, 07:56:53 PM »


 I have the performer RPM on my 383 and it works great-its got the low end grunt of a dual plane with the top end of a high rise single plane. I used this throttle bracket from Mancini and everything went together smoothly:




krautmaster2011-01-12 00:57:54
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Jason Goldsack

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« Reply #13 on: January 13, 2011, 03:41:43 AM »


So that lets you use all of the factory kickdown... very nice!!!

How is the hood clearance?
1965Windsor3612011-01-13 08:42:19
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Jason

(Eileen)1965 Chrysler Windsor, 361/727/2.76 16.49 @ 86 mph

Rich

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Intake
« Reply #14 on: January 13, 2011, 07:24:35 AM »

I have a 3/8" thick heat isolator gasket under the carb, and I have to use the base and short filter from an unsilenced air cleaner to make it fit -clears by 1/4". If I try to use the regular tall filter (CA127) it's 1/2" too tall.
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