Editing Intake manifold

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==Overview==
The intake manifold is an important part of the induction system. Basically it connects the carburetor or throttle body to the intake ports of the cylinder head and in some cases like the small block and big block Chevy engine, it seals the lifter valley and provides a means of mounting the distributor and water neck.

But that is just the tip of the iceberg. The intake manifold design has a lot to do with how the engine will perform and an radically influence the shape of the power band. Matching the intake type to the engine and vehicle specs is an important part of making a balanced combination, and the choice of what intake best suits the circumstances should not be taken lightly.

==History==
Factory intakes have run the gambit from simple log intakes with no concern for efficiency or high flow, to aluminum high rise intakes designed for multiple carbs (tri power and dual 4 barrels).

There have been "oddities" like Ford using a Q-jet on the 429 Cobra Jet, seen below:

[[File:429 CJ Q JET INTAKE 2.jpg|thumb|left|300px|429 Ford factory Q-jet cast iron intake]] <br style="clear:both"/>

=Types of intakes=

==Dual Plane==

{|
|[[File:EDELBROCK PERFORMER INTAKE.jpg|thumb|330px|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|300px|center|327 ci/350 HP OEM aluminum squarebore intake]]
|}
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===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]]
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Professional Products makes a knock-off of this design also, called the Typhoon, p/n 52021 for satin finish.
[[File:Typhoon 52021.jpg|thumb|300px|left|Typhoon p/n 52021]] <br style="clear:both"/>

===Air gap===
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 called to attention. Other engine that use a separate plate to cover the lifter valley have had "air gap" intakes all along.

[[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.]] <br style="clear:both"/>

The Edelbrock Air-Gap intakes will require a longer warm-up. In cold weather this can lead to driveability 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.


==Single plane==
[[File:WEIAND 7546 001.jpg|thumb|300px|left|Weiand single plane p/n 7546.]] [[File:EDELBROCK-STREETMASTER-INTAKE-MANIFOLD 2291382648922-.jpg|thumb|300px|left|Edelbrock Streetmaster intake, an earlier predecessor to the Torker]]
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==Multiple carb intakes==

==Dual 4 barrel==

==Tri power==
[[File:Tripower.jpg|thumb|300px|left|Pontiac Tri Power]]
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=Ram induction=

[[File:H&M Enginex7.jpg|thumb|left|330px|'''High and Mighty''' 
One of the earliest versions of ram induction]] <br style="clear:both"/> 

==Cross ram==
[[File:X-ram comparison.jpg]]  
==Individual runner==

{|
|[[File:Ls7 xram.jpg|thumb|300px|center|LS7 IR cross ram]]
|[[File:Ls x ram ir.jpg|thumb|300px|center|LS Chevy with Holley cross ram set-up]]
|}

==Tunnel ram==
One of the more iconic intake set-ups is the tunnel ram. First used in competition in drag racing, it was made a household word by driver/engine builder/tuners like Grumpy Jenkins (RIP). He used a 331 SBC with a tunnel ram/dual Holley 4 barrel carbs against engines ~100 ci larger than his in A/Stock- and won.

==Cross ram==

[[File:1960 Dodge D-500 Long Ram Engine.gif|left]][[File:413 300 SERIES CHRYSLER CROSS RAM ENGINE.jpg|frame|right|413 Cross Ram]]<br style="clear:both"/> 

==Carb adaptors==
Adaptors have been used since the beginning. There are adaptors to mount dual carbs to a single carb intake, to mount 4 barrel carbs to 2 barrel intakes and vice versa, there are adaptors to mount a squarebore carb on a spreadbore intake and vice versa, there are adaptors to mount a squarebore carb on a Dominator intake, etc.

One of the more useful adaptors (if it can be called that; Edelbrock does) is the Edelbrock p/n 2732. It is a simple flat steel plate and a pair of gaskets used to prevent vacuum leaks at the secondary side of the intake when mounting a squarebore carb onto an intake having a carb flange designed to accept ''either'' a squarebore or spreadbore carb.

{|
|[[File:Edel pn 2732 carb plate.jpg|thumb|200px|Edelbrock p/n 2732 carb plate for squarebore intake flange]] 
|[[File:Carb base gasket 4150-4160 vs 4500-1.jpg|thumb|250px|left|Difference between squarebore and Dominator carb base]]
|}
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==Carb spacers==
 
  


==Marine intakes==
[[File:VORTEC ALUM INTAKE VOLVO PN 3856270.jpg|thumb|300px|left|Volvo Penta p/n 3856270 marine intake with brass water crossover/thermostat port.]]
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==Vacuum ports/fittings==
[[File:VACUUM TAPS OEM 001.jpg|thumb|300px|left|OEM vacuum taps]]
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==Fasteners==
L30/L31 Vortec engines use fasteners made specially for the plastic intake they use. To prevent over torquing the fasteners and crushing the intake gaskets, the bolts come with a longer shank, designed to bottom out before the gasket is compromised.

Below the OEM bolt is on the left, an ARP bolt, right:

[[File:VORTEC INTAKE BOLTS.jpg|thumb|left|]] <br style="clear:both"/>

==Gaskets==

[[File:8017 Intake Gasket VORTEC BO LAWS.jpg|thumb|300px|left|Dual pattern intake gasket; Vortec and Gen I SBC]]
[[File:VORTEC GASKET OVER STANDARD INTAKE GASKET.jpg|thumb|200px|left|Vortec intake gasket over Gen I gasket]]
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[[Category:Engine]]
[[Category:Carburetors]]
[[Category:undeveloped articles]]