Yay, old school stuff. God, I'm tired of turbos, V6s, and LSes. I don't care how well they work.

Good content Richard you wouldn't think that the standard inlets were as good as they . No use in throwing them away. Always awesome content 👍💯

I'd like to see a 390 fe Ford build thats for sure a other guys motor super good motors

I find this quite interesting... I've run BBF for few decades now, always with RV range cams, and found absolutely no loss on bottom end with the Stealth intake. But, I never ran a stock cam, either. I have went too big on heads where I needed to run a smaller intake (Performer) in order to bring low end torque back, but with proper heads, the Stealth always held excellent low-end torque.

Unless you're running full blown stupid in a race car, max hp does no good..... you want the bottom end torque for around town and highway.......

thanks for running tests like this. I have an OEM intake my former boss gave me when he hot rodded his son's 1979 Z28, sitting amidst my Q jets (i remember when these were $5 if on the ground at a swap meet, $10 if they were on the folding table. now they are "restoration" pieces) and today I nabbed a complete "cease fire" intake setup from an 84 Corvette--ECM, bolts, everything for $100--which would make a nice DZ301 look for one of the 4 bolt 350's i've got lying around. The thing to consider when replacing stock with aftermarket is that your engine is a system--the engineers spent millions to get it to work together, so if you come along and change one thing that's meant to feed 262-400 cid, you might not get the results you wanted.

Basically, in these examples, the cost/benefit ratio doesn't justify the aftermarket. Put the money into a better cam, then see if a different manifold wouldn't enhance the cam's performance. But first, go to the basics & make sure you're getting everything from what you've got already. That's always been the right place to start, and is usually not where people start.

Should have tried adding a 1" 4-hole spacer under the carb on the aluminum intakes. The cast iron intakes have it built in plus somewhat smaller runners probably account for just about all of the low torque gain over the open aluminums. Larger runners in the aluminums and higher rise account for the extra top end HP. I would think anything bigger than the stock cams would have made the HP difference more pronounced as the rpm goes up.

Love it!! For grins and giggles, try an Edelbrock intake for a full comparison since the Holley and Edelbrock products are more common

Other than the bling factor and weight loss, many aftermarket intakes have not lived up to the hype for decades! Thanks to David Vizard and Richard here for putting them to the test! Remember the Streetmaster, SP2P, single plane Street Dominator, and many others that are suspect.

Pulled the weiand off the F250 mild 10.0/1 motor for the stock intake and yes more torque.

Back in the day Mopar used to spend millions testing different products for performance use and actually sold race manuals through their direct connection program to help the consumer set up the mopars for drag racing and what parts to use and the speeds and et to be expected out of each combination of parts of the drivetrain when combined. I remember back for like the 340 cid engine with the factory Thermoquad intake and carb that the race manual said that the only dual plane aftermarket intake which offered any performance gain at all over the stock factory cast iron 340 intake was the Edelbrock LD340 manifold which did offer slight performance increases. Just an example where just buying an aluminum aftermarket manifold does not always result in a performance increase.

I’d love to see a better brand than weiand be used. They’re the dollar general of performance parts.

I was just asking myself this question because of a build I will be doing. Perfect timing. 👍

Thank you for this comparison. Being a long time muscle car guy, there’s certain, “laws,” that get ingrained as gospel that go right out the window when you buy an rv. Seeing these tests and knowing my personal desire is to keep rpm’s as low as possible for the sake of fuel economy is going to save some money keeping the factory stuff.

Its all time but it would have been great to test each factory intake with a 1 or 2 inch open or even 4 hole just to show the effect for the real budget minded. Great testing 👍👍

Good video, like these dual plane intake tests on the SBC and LS engines. A test on the Edelbrock Performer EPS with and without spacer would be nice. For mild street cars and 4wd pickups and jeeps they seem to work very well.

I think a lot of the extra torque comes down to smaller ports and higher velocity into the cylinder head. It creates a ram air effect. The smaller runners cannot keep up with the higher airflow demands at higher power levels, but they are more efficient at lower rpms.

I'd love to see a ported cast iron vs the aftermarket intakes and see if it can compare with the likes of the performer rpm on a small block

So basically, if you're pulling stumps in your F-250 with the BBF, the stock intake is probably what you want. More torque, and torque a whole lot sooner. But you sacrifice top end to get it.

all your videos are awesome!

It's almost like the OEM stuff was designed to do what it was designed to do. Weird

Good test this was interesting and I'm actually surprised a bit.

I’m surprised how much torque was lost on the big block Ford. But also I think the 2 inch headers were overkill. 1 3/4 or 1 7/8 may bring the torque up again. Small block Chevy again interesting. The LS always seem to better with the truck manifold. Great job as always.

Interesting info on the sbc.

I guarantee you if he used an eddy performer he’d have better results Weiand intakes are upper to top end only They don’t make low rpm spin Never have

Love that BBF!!

The qjet intake really shines with a comp cams 268h cam and L98 heads

Great video Richard! It would have been interesting to see if the factory exhaust manifolds made any difference with the factory intakes on the BBF and SBC. It would have been especially interesting on the Ford since you had 2" headers on it. I would think the exhaust manifords would have boosted low speed torque as well. Just my take.

Right on

I put a big two-barrel Holley on the stock manifold on the 400m in my 77 ltd and it had LOADS of torque. Granted I'd also corrected the factory retarded timing (necessitating the bigger carburetor) but both I and my uncle who gave me the carburetor were pretty surprised just how much power it had.

The cast iron intakes are better than most think. With a bit porting & polishing plus match porting, it does damn good. And they don't warp when taken off hot like aluminum. That 68 460 is great for the street just because of the torque factor. That would just shred the tires off the rims on a 23 bucket roadster. And that's a stock engine. The new Long Runner intake you can't compare fairly because of the electronics involved.

Joe sherman said in most st cars intakes..dont need much. My uncle would take me to cruise nights/st races in the 70s and id see fast cars with the hood popped and a crusty old intake,,,some with a Q jet. No giant single plane...they usually had a hidden Nos system though

Look, you have to talk to and listen to the manufacture's Reps and any other really knowledgeable Engine guy you can find. Everything has to work together. The heads, the Cam, the manifolds the cards or either system. It's the real world interaction of the TOTAL package of mod parts you use. But once you have everything. right, THEN you can explore super power measures like turbos, dual supercharges and nitrous. Get the basics Then laboriously tweek everything for the best result in your engine. Itvtakes work and time to tune every stage of induction and ignition. But that's the only way you get the power you really want.

Ran the 8004 intake on a 327. The ports are slightly bigger than the stock intake. I had to trim the stock gaskets

I'd like to see the factory truck manifolds tested stock versus extrude honed.

It's funny how I said this about the advantages of a dual plane in the "big buck vs low buck" magnum video comments and people tried to tell me I was dumb for it.

the weiand vs. factory 2bbl is a nice gain on the 350

Be cool to see a dual plane on a tq build with a 6.0.....but fuel injection on the dual plane. Do something like a point more compression or so, truck norris cam and this dual plane on a 6.0 lq4 to see if 50lbft could be gained in the 2k-3500 rpm range.

It's funny what the factory does on some motors. I have a little old 3.1L GM 60-Degree-V6, with TBI. It is cammed like a smog motor of the 90's, it has vanes in the port floor to boost port velocity and a dual plane manifold. All good things for torque. However GM put the shortest runners I have ever seen. They are maybe an inch to inch-and-a-half long. However, if you look at the port injected motor like the V6 Camaro had then the runners are a foot long!

Correct me if I'm wrong, but has anyone tested carb vs EFI on the same intake? I'd like to see a Holley carb vs Holley Sniper (or whatever the higher end TBI unit they sell is called) on the same dual plane or single plane intake. I know many platforms have tried to convince the carb lovers that it's the cooling properties of introducing the fuel higher up the intake tract that makes the power, not the fact it is carbed. A back to back on the same intake seems to be the only way they will see the light lol.

Personally I blame squirrels

I would love to see a comparison of the low-rise intake vs high rise intakes. the best example can think of is the old L72/L78 high rise intake #3933163 or 3885069 vs the L78/LS6 low rise intake #3963569 vs an old Edelbrock Tarantula/Torker 2-R #2745 vs Performer vs performer RPM vs Performer RPM Air Gap, on something similar to a LS6 454 or L78 396. I am just interested to know how bad the old low-rise was considering it was on both the 450HP 454, and 375HP 396 when compared to the high rise L78 that was use on the earlier 375hp 396, I have like to see how it stacks up against the old single plane and how the 3 different Performer manifolds stack up against each other.

No dodges? I would then have to assume the same would apply to stock 340/360 intakes, vs say performer RPM, but a plain perfomer intake would be pretty equal to stock, only lighter? A good informative video anyway!

I really wish they did a test on bbc 😕 to see if it's down on power down low....

Given the loss of low end torque observed, does the lighter weight of an ally intake balance it out? Or is the weight loss not enough to compensate?

This is actually great, I have the aluminum version of that SBC iron intake in your test and I was wondering how it would stack up to the basic aftermarket stuff. Would you ever do a test like this, but testing various exhaust manifolds? I know headers are better but there are guys who want to run iron manifolds for different reasons. It would be nice to see a comparison between a few to see how they stack up against a basic street header... like for a SBC you could test the truck manifolds, the L98 log manifolds, the Gen 2 LT1 manifolds, and the ram horn manifolds, see which ones work and which don't and how they compare to a basic street header? I'd love to see that test

Would like to see him test 1983 4 barrel Ford intake from GT Mustang versus aluminum performance intake

I would have liked to have seen a comparison between a dual plane and a true long runner intake like a TPI on a sbc. I've always thought the L98 TPI engine was the best truck engine that never made it into a truck.

Good for wheel spinning torque.

I've heard the Dodge 360 4bbl intake manifolds flow good

What would happen if you compared stock dual plane manifolds to Edelbrock performer stock replacement manifolds, instead of aluminum hi-rise manifolds?

at the 7:00 min mark, I was not ready for that result

Would like to know if carb spacers would be of any help on a stock manifold. I am rarely above 4K rpm so any help down low would be noticed right away. Good video!

Let's see the stock mani on boost

A test I would like to see is a screen under the carb to see if it helps or hurts?

I'd like to see port matched stock intake manifold and port matched and polished stock exhaust manifold against aftermarket intake and exhaust.

For me it's all about the weight. To lighten the load.

Sure The factory was looking for low end. AND drivability. Advantage below 4k rpm would be great for 95% of driving. - but I realize a lot of people like the extra when they put their foot in it.

Interesting! I did not expect the no-rise intake to do that good. I don't know if it has been done, but how about an aftermarket TBI (like FiTech, Holley, etc...) test on dual plane vs. single plane intake. Since the TBI does not require vacuum across the venturi for fuel metering, would the dual plane still have the low end torque advantage?

Weird question, would the aluminum carbureted intakes that have coolant flowing through them dissipate more heat into the engine bay than a comparable cast iron? And if so, what is the impact on IAT?

I would like to see more propane content. Lots of off roaders run propane and are very interested in low end power. There's lots of myths about what manifold to use with a propane carburetor. I think the most confusion is gasoline enters as a mist and propane is a vapor. I still think carburetor signal is important.

Another great video! Thanks again for trying to pound some common sense into all the morons out there 😜😜😜😜! BTW what’s the best 🙄🙄🙄🙄🤬🤬🤬🤬 for my junkyard race engine??? 🤪🤪🤪🤪 Also you did a great job with the animation on the video around the 8min25 mark! Because everyone knows you would never burn off tires! Especially the cheapest ones made 😜😜😜😜! Just being a ball 🏀 🏀buster! Have a great weekend!

The test results may be skewed a bit by using one of the lamest factory EFI intakes, the original truck cathedral port. On the 6.0, a trail blazer TBSS or a Dorman LS2 might show better against the Edelbrock dual plane, even down low. The Edelbrock already lost out in mid- and high-rpm performance.

The Boss 302 and Boss 351 intakes were exceptional for 69-70 and 71. Same with the factory 4bbl Qjet 429 and the SCJ429. After that, Ford pleased no consted to EPA edicts, and lost interest in great 4bbl intakes, even the 83-85's. So for a 5.0 HO, any of the Port EFi intakes from 1986 to 2001 trounce any 1983-1985 4 barrel 5.0 carb intake. For Ford's emissions era 370, 429 and 460 Big blocks, all the 4bbls had potential.

Dude is to fun for us

Would love to see the scientific explanation why the factory cast irons do so well at the low end

I have a stock 302, what would be good options for 4 barrel dual plane intakes? I have seen a few on marketplace for decent price, but also seen some cheapo chinesium intakes for the same price. My budget is $100-$200. What's your recommendation? I'm eventually going to put a small cam in it since I have GT40P heads on it.

How do you like those adjust a jets?

What did we learn,the stock chev had electric water pump

Hope you see this Richard, have you compared any GM aluminum intakes? Do you know what difference if any between the CFM intakes( SOME I've seen are CFM 8, CFM 14, CFM 44)

Or you could just cut up your factory intake. Port it. Then put it in an oven and weld it. . . . .

Those results were unexpected. Now I'm wondering how an old school tunnel ram would compare to an EFI intake?

Interesting. That 6-liter, now...I notice it made its peak power at or below around 6700RPM. Would tri-Y headers maybe have been a better match than 4-into-1s for that rev range? We often hear about how 6500-6700 is the zone below which tri-Ys are better and above which 4-into-1s are better for torque production. I wonder what the results would have been on that engine?

This test just tells ME that Weiand intakes aren't worth the money and effort, unless you're switching from a 2bl.

you confirm what i felt when i put the aluminium manifold: original cast iron is better for burnouts :( fuck

460 truck 4 barrel manifolds are a higher rise design than the passenger manifolds. Have you ever tried this manifold to see the results?

Did they make 460s in 1968, I thought they were 429 Thunderjet?

Factory manifolds doing what they were designed to do. 👍🏻

Weiand stocks just dipped like their torque curves

More cars have been ruined by edelbrock and aluminum intakes than anything else. Carb linkage Ac brackets Cruise control Heat sink fuel evaporation Hood dents Crappy open air cleaners Chokes eliminated On and on and on.

Surprised by truck vs dual plane result. Whatre the port length differences?

Have you tested a Edelbrock Streetmaster intake vs a modern dual plane like an Edelbrock performer? I have a streetmaster on my 351m that was installed by original owner 45 years ago. When I rebuild to a 400 with decent heads and a hyd roller is it worth changing? What about for sniper 2 EFI?

Right where you drive and use your engine the most idle to 3000……… stock is best. Usually is for the most part.

On the SBC , if you had used a EGR cast intake, it would have been about 10-15 Hp better.. not that it really matters lol but they are a little better 🤷🏻‍♂️

Why not show the LS from idle for a fair truck comparison?

Can Chevy factory quadrajet intake works with big cam

Divided Dual Plane separates cylinders by 180 degrees reducing plenum dilution/pollution from valve overlap at low speed. that gives a more homogenous and more equal cylinder fill, especially on the side by side cylinders that fire 90 degrees apart i.e. 5 and 7 on a SBC. Got all my old DP's hanging on the wall.

How about the 300 six efi intake compared to a short runner stock or aftermarket?

Would carby spacers make the difference disappear?

sb chevy ls with cam no fair

Just curious. How would the factory cast iron intake react to a spacer plate. I have a 283 sbc that's been rebuilt and is basically stock with a 0.30 overbore and some kind of rv cam with a factory 4 barrel intake. Since it's already out I want blow it apart and check everything out and reuse all I can. I don't know the exact casting number of the heads, but I know for sure they are the double hump fulie heads. Before I tear it down I will check the compression ratio and while the heads and intake are off use a grinder to port match both and do a little blending and polishing but not much if any porting. I don't have a flow bench to check my work to match the runners so I'll keep it simple and just smooth them out and get rid of casting flash. I will go over the block as well and do the same thing to the oil passages and drain back holes. I am going to ditch the cam that's in it to retrofit a hydraulic roller cam and roller lifters and rockers. Getting back to the intake. The holes are too small for a holley or eldebrok carb so to keep costs down I am going to use a spacer plate to adapt the carb to the stock intake. What I'm not sure about is if I should go with a 1 inch or 2 inch or thicker adapter and how much difference it'll make. I have a 93 Chevy halfton work truck with a 4.3 v 6. Not trying to make a racer by no means just a solid daily driver with a little more umpth. Depending on the compression ratio I might even get a turbo and intercooler from a diesel 6.6 duramax, and run 4-8psi of boost. Has to run on 93 pump gas so the compression ratio will be the deciding factor of that. So far all I need to buy is the master gasket kit, carb spacer, 650 holley, cam kit and rockers. That will cost about 1000 bucks give or take. That's why I want reuse the factory intake. If it gets very much more expensive than that I'd be better off selling the 283 and get a 5.3 from the junkyard and put the truck Norris cam in and spend the rest of the money on the holley stand alone controller like you use in dyno room.

Need a LS dual plane with fuel injection bosses .

The stock intake picks up horsepower and torque with an open 1 inch or 2 inch spacer you should know this by now , and an edlebrock performer is hard to beat on a stock motor, third the stealth intake is my favorite but not on a stock application and from a 750 carburetor to an 850 is worth about 50 horsepower gain believe it or not

Velocity for torque.

Come on man! Weiand 8004? :D

nothing you sliped a ls in to it

Not a 460, it is a 473 now.

that ls not the same

no sb chevy not a ls