360 Aluminum Manifold, eBay Knock Off on Edelbrock?

[1970FuryConv]

Many sellers on eBay are selling these no name brand small block intakes. $130 vs. Weiand $380 and Edelbrock $400
Has anybody used one? Quality or Junk?
Small Block Dual Plane Intake Manifold for Chrysler Dodge Challenger Plymouth | eBay

 

[CBODY67]

Looking at the picture, it will only work on factory a/c cars from model year 1979 and prior. 1980 and later factory a/c cars need the twisted thermostat mount, as the basic Performer 318 intake has.

Looks decent, with a 2 Yr Guarantee. FWIW

 

[71Polara383]

I've ran 2. They are great for the price!!!
Also the dual bolt pattern, magnum or LA is PERFECT for putting a modern magnum in place of an old LA

 

[1970FuryConv]

Looking at the picture, it will only work on factory a/c cars from model year 1979 and prior. 1980 and later factory a/c cars need the twisted thermostat mount, as the basic Performer 318 intake has.

Looks decent, with a 2 Yr Guarantee. FWIW

Car I'm trying to buy is 1973. Thanks for the tip, Willis! Will post pictures if I buy.

I've ran 2. They are great for the price!!!
Also the dual bolt pattern, magnum or LA is PERFECT for putting a modern magnum in place of an old LA

Great info! Thanks Wyatt.
Possibly using Carter AFB 625 cfm square bore. 1.5" diameter primary throttle blade, 1.625+" secondary. Think there'd be any issues with throttle blades opening after mounting it?

 

[CBODY67]

Car I'm trying to buy is 1973. Thanks for the tip, Willis! Will post pictures if I buy.

Great info! Thanks Wyatt.
Possibly using Carter AFB 625 cfm square bore. 1.5" diameter primary throttle blade, 1.625" secondary. Think there'd be any issues mounting it?

Mounting? Not if they drilled the stud holes in the correct places.

 

[1970FuryConv]

Mounting? Not if they drilled the stud holes in the correct places.

I corrected the question

 

[Owen11x]

I have several. Satin and polished ones. This is the only intake i buy if I'm buying new. Why, because it works absolutely fine and it's cheaper than most used intakes yeah it's always a win

 

[fury fan]

I have seen these on amazon also.
Looks like the old Professional Products intake, which was the first knockoff*, has finally gotten its own knockoff.

For the cheap price, I wonder what QC corners are cut. More core shift permitted, rougher casting finish, perhaps borderline porosity is allowed?

*was the Crosswind the first one to have dual LA/Magnum mounting provisions? If so, not a knockoff back then.

 

[Knebel]

Is this better than the edelbrock perfromer 318/360? I got the dual plane edelbroch but its got the spreadbore pattern and need that metal adaptor. I run a holley sniper 2 and wonder if that ebay intake would be better?

 

[fury fan]

A big question, not answered here yet, is whether that intake has 318 or 360-sized runners?

For you, @Knebel, I would use the metal adapter. I cannot imagine this intake is any better (or even as good as, an Eddy).
I have one of those metal spread-to-square adapter plates on a BB and haven't had any leaks for 20-ish years.

And on a SB, you need to break into coolant to swap the intake, that's a bit more work than on a BB.

 

[Knebel]

Okay does the air gap make a difference? How about with some porting?

 

[fury fan]

Airgap would seem to keep intake temperatures down by keeping hot cam-splash oil off of the runners.
Is your current Eddy not an air-gap style?
I thought all of the SB manifolds in teh last 15-ish years were airgap. Except for maybe Weiand or something...

 

[CBODY67]

Is this better than the edelbrock perfromer 318/360? I got the dual plane edelbroch but its got the spreadbore pattern and need that metal adaptor. I run a holley sniper 2 and wonder if that ebay intake would be better?

The first spreadbore intake I bought, it was recommended to use the plate and two gaskets for a squarebore carb. I got a thick OEM insulator squarebore base gasket. On the intake, it had about a little less than .25" touching on the rear side of the gasket to the intake. Looked like it would work to me, so I put it on. NO adapter plate needed. That OEM insulator gasket was strong enough it held solid back there. When I put on a spreadbore Holley 4175, the imprint of the manifold was in the gasket. NO issues at all.

Just my experiences,
CBODY67

 

[Knebel]

This is what I got...

 

[1970FuryConv]

This is what I got...

View attachment 699699

Since you have Holley Sniper 2 EFI, I'd call Holley tech support before mounting it on a spreadbore intake.
Air gap is supposed to keep the air/fuel mix cooler by air flowing under the carb.
I did not buy the intake & I cannot help with runner size at ports.
Is your engine 318 or 360?

 

[3C's & a D?]

I have read that the EFI "carburetors" are best matched with a single plane manifold.

 

[CBODY67]

I have seen that alleged recommendation in several forums, but not in the EFI provider's website. Not sure why that would really matter, unless the shorter runners in the single-plane intake would result in less possible fuel atomization in the runners than the longer and more circuitous dual-plane designs.

In one respect, might this alleged recommendation be more centered in the user-body than in the EFI maker's experiences? Considering that both methods are just "fuel atomizers/mixers", when it gets right down to it? Of course, by the time these alleged user experiences get to be known, we NEVER knew what engines the EFI was installed on OR its cam specs. BTAIM

ONE thing I did read about and experience (when I put the Edelbrock Torker 2 on my '67 Newport 383) is that the distance of the carb mounting flange to the bottom of the plenum can be important. When I did that conversion, including the recommended TQ9801, it did not drive any better than the OEM intake and factory AFB it replaced. Using the supplied thin base gasket. I got a factory OEM replacement, thick insulator gasket, and that ONE change perked it up a noticeable amount.

The explanation was that if the dimension is too short, the fuel droplets will slam into the plenum base and not flow smoothly into the ports, rather than making a more-smooth turn into them. Even sounded better as the rpms climbed through the gears at WOT. Another reason I always used the OEM-type thick insulator base gaskets on EVERYTHING I put a carb onto.

Just some thoughts and experiences,
CBODY67

 

[fury fan]

I have seen that alleged recommendation in several forums, but not in the EFI provider's website. Not sure why that would really matter, unless the shorter runners in the single-plane intake would result in less possible fuel atomization in the runners than the longer and more circuitous dual-plane designs.

Back 15-20 years ago I read a lot of folks saying to use a single-plane intake with EFI.
Then - I read a few accounts by some guys that were actually using EFI, and at least 1 guy had gone thru some A-B parts swapping and he found that a dual plane gave all the same benefits we would say it has with a carb on a street-driven vehicle.

Theoretically, a wet-flow manifold shouldn't behave too much differently whether it's wearing a carb or a TB EFI unit. (except that the EFI unit won't suffer heat-soak and can offer near-infinite adjustment/reaction to conditions)

I think the premise could've been that because it was EFI'd, that a single-plane intake could be used in applications that would suffer with a carb.

 

[Knebel]

360. Open plenum or divided...the efi does not really care as its not dependant on vacuum, I "heared" that too but i think its more like "heresay" ya know.... i think its more that where a carb might have issues, the efi works better. Open plenum needs a massively enlarged pumpshot, even just with an open spacer I noticed that, Im just wondering if performance and/or milage could be increased by that air gap intake .

 

[fury fan]

If anything, a hotter intake helps with atomization, which should help MPG.

EFI is limited on how small a droplet it can make.
Spraying even a super-hot liquid will absorb heat, reducing the vaporization.
Carbs also have the advantaqe of air-shear of the liquid fuel on the throttle blades.
Some of the TB-EFI units (the aftermarket kits) are spraying droplets *underneath* the blades, so they lose that benefit.

The OEM port-EFI intakes/heads generally have no heat crossover passage as the injectors are squirting into the intake port of the relatively-hot cylinder head.
And there's no carburetor to 'ice up' in cold climates nor a choke to thermally control.
And most of those OEM port-EFI manifolds I've seen are not air-gap type manifolds.