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Small Block Chevy Intake Manifolds
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Gen. I and II intake manifolds were offered in cast-iron or aluminum. The ’96 and later Vortec
smallblocks use an aluminum base with a composite plastic upper intake manifold. The ’97 Gen. III
LS1 350s have individually tuned intake runners that are made from a composite plastic material.
Chevy has used single two-barrel, single four-barrel carbs made by Carter (WCFB, AFB and
QuadraJet), and Rochester (4-Jet 4GC and 4MV QuadraJet) and Holley four-barrel carburetors.
Chevy has also used 2x4 in-line four-barrels, 2x4 cross rams, Rochester mechanical fuel injection,
single unit Throttle Body Injection (TBI), 2xTBI crossfire throttle body injection, and tuned-port and
multi-port electronic fuel injection intake manifolds. A twin turbo-charged, electronic-fuel-injected 350
Calloway Corvette engine option (RPO B2K) was available from ’87 to ’91.
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For those of you craving simplicity in an engine
compartment, here is what a 283 in a restored
early shoebox looks like. “Hey, where’s the
computer and fuel injection?”
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Shown is the aluminum TPI intake (casting
#-10068015) used on Gen. I tuned port
engines. Note the 72-degree bolt angle on the
center manifold bolt holes.
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This aluminum 2x4 intake (Casting #-
3739653), used on 283s in ’57 to ’61 Vettes
and passenger cars, helped generate 245 or
270 horsepower with two Carter carbs.
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Two carbs not enough for you? Are three
carbs one of those “been there, done that”
kind of things? Aftermarket intakes are still
available to mount four two-barrel carbs on
your smallblock.
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Low-profile dual in-line four-barrel
carbs were factory installed options on
265 and 283 smallblocks from ’56 to ’
61. Aftermarket dual-quad intakes, like
this one, are still available from
companies like Edelbrock.
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No tri-power (3x2) manifolds were factory installed on smallblocks. A few very-limited-run, factory-
experimental 3x2 intakes were made for testing, but they are extremely rare and not worth pursuing
unless you are a well-heeled collector with lots of money to burn. If you must have a 3x2 intake or
other intake manifold exotica, they are available on the aftermarket.
Most production aluminum intakes were used for high-performance applications, but some aluminum
intakes on late-model smallblocks are for low and moderate performance, and these used QuadraJet
carbs. Many of the aluminum intakes were cast by the Winters Foundry, a long-time outside
contractor for Chevrolet. (They also made aluminum heads and water pumps for Chevrolet.) These
aluminum manifolds carry the Winters Foundry “snowflake” and “W” logo.
Beginning in ’87, many production intakes and cylinder heads had center intake manifold mounting
bolt holes that were inclined 72 degrees instead of the former 90 degrees. These intakes and heads
must be matched together, or as an alternative, you can elongate and spot face the two center bolt
holes on each side of the intake to work with the later style head bolt angles. Vortec 5000 305s and
Vortec 5700 350s, introduced in 1996, have only four bolts holding down each side of the intake
manifold, and thus the Vortec cylinder heads, intake gaskets and intakes must be used together. The
coolant passages between the Vortec heads and the intake are also unique. Vortec, Gen. II and Gen.
III engines have unique head/intake manifold bolt spacing and intake gaskets that must be matched.
Whichever intake manifold you use, make sure there is enough room to close the stock hood. Many
hood heights do not allow the use of a high-rise aluminum intake, carb and air cleaner. Chevrolet has
many shorter aluminum intake designs that provide the necessary stock hood clearance.
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Over the years, intake manifolds have had various features that you may or may not need for your
interchange installations. Such features include EGR valve mounting bosses, oil filler tube mounting
holes, various choke spring and choke hot air tube mounting bosses, heat riser channels cut into the
carb mounting pads, heat riser holes in the carb pad, coil mounting bosses, heater hose nipple
bosses, A/C mounting bracket bolt bosses, vacuum takeoff bosses, power brake vacuum takeoff
bosses, fuel injector nozzle port locating bosses and carb mounting pads for different types of carbs
or multiple carbs. Make sure the intake manifold you use has the features, mounting bosses and
threaded holes you need for your application.
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Here is an early QuadraJet cast-iron intake.
Notice that there is a heat riser channel on the
carb mounting pad. Chevrolet used this style
of heat riser up until 1969 on both QuadraJet
and Holley carb mounting pads. This heat riser
channel requires a specific carb gasket to
completely cover and isolate the channel.
1970 and later intakes do not have this
channel and use a different style carb gasket.
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The 1962 327/300hp motor used a cast-iron
intake with a Carter AFB carb. Notice the oil fill
tube on the front of the manifold which was
used on all smallblocks intakes through 1968.
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This is a later style cast-iron
QuadraJet intake. Notice the new
style carb mounting pad without the
heat riser channel. There are also
bosses and holes for mounting an
EGR valve and for mounting a
QuadraJet choke heater tube. There
are also two additional bolt bosses on
the drivers side of the intake to mount
an A/C upper support bracket.
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Plenums
Generally, four-barrel intakes have two types of plenums: split or open. A split, dual-plane or divided
plenum, is so-called because a divider splits it in half. This type of manifold works well on the street
because it helps create low- and mid-rpm power, as well as generating a strong vacuum signal to the
carb boosters at low rpm. Carb size on these manifolds can cover a larger cfm range because each
cylinder pulls from only one-half of the total plenum volume.
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The intake casting number (3799349X) and
casting date (G 27 2) are found at the rear
section of the intake.
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Here is a closer look at the carb pad for a
Carter AFB carb. Two heat riser holes are
located in the carb pad, and if you look closely,
you see the rear driver’s side carb mounting
stud is hollow and provided a manifold vacuum
takeoff source for a 327/300hp motor in 1962.
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An open plenum manifold has no center divider, and consequently, each cylinder has a much larger
plenum volume from which to draw. These manifolds enable the cylinders to receive more volume at
high rpm, but they lose some of their low-rpm power and response. Open plenum manifolds are more
sensitive to carb cfm size, and they tend to work best within a narrower range of carb cfm sizes.
Extending the port divider walls in an open plenum manifold and bringing them closer to the center of
the plenum seems to add power.
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The Edelbrock Victor, Jr., aluminum, open plenum intake is one of the most popular performance and
racing intakes for smallblock Chevys. Various models of this air-gap intake are available to suit your
needs.
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Weiand has many different types of aluminum
intakes for smallblocks. The one on the left fits
either square or spreadbore carbs. The
manifold on the right uses only square flange
carbs.
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Make sure the intake you use has the features
you require. The manifold on the left uses an
EGR valve and choke hot air tube. It also mounts
the driver’s side upper A/C bracket. The intake
on the right uses the older style choke spring
pad and has no EGR boss.
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Extending the divider walls used to be a hand-fabricated project, but a number of race intakes are
now manufactured with this detail. Brodix offers aluminum, high-rise, open plenum race manifolds with
various features to fit various heads, and standard square flange or Dominator style carbs. Brodix
also offers an intake with a Dittmer-style round plenum/carb opening that uses a Holley Dominator
carb. It can also have a “turtle” installed in the plenum floor, which helps direct fuel to the individual
port runners.
A split plenum manifold allows the use of a carb cfm that is substantially larger than what might be
considered minimum. A split plenum generally keeps engine vacuum higher at low- and mid-rpm
power, and therefore, the carb booster signal and throttle response are crisp at low and middle rpm.
However, as rpm increases, the split plenum manifold’s smaller plenum volume becomes too small to
feed the high-rpm airflow demand of the engine. Power falls off. A larger than normal cfm carb may
help the engine in this situation by providing additional volume and less restriction. Notching the
plenum center divider wall can extend the rpm range of these manifolds.
The open plenum-style manifold generally has the opposite characteristics of the split plenum. The
engine has a large plenum volume to pull from, so at low engine rpm the vacuum signal to the carb is
not as strong as a split plenum, but as engine rpm increases (above 6,000rpm), the open plenum
starts to show some advantages. It’s better able to meet the demands of a high winding or large cubic
motor because the open plenum provides more volume for the individual cylinders to draw from.
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Modern intake manifold design has eliminated some of the characteristics found in early designs.
Split-plenum, dual-plane manifolds have been created that work at higher rpm than the old designs by
improving intake runner and plenum design. The same can be said for open plenum styles. Better
design has made them more tractable at low- and mid-rpm ranges. In older manifolds, the angle at
which the intake manifold runners met the intake ports on the head was too sharp. Modern single
four-barrel designs call for the intake manifold runners to curve more and meet the head port at a
better angle, which improves flow.
Many of the newer manifolds are cast with a floor that isolates the hot oil that is found in the lifter
valley from the intake manifold. This air gap passage above the manifold base floor helps cool the top
surface of the floor and keeps the temperature of the manifold port runners cooler.
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Two four-barrel carbs on a tunnel ram intake
make quite a show on a street rod, but
performance is generally poor in the low- and
mid-rpm ranges. These manifolds perform best
on high-rpm race motors that have the other
engine components properly matched to take
advantage of the large airflow volume these
manifold setups can produce.
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Previous | Next
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This has been a sample page from
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Chevrolet Small Block
Parts Interchange Manual
by Ed Staffel
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Beginning with the earliest small block and carrying through the
very latest "Gen III" models, CHEVROLET SMALL BLOCK PARTS
INTERCHANGE MANUAL provides complete factory parts
interchange information, allowing the hot rodder to custom-build
his own high performance version of the famous Chevy "Mouse"
motor from off-the-shelf parts. Includes factory numbers, casting
marks, production histories, suppliers, component performance
capabilities, etc.
Only 2 Left in Stock, Order Soon!
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This is a great book and one that any
enthusiast will love!
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View Sample Pages
1) Engine Blocks
2) Crankshafts
3) Oil & Lubrication System
4) Timing Chains & Covers
5) Cylinder Heads
6) Intake Manifolds
7) Ignition Systems
8) Gaskets
9) Exhaust Manifolds
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Condition: NEW
Softbound
8.5 x 11-inches
144 Pages
300 Color Photos
Item: SA55
Price: $23.95
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Click here to buy now!
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Rebuilding the Small Block Chevy DVD & Book
Rebuilding the Small-Block Chevy is a step-by-step book
and DVD video combination that shows you how to build
a street or racing small-block Chevy in your own garage.
The book includes more than 650 photos and
easy-to-read text that explains every procedure a
professional builder uses to assemble an engine from
crankshaft to carburetor. The DVD includes over two
hours of coverage showing in detail all the procedures
that the book describes.
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Price:
$
36.95
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Build Chevy Small Blocks on a Budget
This book is about extracting serious horsepower from
small-
block Chevy engines while doing it on a budget.
Included are
details of the desirable factory part
numbers, easy do it yourself cylinder head modifications,
inexpensive but effective
aftermarket parts, the best
blocks, cranks, rods, pistons, camshaft selection,
lubrication, induction, ignition, exhaust systems, and
more.
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Price:
$
23.95
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Chevy Small Block Cams and Valvetrains
This book takes the mystery out of camshaft and
valvetrain
function, selection, and design. Terms like
overlap, lobe centerline, duration, lift, and cam profiling
are discussed and comparisons between roller and flat
tappet cams are addressed and analyzed. Rocker arms,
lifters, and valves are all covered, as well as detailed
information on how to degree a cam and choose the
proper cam for your application.
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Price:
$
22.95
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How to Rebuild Your Small Block Chevy
Whether you’re a novice or expert, enthusiast or
professional
mechanic, you’ll find How to Rebuild
Your
Small Block Chevy the best guide available for an
engine
rebuild. Hundreds of photos, charts and diagrams
guide
you through the complete rebuilding process,
from
disassembly and inspection through final assembly
and
tuning. All information is presented in an easy to
read
user-friendly format.
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Price:
$
19.95
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Payment, Shipping & Sales
Tax: Iowa
residents must pay 7% sales tax. Items usually ship
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POLICY
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