Since my other post has gone to crap...sbc intake mainifolds

I have been pondering a C3B Edelbrock manifold, just trying to decide whether to buy a later manifold and drill the oil fill spout or run an old one.

Wonder what kinda improvements they have made between say a RPM Performer and a C3B? I was gonna email Edelbrock on the tech side but they have no "contact us" info. Go figure.

 

Roothawg is a pretty funny name.

 

edelbrock@edelbrock.com should get you an answer. If that doesn't work, I'll get you an email of one of their good tech guys directly. PM me if you need it.

Amanda Hugginkiss...

 

Gee Thanks Killer.......

 

Buster Backside

 

I'd be interested to know too. I ran a C3BX on a 400-ish horse 327. Shifted at over 7 grand . With that setup I probably would have made more power with a single plane, but the C3BX combined with a mechanical roller seemed to give it good torque as well. I've since changed to a Vic Jr, but it won't hit the road for another year or so .

So in summary: go ahead and use a C3BX. Unless you're worried about gaining an extra tenth or two in the quarter, it should be fine.

 

Actually nevemind my question.. I found this..

http://victorylibrary.com/mopar/edel.htm

 

nice link.....

 

Root,

I've been hunting around for a C3B and have unearthed a little information. The C3B was released in the early sixties and was superceded by the C3BX. The X was the same basic design, but with a little higher rise (enough to cause hood clearance issues on some cars). Edelbrock also offered a C4B towards the later side of the sixties. I've read from different sources that it was more comparable to the Performer RPM and/or a later version of the C3B... not sure which is true.


Ed

 

I have a C3B and a C3BX...........both are for sale

$65 each plus shipping.......PM me if interested.....

 

Are they decent DR? Send me pics if ya don't mind. I don't want any cracks or heavy corrosion.....

 

Great page, but in spite of them belonging to the International Webmasters ***ociation, the site ****s. No link to the main page on that (the above link) one; no way to tell what link goes to that (or even if there is one) from the main page; Mopar page dosen't exist; well I won't bore you with more...
~ Paul
aka "Tha Driver"

Easy on the Giggle Cream!

 

Will take some photos and LOOK close........
Got them out to take to the Brad54 swap meet Sunday in Georgia.

.

 

OK while on the same subject, I have a C-3B, and when comparing it to others the "divider" where the carb bolts in, and the fuel air is separated between the right side and the left, looks like it was filed down about 1/2 inch.

I seem to recall that there was just a notch on the stock ones and this one is ground or filed below where the carb sits.

What was this done for?

 

I have a C-3B that I purchased new in 1969, there is no better dual plane intake on the market today. I added a 2" torque spacer (holes) and it still performs as well as the many other intakes that I have owned. I just changed to a dual quad intake with two 500 CFM Performers, looks good, runs OK, but not necessarily better then the old C-3B and the 750 Holley. Looking forward from the drivers seat, the C-3B oil filler tube is on the right hand side, the C-4B is just the opposite, but the rest is identical.

John

 

Now this may be due to my out of date tuning , BUT I had a C3BX on my 46 and went to a perf RPM and LOST power across the whole rpm range ,all things being equal otherwise ,carb (750 H), timing, jetting ,vac etc , so it may well have been a tuning issue, J4YI, sold it b4 getting into it further,but both intakes ran great on the top end, but the C3BX seemed to have more top end w 3-500 more rpm and more torque off the line

 

Offenhauser still makes an intake with oil tube up front. I haven't heard much about them. Are they worth a ****?

 

the Edel RPM is all layed out for drilling the oil tube , no problem for a competant machine shop and only a little h***le for a home drill press w a hole saw -a good one, NOT A HARDWARE STORE SPECIAL, circle is there w the cross hatches, NO EGR
no experiance w the offy intake, but the Weiand excellerator (?) is a great single plane w a a 1" spacer.

 

Does Offy have a website or is there an online resource with pictures of thier catalog of intakes? Summit lists them on thier site, but no pictures...


Thanks,
Ed

 

It's been proven this helps distribution and is actually worth a bit of power. Personally, I think it helps signal to the carb by exposing more plenum to the throttle plates, but I could be wrong. I did lots of homework on tapered carb spacers and I learned how sensitive this area is. A strong carb signal makes all the critical adjustments work better, and opening up the area just under the carb by cutting down the divider a bit should accomplish this. Lowering the divider is one of those old-school hot rodding tricks that's been done for decades.

Scotch~!

 

Scotch, why wouldn't they just do it from the factory?

 

here is a photo of a C3B ( not painted ) and a red C3BX. The slot is in BOTH of mine.....



Both are pretty decent to be almost 35 years old. The C3BX has a coil bracket cast in and the oil fill tube is to the left. The older CB3 has no coil bracket provisions and the oil tube leans to the right. Both have the threads in decent shape (except noted) but a few are studs and I did NOT mess with them. The threads look GOOD on the studs ....so they could be used ...as is...



The 3CB has threads in all its holes BUT the one shown here is oversize. I discovered this when I just took the thermostat housing up to look for corrosion. I would heli-coil it but believe it would work fine....as is.



I sandblasted the red one, on the front only, to show a broken place. I got this intake on a engine I bought. I heard it run and the place was not leaking.......BUT....Buyer beware..... It did not run for long and I cannot guarantee it ......

$65 each..........or $110 for both, plus the shipping.

I am taking them, and some other parts to Brad54's swap meet Sunday.....hopefully....weather permitting.

.

 

Offyparts.com or Phethean Racing.

Only Offy place I have found w/ any selection.

 

I have tuned a few engines and I beleive one of the reasons that that old C-3B was always a good street manifold, is because it is a true dual plane intake. Millling the "air-gap" into it some what defeats it's design. I have used Torquers, old Tarantulas (TM-1) great rpm intake, Victors and sometime I'll probably by one of the new air-gap manifolds to try, they all have pros and cons. For the money, the old C-3B will generate years of reliability for the street and let you air it out a bit when you need to.

John

 

Go-Rilla: Thanks! That site's just what I was looking for.

 

Scotch, thanks for the answer!

 

I can still punch the hole in the performer line but the air gap would look wrong I think. I was leaning towards a Performer RPM.

 

The Chevrolet Power Service Manual (EXCELLENT reference book) says that cutting the divider down, up to an inch, increases the top end horsepower on a factory Z-28 intake. I ***ume that the same would go for any dual plane intake. The notch in the C-3B intake is for clearance when a Holley 3 barrel (one throttle blade on the secondaries) is used. The C4B didn't have the notch. Also, the C4B intake won't work with a HEI distributor, it hits the rear runner. You will grind thru the runner before you can cut enough clearance for the bigger HEI. I don't know about clearance problems on the C3B, but I'll bet it would hit too.
Larry T

 

Thanks Larry. I will run a hei in a std housing.

 

I have no idea.

They did learn though. Some new dual planes (like the RPM Air Gap) do have it done already.

Oddly enough, some still don't...

Go figure.

Scotch~!