Edelbrock Dp4b intake-how rare are these and where can

I'm looking for a DP4B for my 70 D100, I want it instead of the Performer or SD (which I have) strictly because I want the truck to look as it would have in 1970. I agree on the $75-$100, I'm waiting for one at a swap meet so I don't have to pay the shipping/border fees.

Sheldon

I used on on my 69 Runner back in the day that was other wise completely stock and it made pretty noticeable difference in ET and MPH.

I heard the DP4B is taller than a stock 4bbl intake - is this correct? Anyone have the heights of the various intakes being discussed above?

I agree the DP4B is better than stock, more so than the Performer.

Sheldon

A few of my reasons to go to this manifold is yes,it's aluminum and much lighter than the cast iron stock manifold.Further it accepts a square bore carb if I'm not mistaken and this will allow me to run a Holley 750 DP carb.It probably has a bit better performance than the stock manifold.Lastly it will fit with my N-96 Air Grabber hood...if I'm wrong someone please tell me.If there's a better manifold that will fit my car I'll go with that but from what I've been able to determine the Dp4b intake will cut weight and improve performance...it's a start

You've got it all right. I agree with all the reasons you stated.

Sheldon

It will fit and it WILL make more HP and you can use a holley. Plus most folks won't even know it's an aftermarket intake. I'd expect to pay 75-125 depending on the condition. I sold a 318 LD4B on e-bay for $225! I ran the CH4B on a very mild 440 w/ a 4 hole 1/2" spacer and a 750 holley, car ran 12.90's (3800lb coronet)

I ran one for years on my 383 GTS and it performed MUCH better even with the stock exhaust manifolds. I ground off the Edelbrock and DP4B designations but left the casting number and painted it to look stock...

part 2
http://www.hotrod.com/techarticles/hrdp_0801_mopar_intake_manifolds/viewall.html

any body have the 440 intake links?

The Performer is within 0.1" of the DP4B

1# difference in Torque
6 HP

Nothing you will feel/notice at the track , definetly not on the street especially on a mild build 383

Waste of time switching between the two intakes - Stick with the Perfomer



Edelbrock Dp4b
Surprise! The oldest design produced the best average power of the dual-planes-of course we're only talking 1-3 numbers better, and that can be testing variance, but still, this thing wasn't at all bad. It's the first of the Mopar aftermarket dual-planes but has not been sold in many years. The DP4B designation means Dodge-Plymouth 4-Barrel, and the C4B (Chrysler 4-Barrel) is for 440s. This intake is most like the stock design, with the smaller of the two planes on the right side and feeding cylinders 2, 3, 5, and 8. The coil bracket is not in the stock location, but even so, many people who want an OE look use this manifold.

Price: Ours was $104.39 on eBay, but maybe the price will jump now.




Manifold height:

front 311/44, rear 411/48



Peak torque:

456 lb-ft @ 3,800



Peak horsepower:

445 hp @ 5,900



Power at 3,000 rpm:

419 lb-ft, 239 hp



Power at 5,000 rpm:

431 lb-ft, 410 hp



Average 2,500-4,500:

429 lb-ft, 289 hp



Average 4,500-6,000:

419 lb-ft, 417 hp



Average 2,500-6,000:

424 lb-ft, 344 hp





Edelbrock Performer 383
The Performer is the world's most ubiquitous intake manifold; you can order one from virtually any auto-parts chain. The Performer 383 (PN 2186) is a stock replacement part that's emissions legal for many OE four-barrel applications, and it has provisions for an EGR valve. Its carb pad will accept square-bore or spread-bore carbs. The Edelbrock Performer Package recommended for this intake includes a cam with just 204/214 at 0.050, demonstrating that our 237/242 solid cam is a little too big to match the ideal operating range of this and other low-rise dual-planes in this test.

Price: The satin PN 2186 intake is $189.98 at Summit Racing; a polished version, PN 21861, is $359.88




Manifold height:

front 331/48, rear 411/44



Peak torque:

455 lb-ft @ 3,800



Peak horsepower:

439 hp @ 5,900



Power at 3,000 rpm:

418 lb-ft, 239 hp



Power at 5,000 rpm:

426 lb-ft, 406 hp



Average 2,500-4,500:

427 lb-ft, 288 hp



Average 4,500-6,000:

415 lb-ft, 413 hp



Average 2,500-6,000:

422 lb-ft, 341 hp



Read more: http://www.hotrod.com/techarticles/hrdp_...l#ixzz21OzHWOFS

I installed a DP4B on my 383 N96 car last weekend. First impression is good compared to the original intake. Now my 650 Edelbrock AVS will need some more tuning, as the engine hesitates when you floor it, which it didn't with the stock intake.

I have a question for those who have added a DP4B to an N96 car.

Did you swap aircleaners? I've read when adding the intake to a 383 you must use the 340/440 baseplate to gain the needed clearance.

My car is a 71' and not a factory Air Grabber car, I am adding it and already have a DP4B but no AG parts.

I'm hoping to figure out exactly what I need before I singe the credit card a bit ordering all the hood parts.

I put a DP4B on my 69 Superbee with N96 using the 383 air cleaner , fit fine , the intake isn't a whole lot taller.

Since the Holley SD was brought up, I'll comment that my personal experience with it on a magnum spec 383 in a heavy car was very poor. I used it cuz the a/c brackets fit it, but I lost a lot of tq. No empirical test, but same car, same engine, same carb, same tires, same stretch of road: with stock intake and 3.23 gears it would light them up from an idle. With the SD and 3.91's it would only squawk them from an idle.

The artical linked shows it's down on tq at 3000rpm, from my own testing from idle it's waaaaay down. perf rpm and efi gave a better response than either above.