I used to run a stock 360, 2 bbl intake and carb on a stock 318. Got it to run 14.40 so while it isn't optimal, it also isn't that bad. Since the OP only wants to run this for the summer it should be fine.

Your correct, thanks for the help
Maybe the DP4B was a 361,383 or 413 426street or a early 440 intake

Yes, the DP4B is a low deck intake and the CH4B was the RB counterpart.

At full throttle the reversion problem is minimized, and the diff between big and small port is no big deal. The place a small port manifold excels is in throttle response and part throttle power. The small port 4 bbl manifold, makes my current 318 more fun to drive than any other 318 I've ever had. It has immediate throttle response w tons of torque, will spin a tire w ease at much less than full throttle. You can build engines like me your whole life before you find a combo like this. Ever put headers on an old Ford 360-390 ? same kind of deal amazing results for minimal effort.

clear things up here..on a SB 2v-318 it has the small ports & never used a 4-v intake on them. 273 had a open plenum low rise 4 hole intake with the small ports. this is what fits the 318 best as a stock OEM intake.

a factory 4-v 318 came with the 1.88/1.60 valve 360 heads large port heads. IMHO.. a 2.02/1.60 X head on a 318 cyl bore shrouds the valve.

a edelbrock 318/340/360 performer is a stock OEM cast iron replacement and has the spredbore flange as well as a square flange ** use of a edelbrock flat adaptor plate is the best fit over the thicker spacer adaptors IMHO.

in the instruction sheet it clearly says it has the large 340/360 runnners BUT NECKS DOWN to a 318 port size. also states that if used on a 340/360 head to gasket match the first 1" into the runner this makes the intake a large port 340/360 intake ONLY after gasket matching

so when looking for a used one check the runner for porting.

LD4B is a 318 small port reverse copy of a large port LD340 the LD4B is one of the best duel plane small port intakes for a 273/318 small port head.

LD340 is a high rise duel plane intake with large port/runners and does not give up very much compared to a edelbrock RPM & RPM air-gap intakes

edlebrock RPM & air-gap RPM are the best newer intakes but only slightly better than the 40-50 yr old LD series of intakes

Holley STREET dominator is a low rise, single plane, spredbore intake with small port/runners for a 273/318 head works very well on a street engine to be a single plane intake. I like mine as a daily driver.

Holley STRIP dominator has the 340/360 port/runner size and is another low rise single plane intake that works well for the strip. this is what I remember 340 engines getting back in the day.

no need to talk about the small port sp2p gas miser intakes they are not for HP performance


I have a
LD4B on a 318 #302 heads
Holley STREET dominator on a 318 #302 heads
RPM air-gap 318 360 heads

all have the hughes whiplash roller cam and run rather well as daily drivers in my mid 80s trucks

IMHO cant go wrong with any of these intakes.

The LD4B is what I have.....why they ever stopped making these I'll never know....best intake for a 318 ever by FAR !

I have had the LD4B on a 360 engine and a couple 318s with the 360 heads. the small runner/ports keep the velocity up going from small to large port and worked rather well on the street daily driving.

I have been dropping 360 heads on 318s since I was 15 and now I am 56 don't care what negatives people SAY it has as it works and makes up for it in the mid to top end RPM range. exactly why Ma Mopar did it in 85 for the 318. and it got a bump in CR to the 9.0 to 1 and used the q-jet/intake.

FYI...

stock 318 2v = 150 HP @ 4800 rpm

stock 360 headed 318 4v "police engine" = 177HP @ 4800 rpm 85-91

now the "police engine" did run a better cam with the 360 heads/q-jet

Ma Mopar did a few good things for the teen from 85-91 and sure made plenty of them.

I open the bowls up and clean up the runners home porting the heads and install pistons backwards to change piston rod offset and use about 214*/228* dur @ .050 with .485/.500 lift and my little 318s are screamers in daily traffic. run mid 13s 1/4 mile track 4000lb truck.

old skool tricks still work for the poor man 318 daily driver.

I've been making it part of my daily routine to look here on Moparts, Ebay & Craigslist for intakes. I spotted a few that were decent deals, but the shipping is always a killer on the old cast iron & most will require a massive amount of cleaning to get the carbon out from inside. I saw a clean one for $75 that was VERY tempting, but it was a 2-1/2 hour drive one way. I told myself to just wait until the Carlisle show because there's bound to be a bunch of them there & I've carried heavy crap across the fairgrounds all the way up the hill to where my truck is before.

This past weekend there was a new ad on eBay for a brand new Edelbrock Performer for $140 & $38 for shipping. I thought about it, passed on it & went to bed. After laying there looking at the ceiling & thinking about how a crusty old intake needs to be cleaned up, I turned my phone back on & went right to eBay & clicked the "BUY IT NOW" button. I have this same intake on my Scamp & did the same 2V to 4V swap ages ago so for roughly $50 to $75 more than what I planned on spending, this will save me a bunch of grief.

Thanks for all the ideas that were posted.

I did the same on a 318 in a 76 Charger SE.... ran fine on the street, daily driver, work car, etc. never took it to the track but it ran better than with the original 318 intake and carb.

The 4bbl 318's ran the same cam as the 2bbl 318's. Difference was the 4bbl 318's never got a roller cam, they stayed flat tappet.

4bbl 318's were never 9.0:1 compression ratio, advertised or otherwise, the 2bbl did get an advertised 9:1 ratio though but that was with the 302 head.

As said by those that have actually done it, putting a stock 4bbl intake on a 2bbl 318 is an improvement, period.

Just a follow up in case anyone was wondering.

New is nice, but it's nicer when it's cheap. I'm into this entire set up so far for about $375 including the intake, the carb, all the linkage pieces, brackets & gaskets to do it. Now I just need to find the time to actually swap it all.

I will hold onto the stock, cast iron intake for now since I still have another 318-2V engine kicking around in my Coronet convertible that one day may get redone.