Best low profile 383 dual plane aluminum intake?

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LovetheA's

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Im on a tight budget after all the upgrades I recently did to my 67 Dart. Therefore I thought what performance upgrades could I apply to my 67 383 formula s at minimal cost. The original 383 engine as far as I know has never been apart and has great compression and uses very little oil. I was thinking I could swap out the factory 516 heads for the 915 heads I took off my dart. Then upgrade to an aftermarket aluminum dual plane low profile intake. I was thinking top that off with the carter 750 cfm that came on the 67 manual trans 440 and transplant my tti headers I had laying around. I think that may be good for about 30-40 horse. What does the peanut gallery think? If that seems like a good move then I would need to purchase a good performance intake for this application and preferably a low profile dual plane so I could put the original air cleaner on and fit under the hood.
 
Something I just thought of. The 915 heads most likely were decked before they were put on my dart and I believe the 516’s have never been off the Barracuda. Would it be wise to run thicker gaskets so I don’t have compression issues moving to the 915’s? I still would like to be able to run 93 octane.
 
The old Offenhauser 360* intake for the B engine was a great intake and very low profile.
 
Does your 383 already have a factory four barrel intake?
I am not sure there would be a good return on investment switching 516 heads to 915 heads if both have the same small exhaust valves, and switching factory cast iron four barrel intake for an older design aluminum version, since you mention the tight budget.
Of course you already have the heads, so it won't be too expensive to try it.
For your compression question, just wait to buy gaskets until you get the old heads off so you can measure the volume above the piston and calculate the compression ratio accurately, then select the head gaskets you need.
 
Thanks Bobzilla for the advice. I should provide a little more background on the swap I’m planning. The 915 heads came off of my 67 Dart and they aren’t stock. They have the enlarged intake and exhaust valves and upgraded springs. Im also thinking about a mild port job for $400.00 bucks by my machinist. I’m going to put on 1.6 ratio aftermarket shaft rockers from Mike at B3 racing. Not real high end jobs but affordable middle of the road. Then swap out the terrible cast iron dual plane 67 383 intake on my Barracuda and replace with a dual plane low profile aluminum job. Then top it off with my 67 440 750 cfm carter. I’m thinking that should be good for some ponies. Your thoughts?
 
Id call the Offy 360 a smashed single plane. There is no plenum separation between the carb sides. The 360 was the catch-phrase that meant that the cylinders were pulling "360 degrees" (all the time) instead of the '180' design of a dual plane. The Weiand Action Plus is a smoother runner version of the Performer 383 and is .2 shorter to carb pad.
 
Thank you Pishta. I welcome at the feedback and advice. I absolutely love this website as a resource.
Carl
 
I would think 30-40 HP easy. The 440 AVS is a great carb. I would think that the Torker, the vintage Edelbrock dual plane with the Chrysler number, Offenhouser, or the Holley Street Dominator. Pay attention to the choke set up , or lack of one. Definitely run the 915 heads, there should be little change in chamber volume, but it never hurts to measure them. I always run Fel-Pro head gaskets. All big block Darts and Barracudas were 4 barrel carbs.
 
Kim
Why what’s wrong with the edelbrock performer rpm intake? That intake gets great reviews. I was leaning towards that if I could get it under the hood without any clearance issues. What should I do because my 1967 750 cfm carter has a manual choke assembly and I don’t think the aftermarket intakes can accommodate that. Can I just pull off the choke set up? Does any after mkt intake have provisions for my manual choke set up?
Carl
 
Nothing wrong with the performer rpm, it’s a great intake. the regular performer is basically a door stop. What number is on the carb. It won’t be a 750 more like 500 to 625 cfm if this is a factory carb. Do u use the choke now, if not u could take it off but it is recommended to have a choke as u have much easier cold starts. Is the choke run by a cable or from the choke well in the intake. Kim
 
8008 Weiand Steath ,if you have room, underhood...
pishta said:
Id call the Offy 360 a smashed single plane. There is no plenum separation between the carb sides. The 360 was the catch-phrase that meant that the cylinders were pulling "360 degrees" (all the time) instead of the '180' design of a dual plane. The Weiand Action Plus is a smoother runner version of the Performer 383 and is .2 shorter to carb pad.
Click to expand...
Another, decent choice, Run , the smaller carb ....
 
Kim
I’m leaning toward the edelbrock performer rpm. I have the choke which sits in the manifold well and works off the engine heat. The carb I have is the 4 speed factory hi-po carter carb that came on the 67 hi performance 440. What cfm was that?
 
Abodybomber
Will the Weiand 8008 stealth work with the carb and still fit under a stock hood? That is a big concern.
 
oldkimmer said:
It is very low profile and doesn’t flow nearly as good. If u compare them side by side u will see a huge difference. Kim
Click to expand...
I was wanting to out the correct numbers intake in my 66, but it's not necessary. How did they rate the different years the same HP? I'm so used to throwing on aluminum intakes I never compared the stock units.
 
oldkimmer said:
I believe factory 440 hp AVS carbs were about 625-650 cfm. Kim
Click to expand...
Depends on the specific engine model as the HP engines got the 750 AVS. Mostly the large people mover cars, wagons and such for the 630 AVS.
(630 as per the old Carter/Federal Mougal phone lines.)
 
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