The Stovebolt Site Forums The Shop Area The HiPo Shop Great Deal On A Manifold

Some of you may recall a discussion I started about my manifold situation from a month or so back.
The basic story is I’m running a modified 283 with a 4 bbl Edelbrock on a single plane hi rise manifold in my ‘54 3100. Pretty gutless off the line , runs rich, but very responsive in higher rpm ranges. I came to learn that my particular manifold is optimized for 3500/4000 rpm and up. I decided a change is in order.

My nephew is a stock car builder & driver with a good trophy collection. He has a buddy who is a parts hoarder. Nephew told hoarder of my quest. Hoarder to the rescue!

Pictured is my existing setup and the replacement I received today- an Edelbrock 2101 , used and beautifully cleaned. Perfect in every detail. The deal is: I install the 2101 dual plane manifold and if I like it the parts guy will take my single plane in even trade.
How do you beat that offer?

If advice and my research serves, my new manifold should improve low end performance and generally improve function for the casual driving I mostly do.
My kind of deal!

That's a good swap, he can make better use of your single plane and your truck will like the dual plane. And the carburetor will bolt on with no adapters! That is a good day.

Are you a fisherman? Once you get the intake installed, use that Edel-junk carb for a trot line anchor, and find a Quadrajet calibrated for an Oldsmobile 260 engine, or maybe a Chevy 305 at the most, and really enjoy the better low end response the dual plane manifold provides!
Jerry

Waveski, you'll have to fabricate a block-off plate for the hot-air choke port or google Edelbrock's site and see if they have a pre-made one. P/S, Summit has one but I'm cheap and wouldn't spend the $31 bucks, I'd make one myself.

Buckshot-
Is this the device you referred to?

HotRod-
I spent a lot of time in making my decision on whether to keep my Edelbrock or switch to a QuadraJet. I gathered information and opinions from many sources , including a number of people who’s experience greatly exceeds mine and whose input I trust. Several of those sources are here on Stovebolt; you are one of them. It is interesting how divided people are on the Q-Jet ; love ‘em or hate ‘em , nobody is neutral.

If were to retrace my reasoning and thought process it would take up a lot of time and space here. Suffice to say that I am keeping the Edelbrock. It’s paid for , it will fit my new manifold, I’m going the the bird in hand.

Your passionate opinion is greatly appreciated.
I learn a great deal here on Stovebolt.

In my experience with the Q-Jet question in the Toronado world, those who dislike the Q-Jet are usually those who don't have the patience or knowledge to rebuild it properly or dial it in correctly. They always choose the Edelbrock and suffer semi-reliable but mediocre performance.

There are dozens or maybe hundreds of variants of the Q-Jet but many people think they're all the same.

My Toronado had the wrong metering rods in it when I got it. Once it was rebuilt correctly to 1966 Toronado specs, that car could kick muscle cars and hot rods to the curb.

I think the Quadrajet is probably the best 4 bbl carburetor ever designed.

If I had a QuadraJet I’d keep it.

My truck was in the shop for 2 1/2 years. I know that’s common, but it was a strain for me. This is my first and last hot rod. I’m 72 , with lurking health issues that I don’t need to detail. That 2 1/2 year stretch was a lot of clock to burn in the 4th quarter , if you will. Ever since I got the truck on the road 1 1/2 yr ago I’ve been working on details and finishing touches, always looking to keep the projects within the reach of my modest skill set. Another big priority is minimizing down time. Right along with that is minimizing expense.

I don’t want to be dependent on other people to work on the truck anymore than is absolutely necessary , not at this stage of the game. I want avoid downtime, and my budget is essentially spent. My manifold/ carburetor decision fits my criteria. I’m pretty sure that I will realize an improvement in low end performance. It is quite possible that a QuadraJet would provide even greater improvement.
That is for the next guy to find out.

There’s the short version.

That's a spread bore manifold and a square bore carb. I believe a lower cover plate is required to fill the small gap.

The Edelbrock website states that the 2101 will accept either bore without an adapter.
The 2701 is spread bore specific.

Yes Waveski, that is a block-off for the choke well on the passenger side of the manifold. Over the years there have been a number of ways to heat the choke so it will open as the engine warms, that open well was used for some applications. I thought in one of your prior pictures it showed an electric choke on your carburetor.

I think I recall discussing whether I’d benefit from running a choke cable to my carburetor in a thread from some months ago. I decided that there’s no point to it as I am running rich at start-up as it is. There is no choke control on my carb at this ti, if I recall correctly.

Fortunately , the block off plate was included with my free manifold. Interesting how that hot air channel is incorporated into the underside of the manifold. It is a rather complex casting.

Waveski, Just a note that if you don't have it with the block off plate, you also need this gasket to prevent exhaust leaks at the manifold to plate joint.
Don't ask me how I figured out that little issue.

Sounds to me like you’re on the right track with the dual plane manifold. I’d check the cfm of your carb. I don’t think you’ll want it to be more than 600 cfm for that size engine. There should be a 4 digit # on the horn of the carb. Find it & check Edelbrock website to see what the cfm is. Maybe your stock car friend could help with that

Dan -
I do have that gasket, in fact. Are you sure that there would be an exhaust leak at that part? Looking at it I thought there would be coolant in that tunnel.

Exhaust heat works the heat stove. Normally there would be a little spring sitting in that hole with a rod from the choke connected to it.

Good to know. That’s one more thing I’ve learned. I NEVER SHOULD HAVE DOUBTED YOU DAN!!! You’ve always steered me in the right direction.

RLB-

It is a 1405 , 600 cfm.
Thanks for bringing that up & keeping me honest.

👍

Nice score on the intake !

It should be a solid performer 👍😅

That’s what I’m hoping, thanks.