Merc225hp
Senior Member
Here some info on it.
6 M-1 4bbl unported. Great for an economical straight bolt on with a set of aftermarket heads. This is the intake that everyone else compares theirs too. Old style (LA style thermostat and bypass hose) and new style (Magnum thermostat and bypass) use the same runners and plenum, so no worries if you have one or the other, they will both perform equally well. Unlike in a carbureted application, this intake should have little to no low end loss of power, as long as you have a proper tune for your application.
So with the right parts maybe but on a mostly stock motor nope.
#3 The Mopar M-1 2bbl 270 cfm. This was one of the big surprises of the test. I had been told before that this intake was only good for stock headed motors, and would not flow enough air to support aftermarket heads. Guess what, that’s not true.
At 270 CFM (average), it really showed that it can hang almost up there with the 4bbl M1 (280 CFM avg) and with only a bit of runner work could equal the M1 4bbl in flow. The one big downfall to this intake is the plenum size. This was designed originally as a direct bolt on replacement for the stock intake, and was even being considered for production vehicle status at one point.
Anyway, as a result of being a direct bolt on single plane style intake, the plenum is small, and that will not work well with high RPM or larger CID motors. Anything over 370 CID I would just jump to the 4bbl and be done with it, especially if the “standard” aftermarket heads are being used.
results
The numbers on this one shocked me so much, that after we tested all of the other intakes, we re-tested this one just to make sure we hadn’t messed anything up. Nope. It stayed consistent. I even took a picture of it during the test for proof. I tried to get a pic of it while it was more in the middle of its swing, but as you can see I failed. Do not use the number in the pic as your gospel, that was the peak of the swing and I just happened to catch it on camera.
6 M-1 4bbl unported. Great for an economical straight bolt on with a set of aftermarket heads. This is the intake that everyone else compares theirs too. Old style (LA style thermostat and bypass hose) and new style (Magnum thermostat and bypass) use the same runners and plenum, so no worries if you have one or the other, they will both perform equally well. Unlike in a carbureted application, this intake should have little to no low end loss of power, as long as you have a proper tune for your application.
So with the right parts maybe but on a mostly stock motor nope.
#3 The Mopar M-1 2bbl 270 cfm. This was one of the big surprises of the test. I had been told before that this intake was only good for stock headed motors, and would not flow enough air to support aftermarket heads. Guess what, that’s not true.
At 270 CFM (average), it really showed that it can hang almost up there with the 4bbl M1 (280 CFM avg) and with only a bit of runner work could equal the M1 4bbl in flow. The one big downfall to this intake is the plenum size. This was designed originally as a direct bolt on replacement for the stock intake, and was even being considered for production vehicle status at one point.
Anyway, as a result of being a direct bolt on single plane style intake, the plenum is small, and that will not work well with high RPM or larger CID motors. Anything over 370 CID I would just jump to the 4bbl and be done with it, especially if the “standard” aftermarket heads are being used.
results
The numbers on this one shocked me so much, that after we tested all of the other intakes, we re-tested this one just to make sure we hadn’t messed anything up. Nope. It stayed consistent. I even took a picture of it during the test for proof. I tried to get a pic of it while it was more in the middle of its swing, but as you can see I failed. Do not use the number in the pic as your gospel, that was the peak of the swing and I just happened to catch it on camera.
Last edited:
