Poly 318 Intake Manifolds

(Applicable to 277, 301, 303, 313, 318, 326, 390, 402 engines)

Factory Intakes

1822004 – Factory iron dual-plane 2 x 4 barrel “Dual Fury V-800”:

  • The best iron factory performance intake manifold originally offered on 1957 – 1958 “Dual Fury V-800” packages. Excellent balance of performance and streetability when paired with proper carburetors, camshaft, etc. For all-out race, the Weiand WPD4D will outperform this intake.
Poly 318 2x4 intake manifold
“Dual Fury V-800”

1619826, 1859229, 1828103 – Factory iron dual-plane 4 barrel “V800 Super-Pak”:

  • Known as the Super-Pak option on 1957 – 1959 engines.
  • Produced from 1956 – 1962.
  • Excellent street/strip intake for performance throughout the rpm range. Superior to the Weiand 7503 for street use.

Mopar A-block poly 318 4-barrel intake manifold 1619826, 1859229, 1828103
“V-800 Super-Pak”

1859228 – Factory iron dual-plane 2 barrel (1956 -1966):

  • Excellent torque and throttle response for street use. Equipped with a Trans Dapt 2040 adapter and a Holley 7448 or 80350 (350cfm) or 4412S (500cfm), the intake will outperform a four-barrel for street use. To take advantage of the 500 cfm carburetor, the two-barrel plenum opening needs to be enlarged. (4-barrel carb on the two-barrel intake upgrade advice credit Gary Pavlovich).
    • Note: 1963 – 1966 engines were all 2-barrels.
    • Note: All trucks came standard with two-barrels.

Poly 318 intake manifold
“Fury V-800”

E5793M – Factory “Chrysler Sea V” iron marine intake, dual carburetors.

Poly 318 A Block Chrysler Sea V Intake E5793M
Factory “Chrysler Sea V” marine intake, 1960 casting (photo courtesy Anthony Brunelle)

2735919 – Factory aluminum dual-plane 2×4 barrel (extremely rare):

  • Offered in 1956 through Plymouth dealerships as a performance part. The best factory performance intake manifold in design and weight. Excellent balance of performance and streetability. For all-out race, the Weiand WPD4D will outperform this intake.

Mopar A-block poly factory aluminum intake manifold 2735919
Factory Aluminum Intake (photo courtesy Gary Pavlovich)
Aftermarket Intakes

Weiand 7503 – Single-plane 4 barrel

  • Ideal for an engine that will spend most of its time above 3,500 rpm prepped with a performance cam, headers, high-stall converter, and gearing of 3.55:1 or lower. Will benefit greatly from head porting. Usable on the street, but the throttle response and torque will suffer at lower rpms.
  • When used on a stock engine, low-rpm performance will suffer.

Weiand 7503 poly 318 Intake Manifold

Weiand WDPSQ – Early single-plane 4 barrel:

  • Ideal for an engine that will spend most of its time above 3,500 rpm prepped with a performance cam, headers, high-stall converter, and gearing of 3.55:1 or lower. Will benefit greatly from head porting. Usable on the street, but the throttle response and torque will suffer at lower rpms.
  • When used on a stock engine, low-rpm performance will suffer.

Weiand wdpsq poly 318 intake manifold

Weiand WPD4D – Single-plane 2 x 4 barrel:

  • The most high-performance mass-produced intake for an A-block. Ideal on an engine that will spend most of its time above 3,500 rpm prepped with a performance cam of at least around 264/.450”, headers, high-stall converter, and gearing of 3.73:1 or lower. Will benefit greatly from head porting. Usable on the street, but the throttle response and torque will suffer at lower rpms.
  • When used on a stock engine, low-rpm performance will suffer.

Weiand wpd4d2 poly 318 intake manifold

Weiand WPD3D – Single-plane 3 x 2 barrel:

  • A rarer intake designed for small-base four-bolt Rochester, Carter, and Holley. As a single-plane design, it suffers from similar low-rpm limits as the other Weiand intakes but shares the same high-performance capabilities above 3,500 rpm. The dual-plane Edelbrock P600 is a superior intake for streetability. The photo below shows the manifold with spacers installed.

Edelbrock P600 – Dual-plane 3 x 2 barrel:

  • Most were designed for early 3-bolt Stromberg 97 and Holley 94 carburetors, but they made a rare four-bolt version for small-base Rochester, Carter, and Holley. 3-bolt to 4-bolt adapters are available, however. The best available 3 x 2 intake for a street A-block.

Edelbrock P600 Poly 319 Intake Manifold

edelbrock P600 poly 318 intake manifold

“Wind Tunnel” dual-plane intake:

A rare limited-production aftermarket dual plane high-rise A-block intake manifold designed by foundry owner Javier Vasquez and engine builder Gary Pavlovich. Sold from approximately 2014-2019 when production ended when Javier and Gary left the project.

  • Strong HP & TQ gains over factory and the Weiand 7503 when equipped with the proper carburetor, cam, and other components. 
  • Warning: Be extremely wary of anyone requesting money for supposedly pre-ordering this intake since as of 2023 the intake is not in production and no evidence exists it will ever be produced again. I have received multiple emails from different people since 2020 explaining that they paid over $500 USD for a supposed pre-order to collect enough orders/money to run a batch who then never received an intake or refund.
Chrysler Power wind tunnel poly intake manifold
(photo courtesy Gary Pavlovich)

Justin’s Cross Ram Intake

While I am not the first to bolt Offenhauser 5497 cross-ram adapters onto a poly Dual Fury V800 intake, I will lay claim to designing and fabricating a cable and bell crank throttle linkage system and using unsilenced Mopar “Charger 225” air cleaners (see the finished system). While I have not measured the difference myself yet, multiple dyno results out there show a gain of 10% – 16% HP on small block Chevys and Fords, and the ported heads, larger valves, and 6,500 rpm camshaft on my Poly 390 stroker should make good use of the this induction.

Mopar A-block Poly 318 Cross Ram Offenhauser Intake Manifold

Hinkle LS1 Retrofit 

  • GM LS1 intake runners line up extremely closely with the A-block’s, and Buck and Clark Hinkle retrofitted an LS1 Victor Jr. single-plane manifold on their A426 build. Note that the Hinkle engine was built for the sole purpose of pulling dyno runs in a competition, evident in the valley pan that appears to have limited perimeter fasteners and is glued in place. To make the intake work long-term on a street car, one would need to machine adapter spacers for the intake (see photos below), build a valley pan, and build a coolant crossover with thermostat. One could break up a valley pan that is captured by the intake manifold adapters, much like a factory metal B-block valley pan/intake gasket. A race-type detached coolant crossover might be an option. While not for the weak-willed, after all this work one would have many LS1 intakes to choose from, including the dual-plane Edelbrock.

hinkle LS1
Hinkle LS1 Retrofit (photo Hot Rod Magazine/Hinkle)