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It’s The Round Of “Would You Rather?” That You’ll Enjoy For Once: Killer Intakes!


It’s The Round Of “Would You Rather?” That You’ll Enjoy For Once: Killer Intakes!

Yes, we know that when we put together these “Would You Rather?” items, that essentially you’re cringing and making a choice just to make a choice. And we’ve given you some cringeworthy choices, we know. So let us make that up to you by offering you a great predicament to find yourself in.

$_57

One one hand, we have a Mopar Wedge Cross Sonic Long Ram intake. Found on 1960-1961 Mopars with either the 413 or 426 Wedge, this ultra-rare intake comes completely unmodified, with two date-coded Carter AFB carburetors and the linkage necessary to make them work. The design allows the air-fuel mixture to “ram” up against a valve, which when opened when the carbs kicked in, giving a boost of power to the driver. This was the brainchild of a company who was digging themselves out of a disastrous 1957 sales year, the death of one of their core brands, and had a set of gearheads designing parts for “police packages” while the Automobile Manufacturer’s Association all but banned factory participation in racing.

$_57-2

Option #2 is this Edelbrock X-F66 cross-ram intake meant for…you guessed it…a 427 Cobra, or any Ford FE motor. This is a rare piece, meant to have two 750 Holleys on top of it. This cross-ram system had a couple of small issues, including a reversion problem but finding one of these is pure hen’s teeth for the Ford crowd. Having one of these seated under your hood is a guaranteed eye-catcher.

OK, time to make your choice: Which one of these beauties would you take home? Would you use it, or would it be wall art?

 


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17 thoughts on “It’s The Round Of “Would You Rather?” That You’ll Enjoy For Once: Killer Intakes!

  1. Bob

    Since I am a Ford guy, I would obviously want the option #2. I would probably sell it though for a nice chunk of change. I wouldnt want to have to work on the valve train of option #1, lol.

  2. OpC

    Neither of these do me any good other than the possible resale value. That being said I choose option #1.

  3. GuitarSlinger

    Well …. in all honesty I’d prefer option #3 . An Edelbrock Tarantula manifold from back in the day . But if push comes to shove and I’m stuck with what’s above …

    I’ll for for ……… #2

    1. Matt Cramer

      I’d take the cross ram as well, and also go with the street rod approach, but I’d go with a T-bucket and no hood so as to put the whole thing on display.

  4. thom burch

    there is a guy on Moparts that built a twin turbo, blow thru set up with one of the long ram intakes. might just be the coolest induction setup ever! #1 rocks.

  5. Baron Otto Matic

    Edelbrock X-F66 for Ford FE…and I would run a Ford C4AE-6250-B solid lifter cam and 12.5 to 1 CR with a side oiler block and high riser heads.

  6. Bob

    A guy I street raced against in the 70’s had a 413 but wrecked it. Put the motor in a 32 Ford roadster and the look was awesome with that cross ram. BTW the 413 kicked ass so it wasn’t just for show.

    Bob

  7. Don Fitzgerald

    I think the Mopar Cross-Ram is prettiest intake ever made. I’d use it if I had a 413.This is coming from a Pontiac guy! I used to have a ’59 Imperial(back in ’71 or ’72) with a 413 Dad’s old car. He had a ’57 Imperial a couple of years before that with a 392 HEMI Had a fire under the hood and sold it to a friend and he put the HEMI in a Hillman. Little Casper was it’s name.

  8. claymore

    While the Mopar LOOKS the best it is a terribly inefficient design. The LOOONNGGG tubes cause all kinds of delay in the charge moving down them, cold start nightmares, and fuel dropping out of suspension on that long journey to the combustion chamber.

    That is why they were offered for such a short time Mopar quickly moved away from them.

    1. Matt Cramer

      I’ve wondered how they would do as a port fuel injection intake. It would probably do pretty well there. But they’re worth enough money I’m not sure I would want to chop up an original.

      1. claymore

        That would remove most of the problems because moving only air doesn’t have the same problems with cold or fuel suspension.

  9. Steven Elkins

    The Chrysler long ram manifolds were designed for torque applications. How much does an Imperial weigh? Over 4000 RPM the reversion pulses caused fuel to spray out of the venturi resulting in air cleaner fires. Torqueflite equipped cars had 4000 RPM governor weights. Shortening the tube length helped the problem, eventually resulting in the Crossram manifolds in 62.

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