Low rise manifold and air filter for 2 bbl Sniper

[1975 DSE]

Recently installed a 2bbl 2300 Sniper on a stock 302. Now I have the engine out and it's getting converted to a 347 stroker. I am keeping the 2 bbl EFI. My question is, who makes a low rise manifold, dual plane, that will fit my 2bbl Sniper? Question 2, can I fit an aftermarket air filter with this setup? No body lift. No EGR.

I read all of the posts and most are 4bbl topics or for Broncos with a body lift.

 

[DirtDonk]

Actually, the more common four barrel manifolds don’t even need a body lift. Choices from Edelbrock, Weiand and others are low enough to fit a carburetor without a lift.
A 1 inch lift just gives you that much more room to work with and a little safety factor/fudge factor.
I just don’t think anybody makes or very few companies make a higher performance aluminum two barrel manifold. Perhaps some offering from a more modern Ford engine maybe?
A 95 or prior? Heck, even factory manifolds were often four barrel.
The most common alternative I think is to use the aluminum 4-barrel manifold, to save weight, and then use a 2-bbl adapter.
I don’t know that that’s the most efficient method, but it gets you your lighter weight aluminum manifold, and the potential for a four barrel upgrade in the future.

All that said, maybe somebody knows of a two barrel manifold on the market. I would think it would come from the race categories, but that might make it too high for hood clearance.

 

[Broncobowsher]

I don't know of any performance 2-barrel intakes. They are all about the same. Keeping the 2-barrel Sniper and running an adaptor to a 4-barrel intake will make clearance worse.

How is the 347 going to be built? What parts are going into it? I'm asking because just making it a 347 doesn't automatically turn it into a performance piece. You may end up with a poor mix match of parts that may not be as good as a regular 302 at the end of the day. Trying to keep the 2-barrel is an alarm bell in my head this may be happening.

 

[badandy73]

Know it's not the answer you're looking for but think you're going to be choking off that 347 with the 2-barrel setup. Would be easy to swap on a 4-barrel unit; harness/ sensors should all be the same just plug them in, reprogram the handheld and you'd be set.

That would also minimize your manifold height not having to run a spacer, etc.

 

[Broncobowsher]

That's why I was asking about the setup.
If there is a set of good heads, a nice cam, this is going to be a horrible running engine. The 2-barrel isn't known for high airflow. If you can't flow the air, the displacement will make the engine reach it's choke point much sooner. At which point a basic 302 is likely to out perform the 347. Doing the bench racing, the 347 should have a little advantage at low RPM where the airflow isn't enough of a demand. But a performance cam and heads could take that advantage away. At that point just do a 351.

 

[Johnnyb]

That's why I was asking about the setup.
If there is a set of good heads, a nice cam, this is going to be a horrible running engine. The 2-barrel isn't known for high airflow. If you can't flow the air, the displacement will make the engine reach it's choke point much sooner. At which point a basic 302 is likely to out perform the 347. Doing the bench racing, the 347 should have a little advantage at low RPM where the airflow isn't enough of a demand. But a performance cam and heads could take that advantage away. At that point just do a 351.

I disagree about some aspects of the statement regarding 2-bbl manifold/EFI. I think it will run great and provide low-end torque (or at least not reduce it). For max-performance at R's, 4-bbl is the way to go.

Here is the plenum I used: Spectre Performance 751 Passenger Side Low Profile Single Plenum Kit with 45°/90° Tube - Amazon

-JB