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I saw a Parker funnelweb manifold on a Pantera that was sold here in MI recently and was curious about it. It is a very long runner/single plane, so a bit surprised to see it on this car. I've searched on this foum and read prior comments (most 5 years old or more) - looking to see if there is any new input. It has an incredible underhood appearance impact!! Thoughts on street use and operation during 50 degree temps in the cooler days here in MI (351C, 4V open chamber, 11:1 pistons, QFT SS-750-AN, revised cam - unknown specs)?

I feel silly to say that I know this is not a proper manifold for this car (dual plane is best) but it sure is sexy!

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  • Pantera Funnelweb
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For looks it is not a disappointment. Don't expect anything significant as far as added performance unless you are going to regularly run over 8,000 rpm, because that is what those manifolds are designed for.

They are essentially single 4v tunnel ram manifolds.



I have not run the Parker but I did run the Ford Motorsport A341. It is VERY similar.

Considering that it's intent was superior very high rpm performance, it works well.



It is about the same overall height as the Parker. As such, it is made with a level carb pad, not cut 17° like would be used in an American V-8. Installed that way in the Pantera, it looked silly so I had it milled like a normal American V8 would have been, and removed the center section to the screen for clearances.



If you drive the car in cold weather at all, expect frost on the runners and the carb. In fact under around 40° F, it will tend to ice up the carb. It won't get any engine heat as the runners of the manifold will act as a heat sink.

Engine builders will also tell you that to get the maximum power out of them that you need to do flow bench work on the plenum and runners.



Also if you buy one, make sure they are for the heads you are using on the car. The Australian "Clevelands" tend to be designed for the 2v heads and the runners for those are significantly different then the 4v heads.

Good luck! Looks great!

Appreciate the info so far!

Speaking to the owner of the company (in Australia) he has a 351C with 4V heads, from USA, that he used for his design basis (manifold was designed over 25 years ago). He also stated the need for some porting, port tongues, proper cam, etc to get the full benefit out of it.

I'd like to replace my current stock manifold, and was going to get the Edelbrock RPM Air Gap, but stumbled upon the Parker. I know the Air Gap is the better choice - but still considering the Parker.

Appreciate the info so far!

Speaking to the owner of the company (in Australia) he has a 351C with 4V heads, from USA, that he used for his design basis (manifold was designed over 25 years ago). He also stated the need for some porting, port tongues, proper cam, etc to get the full benefit out of it.

I'd like to replace my current stock manifold, and was going to get the Edelbrock RPM Air Gap, but stumbled upon the Parker. I know the Air Gap is the better choice - but still considering the Parker.

It depends on what you mean by better but you determine that. Whatever you choose, choose for no regrets.

Dear Rob,

          I have an engine with a Parker Funnelweb 4V intake.  It does require use of port-stuffers in the intake ports for optimal function.   I have about 4-5000 miles on it including last year’s road trip to the POCA Rally in Phoenix.  It runs well and is visually striking.   Using a CR of 9.2:1; a custom cam chosen with Dan Jones, ported and port-matched iron 4V quench heads and a custom-built carb the dyno test showed 488 hp at about 6000 and 476 at 6800 rpm.   At the lower end, 3000 rpm showed 200 hp and 376 ft-lbs or torque.  The block is not stroked and is thirty-over.  The other Pantera uses a similar engine with a CR or 9.75:1 and a Holley Strip Dominator intake.  Both have been driven on winter days with temps in the thirties without issues other than a longer warm-up.

            Yes, use of the Funnelweb precludes the stock engine cover especially with use of a carb spacer.  Also, a disadvantage is limited rear vision.

          I am re-building an Aussie-headed engine and have a Parker Funnelweb 2V.  It is, I think, about an inch lower than the 4V and does not require port-stuffers.  Based on the dyno results of a friend’s similar engine using a Weiand intake, I am expecting 450 hp or so on the dyno.

          Beware of Parker Funnelweb Chinese knock-offs.  The reported machine work required to make their fitment and function is expensive and makes the low purchase price sour quickly……and they probably don’t function as well as the real thing.

          DSC_0012

          Warmest regards, Chuck Engles

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Thanks for the info Chuck - beautiful engine. Looks like you polished the funnelweb too! Good to hear that it will function reasonably in colder temps as if it 45 + degrees and the roads are dry in Michigan - the Pantera comes out!

I have been speaking directly with Terry Parker at length now (nice guy!) - he still makes the manifold (4V and 2V versions) but perhaps in more limited quantities now, so I would be buying it from the maker! Total charge air freight to my house is approx $700 USD, so similar to the cost of the polished Edelbrock RPM Air Gap that I am also considering.

Do you have a pic of your engine as installed - curious to see what your air cleaner set up looks like.

Also - how do you hook up your PB Booster vacuum, since the manifold does not have any provision to this? Terry recommended a carb spacer, but I am trying to get away adding another 1" of height to the system! I currently use the carb port for my PCV system - for which I could tee off of??

Dear Rob,

          You asked for some pictures.....

           The road shot show the height of the air cleaner relative to the center rear view mirror.   

            The engine bay shot shows that with the one inch carb spacer, the top of the Holley looks like it is about an inch above the level of the side engine covers.

             The last shot shows the base of the Holley is about level with the base of the rear glass.  It shows the one inch carb spacer and the left side fitting for the PCV.     There is a similar one on the front of the carb spacer for the brake vacuum.  The is no provision on the intake for any vacuum fitting.  None of my custom carbs have a fitting for PCV or brake use. 

             The dyno sheets showed that the four-hole carb spacer gained about 4-5 hp over the open spacer.  Unfortunately, I can't find a dyno run without the one inch spacer.  If you forego the spacer then you will lose a bit of power, gain a little "head room" and need to plan where you'll plumb the vacuum attachments for the PCV and brakes. 

              One other thing with the taller intakes: a taller throttle bracket to maintain optimal geometry of the throttle cable to the carb throttle arm.  In may case that meant also using a longer throttle cable than stock.



                          Warmest regards, Chuck Engles

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  • DSC_0127: Somewhere in New Mexico.
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...You asked for Thoughts: Your not going to like this.

I'am with Doug! These Funnel-Web Manifolds are the equivalent of a 'Single 4 Barrel TUNNEL-RAM'.

(I) have never ran this Manifold...but I do have extensive experience with Tunnel-Rams (yes they were dual quads).

This I know, 'they' Do NOT 'come onto the cam' At less than 5000-5500 RPM. They will provide a 'Fuel Distribution' problem...#8 Cylinder Will go Lean. The posted Dyno Results Prove the Manifold is a 'Dog', off-idle, until one hits 5 Grand RPM. I've said before, this is another Manifold that belongs on the Racetrack! Running it on the Street will mean cruising at higher rpm's All the Time. You will be 'Racing' on the Street.

Yes! It does look Pretty...and the 'Wow Factor' can't be beat. 'Power is Expensive!' You will Pay Extra for it!

My thoughts,

MJ

Last edited by marlinjack

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